US campaign against non-OE safety parts

US repairers are increasing their campaign against the use of non-OE safety parts, a sentiment echoed by Australia repairers concerned that potentially untested 'grey' parts are making their way into local cars.

Auto Damage Experts, a post repair and diminished value appraisal company in the US, has expressed concern over recent tests whereby the quality and safety of aftermarket (non-original/generic) replacement crash parts suggests serious safety concerns and risks to consumers.

The Society of Collision Repair Specialists (SCRS) has made various comparison test results available on its website at www.scrs.com. The parts compared and tested included such items as front and rear bumper reinforcements, radiator supports, bumper brackets and energy absorbers. Toby Chess conducted the testing during a recent Collision Industry Conference (CIC) meeting where insurers and parts manufacturer representatives were present.

"They affect the deployment of airbags. We?re putting people's lives at stake. This is not right," Chess said.

These are parts frequently called for within repair estimates by insurers and/or their preferred repairers.

As a direct result of those tests the Auto Body Parts Association (ABPA) which represents more than 150 manufacturers, distributors and suppliers of non-original aftermarket (generic) crash parts issued a statement suggesting 'discontinuation of the production and sale of these part types'. ABPA has called for a halt in production of 'any unproven parts'.

Following that announcement the Taiwan Auto Body Parts Association (TABPA) also advised its members to stop the sale and distribution of untested aftermarket structural crash parts.

While the proactive efforts of these associations are applauded they do not go far enough to remedy the situation, according to Auto Damage Experts.

Queensland concern

Motor Traders Association of Queensland principal policy director Richard Payne, said the availability of inferior 'grey' parts has been a concern.

"Members tell me that the availability of cheap, inferior 'grey' parts is still a major issue," Payne said.

He said while repairers and insurers were bound by a Code Of Conduct which mandates the use of parts that meet OEM standards and comply with Australian legislation (ADR'S), a loop hole with the code as it currently exists is that it is mandatory in NSW but voluntary in other states.

"This may change as the code is undergoing a review," Payne said.

"Members advise that one insurer, in particular, encourages the use of 'grey' parts because of cost.

"It is common that 'grey' parts have not been tested in Australia, they do not meet ADR's and often have to be reworked to fit.

"Our concerns have been raised with the Code Administration Committee (CAC) - the body responsible for the administration of the Code.

He said a risk existed that the use of such parts can affect the structural integrity of the vehicle and adversely impact safety characteristics of the vehicle such as crumple zones or air bag deployment.

Code mandatory

MTA NSW senior manager divisional services, pointed to 'Key Principals' in the code aimed at ensuring the safety and structural integrity of vehicle repairs follows the recommended manufacturer's specifications.

"In short, this principle standardises fixing the vehicle properly using the right method of repair and the right parts," Preston said.

"There appears to be a section of the industry believing that Smart repair techniques means cheap repairs. On the contrary, Smart repair techniques have been developed to ensure the sustainability of the industry, not at the expense of it or the safety of the customers or general public.

"Insurers and those that purport to represent insurers, be they directly or indirectly employed, are bound by the Code to authorise repairs using its fundamental principles.

According to Preston, parts have been on the insurers' agendas for years.

"Insurance companies actively enter into agreements with suppliers to obtain a market price and a special price, based on volume," he said

"The repair industry is then told by the insurer that they can then only charge the insurer 'up to a maximum'. This subsequently limits the ability of the repair industry to effectively run their business. These pressures are usually brought to bear on insurers' 'contracted' network repairers first, and then they try and impose these conditions on 'uncontracted' non-network repairers.

"Our code clarifies in very clear and unambiguous language the requirement that all parts must meet the manufacturer's technical specifications or any lawful mandatory specifications or standards.

"This is to ensure that the public is protected, so that regardless of which company they insure their vehicle with, vehicle repairs are carried out with the objective of restoring the safety, structural integrity, presentation and utility of the motor vehicle.

"Insurers cannot require repairers to carry out repairs that are not in accordance with this.

This right to ensure the safety and structural integrity of repairs was hard fought for by repairers throughout Australia and in particular, New South Wales where it has been mandated by our State Government.