However, several startling facts were presented during the last CIC meeting.
- Only 4,000 collision repair shops have a computerized measuring system with a current database.
- Only 2,000 collision repair shops have a three-phase inverter resistant spot welder.
- The auto manufacturers have spent $6 billion in advanced technology features on vehicles the last few years.
- Three out of four vehicles produced today have advanced steels used in their construction.
- The number of shops has declined to approximately 36,000 (down from more than 60,000)
- In Germany they have perfected a perfect weld to be used in manufacturing that can't be duplicated by collision repairers.
In addition, in a presentation by Toby Chess, he showed pictures of a new Toyota with rocker and B-pillar damage. His question to the audience was how many units would you figure to repair them. The pictures were good enough to see the extent of the damage and as usual when you have this type of exercise the responses were varied.
However, the point of the presentation was not to hone the judgment time skills of the attendees of both repairers and insurance personnel. The test was, did any one know that they would not be repairable at all? If you have attended the current I-CAR program, Collision Repair for Toyota, Lexus, and Scion Vehicles (TOY01), you should know the correct answer. But you shouldn't just stop with the new Toyota program, you also should take training from a host of other new I-CAR programs.
At the CIC meeting there were too many who did not know that the inner cabin reinforcements cannot be repaired on Toyota vehicles, and that the outer pillars cannot be sectioned unless there is a procedure for them, which will typically be in the lower strength area of 440mpa (none of which was possible on this selected vehicle). Now this is a CIC meeting where the leaders of our industry and the insurance industry come together. How many outside this group would be aware of such requirements?
Unless you are looking up every vehicle before estimating and/or repairing any vehicle after 2005 (some models even earlier), you may be jeopardizing the safety of the vehicle occupants and the integrity of the vehicle structure. That's a scary thought.
There have been two research studies released and others that are ongoing demonstrating this point. The typical repair and sectioning techniques used on early 2000 model vehicles, if used on today's vehicles, will not result in successful repairs. The results of these studies are shocking, and the lack of awareness in our industry about these issues is troubling.
The International Autobody Congress & Exposition (NACE) will be held Oct 5-8 in Orlando, Fla. The exhibitors will be in force with the latest equipment as well as manufacturers with their latest vehicle technology displays. There also are scores of educational sessions to update your management and technical skills. Will you be there?
Or will you be writing estimates to repair or section vehicles that will compromise the safety and integrity of the vehicles in your shop, continue to concede to body labor to do structural repairs (so you will never afford to upgrade your equipment), not measure vehicles and provide computerized documentation, and weld them together by continuing to use archaic equipment?
The train is rolling down the track and as Will Rogers said, '"You may be on the right track, but if you aren't moving fast enough you will still get run over." Think about it, and get onboard before it's too late. All aboard!
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