Diagnostic Scan Requirements Increase for Collision Repair

The more complex vehicles become, the more important trouble code scanning is in completing a repair. Even relatively minor collisions can damage sensitive vehicle systems that includes sensors, cameras, and other technology. Nissan, Honda and Fiat Chrysler Automobiles (FCA) recently issued statements indicating that pre- and post-repair diagnostic scans should be standard operating procedure during collision repairs in order to ensure that these new vehicle systems are operating safely.

The Society of Collision Repair Specialists (SCRS) will host a panel discussion at the upcoming NACE conference in Anaheim in August to discuss diagnostic scanning requirements. The panel will include representatives from Honda, Toyota, FCA, GM, Audi, Nissan, and Allstate.

“There is a lot of talk in the industry about whether or not it is necessary to scan every vehicle, pre- and post-repair. Do we really need to perform a calibration on vehicles such as Toyota or Honda? And what if it is not even occupied? Are there parameters to these items?” says Mike Anderson, president and owner of Collision Advice, who will moderate the panel discussion. “Quite often the OEM’s tell us in their repair information that we need to do these things, however insurers do not always pay for this work, and shops sometimes wonder if it is really necessary.”

“Shops are doing this more frequently as more manufacturers come out with these requirements,” says SCRS chairman Andy Dingman of Dingman’s Collision Center in Omaha. “It’s increasing exponentially.”

In July, Honda released a statement indicating that all Honda and Acura vehicles must have a pre- and post-repair diagnostic scans using the i-HDS tool because “The mechanical forces encountered in a collision can damage electrical circuits and components in ways that are not easily diagnosed with visual inspection methods.”

Earlier this year, Nissan North America issued a position statement noting that it is their stance that “all of our vehicles be scanned following a collision repair to help ensure the vehicles’ systems are communicating properly with no trouble codes outstanding. It is also recommended that, where appropriate, a pre-repair scan also be completed for reasons mentioned above. The safety of our customers is our number one priority, and we believe these pre- and post-repair scans are more and more integral to a safe, quality repair. We ask the general repair industry to adhere to these strict guidelines going forward.”

FCA also issued a statement in early June to I-CAR, major insurers, and collision repair associations that indicated scans would be needed even for minor procedures like disconnecting a battery. The announcement emphasized the need for using Mopar scan tools rather than aftermarket tools.

According to the statement: “Safety and security related systems, such as antilock brakes, supplemental restraint systems (SRS – air bags), occupant restraint controller (ORC), seat belts, active head restraints, forward facing camera and radar, blind spot monitoring, and other automated electronic driver assistance systems, MUST be tested for fault codes (DTCs) that could be active (current) or stored following a collision. Use of the Mopar wiTECH vehicle diagnostic tester is necessary before and after collision repair.”

According to the document, voltage loss, collisions, significant vehicle disassembly, interior trim repair or removal, and glass removal and replacement operations could “trigger DTCs prior to or during collision repairs, which could result in improper vehicle performance.”

Implementing regular scanning procedures will require an investment in training and equipment for collision shops. Because of the wide variety of makes and models being serviced, most shops would need to partner with a third-party service provider or possibly work with local dealerships to ensure they can identify and interpret the trouble codes.

“It's a huge technical challenge, and third-party providers are going to be important,” Dingman says. “Some third-party services have certified master technicians and are using the same scan equipment as the dealerships. It’s something shops need to carefully vet when they are choosing a partner to make sure they have everything covered.”

Dean Fisher, CARSTAR COO, noted in a recent press conference that the chain is “probably in the best position to scale this process,” and that CARSTAR would likely leverage its partnerships with companies like Meineke and ALLDATA to help address expanded scanning operations. “We recognize some of this is going to require a dealer,” Fisher says. “Some of this is going to require updated information and technology be available to us through independent devices. And eventually we could look at sub-contracting opportunities through our Driven Brands partners.”

Obtaining insurance reimbursement to cover the investment required for diagnostic scans could be a problem as well. “It’s part of the challenge that comes with getting reimbursed for a lot of different operations,” Dingman says. “If not everybody is doing it, it’s easy for the carrier to point to someone not doing and not pay for it. I believe the stronger the language in these position statements, the easier it will be to get compensated for what the OE requires.”

Dingman added that shops should prepare now for even more OE scan requirements. “We’re on the cusp of all of this new technology going into these vehicles,” Dingman says. “It won’t be long before we’ll have to do pre-scans and post-scans and go through the vehicles with a fine-tooth comb before they leave the shop. The auto manufacturers know that if they don’t have language that requires this, that opens them up to liability. It’s on the shop to do the right thing.”