Tackling OEM aluminum training programs

In 1997, Toyota introduced the Prius a Hybrid Electric Vehicle (HEV), which was the first mass-produced HEV, although HEVs were produced in the 1920s and 1930s in limited-production vehicles. Since the 1997 Toyota Prius, there has been the addition of at least 15 other HEVs from numerous OEMs, along with a few Electric Vehicles (EV) and clean diesel vehicles (Blue Tec). When the Prius showed up on the market, many repair professionals were scared of how to work on these vehicles and had to get trained on the safety procedures and protocols to repair HEVs. It is always the unknown and the change in thinking that scares everyone.

In the past 18 years since the introduction of the HEV, repair professionals and insurers have become more accustomed to the procedures and protocols required to work on these vehicles, due in part to training and repair manuals from the manufacturer that explain what has to be performed.    

The monocoque design has been used by most European OEs since the early 1930s, then the Japanese OEs in the 1960s and finally to the masses in 1979 with the Chevrolet Citation. The US insurance and collision repair industries were in an uproar and panic in 1979 over how to repair these vehicles — once again the unknown. Repair facilities were hard pressed to purchase frame repair equipment and new tools because of the cost and the assumption that they didn’t need to purchase all that fancy, expensive equipment. Well were they wrong. Aluminum vehicles have been around in European sports vehicles since the early 1900s. They were then mass produced in 1994 with the Audi A8, although this is was a high-end vehicle, rather than an every day vehicle. This year, aluminum has officially been introduced to the masses with the Ford F-150. History is repeating itself, and once again we are seeing panic, deception and sales pitches to the repair facilities. Hopefully we can clear some of this up. 

The newly redesigned 2016 BMW 7 Series will feature a hybrid construction monocoque design utilizing mild steel (MS), high-strength steel (HSS), advanced high-strength steel (AHSS), BORON alloyed steel, aluminum and carbon fiber reinforced plastic (CFRP). Some of the aluminum components are bonded with CFRP. This might be one of the most advanced designs we have seen to date. How many years before this design trickles down to economic vehicles?  

The 2016 Audi R8 will feature similar design components. Much like the start of the aluminum vehicles from the European OEs back in 1994 with the Audi A8, followed by other European OEs over the past 20 years, aluminum eventually reached the masses.  There are about 25 vehicles that are aluminum intensive and/or hybrid construction, and obviously the domestic OEs have noticed.

OEM vehicle designs are trending towards hybridization, especially in aluminum construction. We reached out to some OEMs to see what new advancements in vehicle design are specific to their models.

Audi has released the new TT, which starts off the Hybrid Construction that will become more prevalent in the Audi vehicles. The next big step is the Q7. Audi also launched the Lamborghini Huracan, which features a hybrid construction of aluminum and carbon fiber and shares chassis modules with the upcoming R8.

In April, Cadillac unveiled their new luxury flagship vehicle, the 2016 CT6. The CT6 features an aluminum-intensive architecture that incorporates eleven different materials to achieve strength, performance and efficiency thresholds. GM will develop a training program that will meet the demands of the CT6 and the collision repair industry and will offer CT6 collision repair information at no charge available on the GenuineGMParts.com website.

CAFE rules and regulations for fuel economy have made OEs rush to find alternative ways to lower emissions and raise overall MPG. These strict CAFE rules have made the OEs produce more HEVs, EVs and aluminum-intensive vehicles. As each new vehicle design is produced, the OEs also must produce repair procedures and protocols. Almost all of the European OEM aluminum repair programs have parts restrictions and only sell replacement components to their certified or approved collision repair facilities.  The parts restrictions ensure only shops who are part of the program, and therefore are using the proper tools and equipment and have obtained the proper training, are gaining access to parts. Some of these programs require very strict and difficult welding certification tests based on the ISO 9606-2 Standard used by the aeronautics industry.  Tesla, Jaguar, Mercedes-Benz and Audi are some of the OEMs that utilize this ISO standard.  

Depending on the OEM, the ISO 9606-2 initial test can be 40 to 80 hours and recertification can be every six months to once every two years. All test samples are sent to an engineering testing lab and are subject to acid testing for penetration, X-raying for porosity, specific lap sheer tensile destructive testing and general destructive testing and visual porosity testing. Generally, there are five to six welds that must be performed all in the overhead position. The suggested practice time for them to successfully pass the test is two to fours hours every week. For repair facilities, this means purchasing aluminum to practice welding on and allocating time for the technician to practice. If a technician fails one or two welds, they can take a make-up test, but if they fail the make-up, they then must take the entire test over again. Failing can get very expensive.

Most OEMs will sell their propitiatory aluminum coupons and provide the information on what type and size of sheet aluminum to purchase from a local supplier for practice if a shop is part of the certified program. There is no training at the test, as you are expected to know how to weld prior to attending the testing. 

Another required training is the OEM training on each specific vehicle. The OEM hands-on class training can be two to five days depending on the OEM and how many vehicles are covered in the class. Some OEMs have model specific training, while others cover the two or three models that are aluminum in an extended program. Most require ASE certification and I-CAR training as part of the standard requirement to be on the program. Costs to be part of a program can be yearly fees of $1,000 to $7,500. Hands-on training classes can range from $125 to $3,500 and can take eight hours to 40 hours. Welding certification can range from $800 to $15,500 and can take six hours to 80 hours for initial testing. Let's look at a couple examples of how the OEM programs differ:  

• Audi A8, TT and R8: Hands-on class for the three models is 40 hours (five days) for the initial training and each individual model update class is two days. The aluminum welding certification initial test for the three vehicles is 40 hours (five days) and recertification is every two years and requires four days to complete.
• Mercedes-Benz: For all their vehicles — aluminum and steel — there is a one-day, self-study online course followed by two days of hands-on training. The aluminum welding certification initial test is 80 hours (10 days) and recertification is every six months for two days and every two-year recertification is three days.
• Ford F-150: Ford requires an eight-hour classroom class administered by I-CAR and the welding certification test is also administered by I-CAR; it is an eight-hour test. Recertification is required every two years and takes six hours.

As you can see, each manufacturer has their own requirements. This will continue to grow as more OEM programs will continue to be launched as the new advanced substrate models are introduced each year. We as an industry must get on board — we need to get the proper training and purchase the proper equipment. However, being certified by one OEM doesn’t mean you are prepared to repair another OEM’s aluminum-intensive vehicle. Please keep in mind that in addition to the cost of training; program fees; tool and equipment investment; and travel, lodging, meals, rental cars and the technician’s salary while they are training, you also need to calculate the loss in production while the technician is away. 

The cost of training can be extensive. But the cost to your shop if your employees are not properly trained and equipped for the vehicles to come may be unsurmountable.