Repairing or Replacing Frame a Two-Sided Coin for Collision Repairers


Dur­ing his pre­sen­ta­tion at the Col­li­sion Indus­try Con­fer­ence on Jan. 24 in Palm Springs, Calif., talked about an issue with two sides of the same coin. If you’re replac­ing or repair­ing a frame on a cur­rent vehi­cle, you’re work­ing with amaz­ing advanced tech­nol­o­gy, but it’s nev­er been more dif­fi­cult to do the repair work.

Chess start­ed his pre­sen­ta­tion show­ing crash test videos from a 2001 Ford F150 hit­ting a bar­ri­er at 35 miles per hour, and a 2011 For Ford F150 hit­ting a bar­ri­er at 40 mph. The 2011 pick­up was trav­el­ing faster and had muck less dam­age done to it, such as the doors still being opened after the crash. New vehi­cles are much safer, which is great for pas­sen­ger, but is much tougher for col­li­sion repair­ers fol­low­ing OEM stan­dards. It’s a whole new ball­game for frame repair and replace­ment, Chess said.

Vehi­cles such as the 2010–2011 Toy­ota 4Runner, have four dif­fer­ent types of high-strength steel used in the frame. “You can’t sec­tion this vehi­cle to repair it and you can’t use heat to repair it due to the welds,” he said.



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