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Chicago-area Ford dealer John Guido remembers a time when at least one out of every two vehicles sold at his Arlington Heights Ford store was rustproofed by the dealership.
Ford tests for corrosion … in Arizona It may come as a surprise to know that Ford's North American vehicles are tested for long-term corrosion - or rust - resistance in hot, dry Arizona. Why not a colder climate? "There isn't much corrosion below freezing," said Jeffrey Helms, manager, Materials Development and Release, Ford Global Paint Engineering. "Actually, the worst thing you can do to your vehicle in the winter is to park it in your garage. When it warms, up, the ice turns to water and carries road salt into various nooks and crannies where it starts to go to work on the vehicle's coating if it is not properly protected." At Ford's Arizona Proving Ground (APG), the company has a more effective way to distribute salt in and around a vehicle exterior - by using a high-pressure salt spray. "Every so often, as part of our overall vehicle durability testing at APG, a car or truck is driven into a special chamber where it is exposed to salt spray," said Helms. "With an accelerated test schedule, we can simulate years of customer use in just a few months." |
"Rustproofing was a big after-sale item,"stated Guido. "You did it either just underneath the car or you did complete rustproofing, where you went into the door jambs, quarter panels and other areas. The complete treatment cost about $295." However, as automakers improved corrosion protection, Guido and other dealers began to experience a decline in rustproofing business. "By the late 1980s, the amount of rustproofing we did began to slow noticeably," said Guido. "I don't do it at all now. I haven't for years." That's because rust is practically a non-issue on modern vehicles, thanks in part to Ford Motor Company. One of the first major automotive corrosion protection innovations - a special paint layer called anodic electrocoat - was introduced by Ford in the 1960s. Also known as "e-coat," this electrically-charged coating was applied in a large tank to an unpainted steel body. In the late 1970s, cathodic electrocoat became the latest technology. Not only was Ford quick to make the switch, it also became the first automaker to convert all of its North American assembly plants to lead-free cathodic electrocoat by the mid-80s to reduce the environmental impact of lead-containing materials. Advances in steel added to improved corrosion protection for customers in the '90s. One-sided galvanized steel, which contained a protective layer of zinc, led to two-sided galvanized steel. To help ensure effective application of the company's present corrosion protection system, Ford relies on sophisticated computer models in a process called "digital preassembly." "We do early computer-aided design work in which we take a vehicle structure as it evolves and evaluate it as an analytical computer model," explained Jeffrey Helms, manager, Materials Development and Release, Ford Global Paint Engineering. "This allows us to make sure we're covering all important areas of our cars and trucks the outside of the steel body and the inside where corrosion from road salt frequently begins." Ford uses computer-aided engineering tools to develop and tune the large ovens that heat and cure the electrocoat. At the same time, Ford is protecting against paint damage from stone or gravel. Polyurethanes and polyvinyl chloride coatings are used underneath the paint on rocker panels and other lower body areas. Body fasteners, such as bolts and screws, also are treated with special anti-corrosion materials. Ford engineers continue to look for innovative ways to improve corrosion resistance while protecting the environment. For example, the company is studying a new dip pretreatment process that requires less energy and water, eliminating process waste and further improving the corrosion resistance of metals used in vehicle construction. * Ford Communications Network |
