Toby Chess is an I-CAR program instructor, training specialist, and former salvage yard operator. Toby is universally known in the collision industry for his work with first responders and advocacy for body shops and consumers. He can be reached at firstname.lastname@example.org.
Three years ago, Kye Yeung and I walked the floors of the 2012 SEMA show looking for new products that most of us never get a chance to see. When we made a presentation at the Collision Industry Conference, the presentation became an instant hit among the audience. So, for the third year in a row, we walked the floor at SEMA 2015 looking for things that were unique and would make life in the body shop a little easier.
Viewing Fig 11, you will see that the rivet is solid. Like the SPRs, solid rivets need to have access to the backside of the panel. Unlike SPRs, a specific size hole is needed. Solid head shape for solid rivets comes in many forms.
Recently, I was conducting the I-CAR Steel welding certification test at a collision repair center when I saw a 2014 BMW 3 Series having a quarter panel being installed. The tech was welding in the quarter panel instead of using glue and rivets. I asked the tech if he had the OEM replacement procedures, which he produced from his tool box. I showed him that the proper procedure was to rivet and glue the quarter panel in See accompanying photos for the proper installation method and recommended tools.
I recently gave the following test to the CIC audience in Palm Spring this past January and to an association group meeting. What was amazing after giving the test, how many repairers and insurers did not know the correct answers.
Question: What is the major difference between the two Honda Accords?
Answer: The “A” Pillar reinforcement, “B” pillar reinforcement and Rocker panel reinforcement are constructed of one of the highest strengths steels seen in passenger cars. They have an 1500 MPa steel rating.
Question: What does Honda say when these parts are damaged from a side impact?
The other day I heard about a lawsuit that I would like to share with you.
A Toyota dealer contacted Safelite to install a windshield into a 2005 Toyota Tundra. The vehicle was involved in a rollover accident and the windshield allegedly “separated from the pickup” resulting in two fatalities.
Safelite contends that they only handled the claim and contracted with a independent class company to handle the installation and they should not be named in the multi million-dollar lawsuit. I’m not going to comment on the merits of the case but it reminds us of the importance of correct windshield and glass installs.
This month’s column is Part 2 of the Matrix Wand article that appeared in the July, 2012 issue. See summary of the Matrix Wand’s capabilities at the end of the article referencing photos. If you missed last month’s article, see it at www.autobodynews.com.
Question: How would you like to be able to measure body structure, vehicle sub-frame movement, damaged suspension components and used BOF frame for damage or damaged parts in 20 minutes with a printout and the time of tear down?
OK, how about the added advantage of doing it anywhere in the shop? We’re not using any frame-measuring equipment, by the way. Let’s throw in another parameter and do all of these tasks and more with a camera. You say impossible? Up until recently you’d be right but it’s not only possible, it’s here. It’s called the Matrix Wand and it’s a game changer.
Ask most people about CAFÉ standards and they would immediately think of food quality control. There is another meaning that you probably know and it will drastically impact your business, but you may not be aware why it will.
I want to start this month’s column with a personal reflection on some life changing events that happened to me last year.
I’ve long supported and done my best to contribute to first responder training. These brave and dedicated public servants have a lot to deal with and a lot to prepare for. Whether it’s a building fire, hazmat situation, medical emergency, or vehicle extrication, they can’t prepare without the training, tools, and equipment necessary to get the job done. I was happy to be able to contribute some skills to training conducted recently in Pennsylvania, which drew first responders from two states.
This July I did a presentation at the Collision Industry Conference (CIC) in Salt Lake City on the need for OEM data prior to estimating and repairing today’s cars. I also included some additional discussion and presented examples of bumper reinforcements. I received a letter from a CAPA spokesperson stating that my demonstration “caused members of the collision repair industry to believe, mistakenly, that the part used in your demonstration was CAPA-certified.” I think that it is important that I give readers an accurate account of what really happened. I want to make this clear. I am not against the use of quality aftermarket parts in the collision repair process, but I am very much against being told to use substandard parts and then assuming all of the risks for their use.
The other day I received a report form Aaron Schulenberg, the Executive Director of the Society of Collision Repair Specialists, about a study done in Germany on collision repairs. Crash-test results and analysis of the impact of a non-professional repair on the performance of the side structure of a car (VW Passat) by KTI GmbH& Co. of Lohfelden, Germany.