For decades, there have been heated debates regarding the quality of non-OEM parts compared to their OEM counterparts. During Collision Industry Conference (CIC) meetings, attendees held fit tests on popular vehicles to compare aftermarket and OEM replacement panels. The conclusions often ended with mixed results. At times aftermarket parts had fit issues, and, at times, so did OEM parts.
When the economy began to decline last year, and automakers began declaring bankruptcy, very little thought was given to the suppliers to these American corporate icons. Ford Motor Co. agreed government bailouts were necessary to keep General Motors and Chrysler afloat, but said they did not need any assistance. Their reasoning was that if the other two domestic competitors were to close their doors, it would impact their company adversely as well because common suppliers could fold.
These suppliers have been built and are dependent on the relationship they have created with the auto manufacturers, and their cash flow and existence depends on timely payments from them. Once the bankruptcy was approved, these suppliers were impacted immediately with uncollectable accounts, which caused dramatic reactions, sometimes even business closures.
Some suggested it could not be very long before these issues would affect availability of parts to the collision repair industry. I recently received a call on a 2003 Ford F-150 Crew Cab whose rear door belt moldings needed replacement. The replacement moldings were 1/8 in. (3mm) too long compared to the originals. A new set was ordered, and they too were too long. The official word from Ford was that the parts were within the 3mm tolerance allowed during manufacturing. However, when used we discovered they hit the front door when it was opened.
I've also received calls from industry members who say they are receiving aftermarket parts in OEM boxes. The latest example I was given was a right headlight mounting panel for a 2004 Chevrolet Venture Van. When the part was received it was an aftermarket part with both the manufacturer's part number and OEM part number stamped on it.
This could have easily gone undiscovered, but the panel didn't fit. When compared to the original panel, the thickness of this panel was greater at the mounting points, which caused the headlight to be out of position. This part was returned and another aftermarket part was sent in an OEM box for its replacement. This one did fit.
This raises a number of questions for me. How would this part be considered in a vehicle re-inspection? Is it fraud to put an aftermarket part on the vehicle designated and priced as an OEM part? Why pay OEM prices for an aftermarket part? Are we to expect this practice to become commonplace?
In the mechanical "hard parts" market there have been, for as long as I can remember, comparable non-OEMs that are of equal or even better quality. This is due in some cases because the same manufacturers produce the same parts for auto manufacturers as well as aftermarket. We have seen this setup at times with radiators, condensers and even wheels. I have to wonder why is it so rare to see the same setup for many collision repair parts.
I also have to wonder even more about the impact of design patents, which are preventing the aftermarket from building their versions of some of the most common replacement parts.
Throw all of these issues together – the availability of some OEM parts, the quality of OEM parts and the availability of quality aftermarket parts – and it's pretty obvious our industry is facing some serious parts issues. We probably can expect to see a lot of change soon.
The parts debate itself seems to be changing. The quality of OEM vs. aftermarket parts may no longer be the question. The real question might be: What parts channel, if any, can even get us a quality part?
