The battle between rival non-OEM parts certification organizations was highlighted at the Collision Industry Conference (CIC) in Salt Lake City, Utah, in July as representatives of the Certified Automotive Parts Association (CAPA) and the Manufacturer's Qualification and Validation Program (MQVP) offered their views on their particular program's strengths.
Representatives of several automakers at the meeting complained that CAPA and MQVP were given an hour during CIC to "advertise" their programs, but CIC Chairman Lou DiLisio said the goal was to help clear up confusion within the industry about the competing non-OEM parts certification programs.
Jack Gillis, executive director of CAPA, outlined the process his organization uses to certify non-OEM parts, including - since 1999 - test fitting the parts on a vehicle. Gillis also used much of his time not just to find fault with the MQVP program, but also to take aim at his organization's latest target: OEM parts. He issued a report on a CAPA study that found that about half of the more than 1,900 OEM parts CAPA studied did not meet its standards for fit, finish and appearance. Jim Bender, vice president of Global Validators, said the MQVP certification process is designed to ensure the parts manufacturers are following the same quality standards as the automakers. Thirteen parts manufacturers and 10 parts distributors (with 159 locations) currently participate in the program. Because parts in the MQVP are of higher quality, Bender said, they have higher prices than other non-OEM parts, allowing the shop to earn more profit using them.
About 31 of those parts are now going through the "full process as MQVP designed it" because of complaints, and another 100 complaints are under review, Bender said. Although only three insurers (Nationwide, Allied and Grange) are using MQVP, another five "are in the queue," according to Bender, who declined to identify those five insurers.
OEMs share views on adhesive bonding
As the practice of adhesive bonding becomes more popular among collision repairers, CIC's OEM Committee was asked to put together a summary of each automaker's recommendations regarding the practice.
The committee's resulting document, available at the CIC website (www.ciclink.com) reported that:
- BMW does not recommend the use of adhesive for replacement of any panels that were originally welded. Adhesives may be used in three locations on the BMW Z8, on side frame reinforcements on 7-series E65/66, and along with welds on some roof panel replacements.
- DaimlerChrysler has developed comprehensive recommendation related to weld bonding, structural adhesive and squeeze-type resistance spot welding as an alternative to MIG welding for cosmetic repairs. A booklet describing the recommendations will be available soon.
- Ford allows for the use of adhesives when replacing door skins, but still calls for MIG plug welding to replace factory welds or weld bonding. Structural adhesives should not be used in any repair procedure other than listed in Ford publications.
- General Motors has a service bulletin, (GM #02-08-98-001) that provides guidelines for shops using adhesive bonding of exterior panels. It lists the adhesives meeting GM specifications, and says adhesive bonding procedures are applicable only for exterior panels including door skins, tail panels, roof outer panels and quarter panels.
- Honda does not recommend the use of adhesive bonding as an alternative to welding for panel replacement.
- Hyundai has no adhesive bonding repair guidelines but is developing them.
- Nissan and Toyota do not recommend the use of adhesive bodning as an alternative to welding for panel replacement, although adhesive bonding can be used in conjunction with welding on door skin replacements or where weld bonding was used at the factory.
"In summary, the general recommendation from our committee when considering the use of adhesive bonding in collision repair are Number One, refer to the manufacturer's repair manual recommendations for the specific model vehicles, and Number Two, duplicate the bonding methods and materials used by the manufacturer in original construction," Roger Foss, co-chairman of CIC's OEM Committee, said. "And Number Three, understand the potential liability if your repair practices vary from Nos. 1 and 2."
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