What will it take for this industry to embrace pre-repair digitization?
What will it take for this industry to embrace pre-repair digitization? This was the main topic of the last video in I-CAR’s “Repairers Realm” series.
“I don’t know if we need to send balloons and flyers, or what we need to do, but somehow we need to make everyone understand that this is essential,” Bud Center , director of technical products and curriculum for I -CAR, said.
The video looked at several reasons why the pre-repair scan is so important and why shops need to start doing one with every repair.
“You have to do this on every vehicle in the workshop. It’s not just because of ADAS or some of the new advanced systems. This is something we should have done to [years now]”said Scott VanHulle, Manager of Repairability Technical Support and OEM Relations at I-CAR.” This is the only way to find all the damage, the only way to find out what happened to this vehicle. “
Speaking specifically of Honda vehicles, he explained that some modules themselves may contain diagnostic trouble codes (DTCs) and if a scan is not performed until after the module is replaced, the codes will no longer be there.
“If you have a car coming into your store and you have airbags deployed, and someone has replaced that strain check module, you won’t have any diagnostic trouble code indicating that there is a problem because that this module which was [replaced] was the one that contained all the DTCs, ”VanHulle said. “If you had done your pre-scan correctly, you would have discovered it early on and not later.”
A special guest on the episode was Donny Seyfer, general manager of the National Automotive Service Taskforce (NASTF), a group that identifies missing information or “gaps” in service repair information for OEMs.
Seyfer explained that part of the importance of a pre-repair scan is initially identifying the systems involved to get started.
“You want to know if a system is not reporting [on the scan]Seyfer said. “Isn’t it reporting because it’s broken? Or isn’t it reporting because it’s not here to start? But also, you have all this historical data and these monitors [that] can tell you a lot about pre-existing conditions, so you don’t get hooked after the car repaired, for something you have nothing to do with.
“The other thing we’re talking about is the cycle time issue,” Seyfer said. “If you don’t know that a system is down, or even present, and you get to the end of the repair and, oops, now I have to call someone, or put it back in mechanical mode, or take it to a reseller, whatever the case, and I have already promised [to deliver] the car.”
Not having the right scanning equipment in the store is no excuse, Seyfer said.
“If you don’t want to do it internally, there are all these companies across the country that you can plug into one device and go and let them do their jobs, and they send you a report and you just have to. ‘tie up to your repair,’ he said. “There are asTech and Opus IVS and AirPro [that] can do it for you.
“It’s also a question of documentation,” added Center. “It’s about when the repair is complete being able to document all the things you have done. “
The group also discussed another reason for pre-repair analysis that is unique to collision repair.
“In the world of crashes, we introduce a lot of trouble codes into our repair process,” VanHulle said.
“The pre-scan tells you: this is the condition the car was in when it entered the workshop,” Center said. “This helps you identify any type of DTC that there might be – any vehicle conditions before you proceed with disassembly – where you might enter additional codes.”
“BMW and Mercedes [for instance], really don’t like it when things are unplugged and you move this vehicle around the workshop, ”VanHulle explained. “So it’s not just [a matter of] go there and clear the codes. You need to know which codes you can simply erase after the repair is complete [because you caused them], and which ones tell you that there is always something wrong.
“It makes your life easier when you get to the end of the repair. Said the center. “Not all of these codes will store a date that [shows] when this code was triggered. If they could see this photo before, and see this photo again after, they would know what [codes] were introduced by the repair process and not by anything that existed, potentially as part of the collision.
Dirk Fuchs, director of technical programs and services for I-CAR, said the issue of pre-repair analysis becomes even more important when it comes to electric vehicles damaged by collision. A battery involved in a collision may appear intact on the outside, but the high forces to which it was subjected in a crash may have damaged the individual cells inside the unit, posing a fire hazard, Fuchs explained.
“The battery looks intact, and everything is super cool, but what happens after a week, two weeks,” he asked. “I have to scan the vehicle and check the condition of the battery. You get battery balance measurement values. The vehicle comes in and spends the night in the store, and I don’t know what’s going on inside that battery. I do not know if the next day the shop is still [going to be] the.”
“We need to step up our game here,” Fuchs said. “Everyone must play [pre-repair scans] for the safety of your technicians, your customer and the environment.
Kingdom of repairers: pre- and post-scans and programming – August 27, 2021
I-CAR Repairability Technical Support Website
I-CAR Pre-Repair and Post-Repair System Scan Position Statements
Image / Video:
Courtesy of I-CAR