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Collision Repair News

Your job requires that you keep on top of the latest in vehicle, tool and equipment technology – I-CAR is committed to helping you do so in one convenient place. We’ll be regularly publishing new articles with the latest and greatest collision repair information.

So check back often and follow us on Twitter @Ask_ICAR to ensure you’re equipped with the most up-to-date collision repair technical information available in the industry.



When it comes to collision repair questions, we are often asked, “What Does I-CAR Say?" Fortunately, Jason Bartanen, Director of Industry Technical Relations at I-CAR, had an opportunity to discuss the answers via Collision Hub: Repair University Live at NACE (the International Autobody Congress & Exposition) this year. Let’s see what I-CAR has to say.


As the industry continues to ask, are pre- and post-repair scans necessary, Subaru provides their answer.


The kink vs. bend rule states that kinked parts must be replaced (no argument there), but bent parts may be a candidate for repair (wait a minute?!?). The kink vs. bend rule is no longer as simple as it sounds. Let’s take a closer at how this rule has evolved with the vehicle.


Subaru’s position statements can now be access directly from the I-CAR RTS Portal. These position statements are housed in the Subaru OEM Information page. Let’s take a look at what these position statements include.


What is the MPa of the front lower rail? What is the outer uniside made of: steel, aluminum, or composite? Can heat be used to straighten or is it cold straightening only? What are the repair limitations? These are just some of the questions that the RTS team fields on a daily basis.

As we know, today’s vehicles can be constructed from a wide variety of materials. Knowing if the OEM provides information on body construction materials and repair guidelines is a crucial step in providing a complete, safe, and quality repair. Let’s see what Ford/Lincoln has to say.


I-CAR and subject matter experts from vehicle makers, collision repairers, insurers, and tool and equipment makers held a meeting in May, to develop, update, and publish an I-CAR best practice on Sectioning A Part In The Same Location Twice.


I-CAR and subject matter experts from vehicle makers, collision repairers, insurers, and tool and equipment makers held a meeting in May, to develop, update, and publish an I-CAR best practice on Full-Body Sectioning Should Not Be Done.


I-CAR and subject matter experts from vehicle makers, collision repairers, insurers, and tool and equipment makers held a meeting in May, to develop, update, and publish an I-CAR best practice on Recycled Outer Quarter Panels w/Rolled Hem Flanges.


The addition of the OEM Calibration Requirements Search to the RTS portal was a big step for the collision industry. While this new feature has been well received, there has been some confusion about what is included in the search tool. The OEM Calibration Requirements Search is designed to provide information on the calibration requirements that are needed for vehicles equipped with Advance Driver Assistance Systems (ADAS). This includes systems such as Adaptive Cruise Control, Lane Keep Assist, and Collision Braking.

It does not include Occupant Classification Systems (OCS), Steering Angle Sensors, battery disconnects, or other calibrations/initializations required, when not related directly to ADAS. Let’s take a look at what additional items may require calibrations/initializations on Mercedes-Benz vehicles.


A key factor in collision repair is making long-lasting repairs. When a vehicle is repaired, many areas of corrosion protection are disturbed. This creates corrosion hot spots, that left untreated will lead to corrosion, and potentially a repair failure. However, there are certain precautions that can be taken to safely and properly restore the corrosion protection throughout the repair process. OEMs often give specifications on restoring corrosion protection. These specifications generally include seam sealer, adhesives, foam fillers, and cavity waxes. Let’s take a look at what Volkswagen says.


Repairer Driven News published an article that provided a Q&A session with I-CAR on safety tips for EVs, specific to hybrid repair. Let’s take a look at this article.


What is the MPa of the front lower rail? What is the outer uniside made of: steel, aluminum, or composite? Can heat be used to straighten or is it cold straightening only? What are the repair limitations? These are just some of the questions that the RTS team fields on a daily basis.

As we know, today’s vehicles can be constructed from a wide variety of materials. Knowing if the OEM provides information on body construction materials and repair guidelines is a crucial step in providing a complete, safe, and quality repair. Let’s see what General Motors (GM) has to say.


The addition of the OEM Calibration Requirements Search to the RTS portal was a big step for the collision industry. While this new feature has been well received, there has been some confusion about what is included in the search tool. The OEM Calibration Requirements Search is designed to provide information on the calibration requirements that are needed for vehicles equipped with Advance Driver Assistance Systems (ADAS). This includes systems such as Adaptive Cruise Control, Lane Keep Assist, and Collision Braking.

It does not include Occupant Classification Systems (OCS), Steering Angle Sensors, battery disconnects, or other calibrations/initializations required, when not related directly to ADAS. Let’s take a look at what additional items may require calibrations/initializations on Jaguar/Land Rover vehicles.


While the Repairability Technical Support team will continue to deliver daily collision repair news articles, the I-CAR Collision Reporter is designed to help I-CAR’s customers and business partners navigate the rapid changes happening within North America's collision repair industry, and stay abreast of I-CAR news and developments.


A key factor in collision repair is making long-lasting repairs. When a vehicle is repaired, many areas of corrosion protection are disturbed. This creates corrosion hot spots, that left untreated will lead to corrosion, and potentially a repair failure. However, there are certain precautions that can be taken to safely and properly restore the corrosion protection throughout the repair process. OEMs often give specifications on restoring corrosion protection. These specifications generally include seam sealer, adhesives, foam fillers, and cavity waxes. Let’s take a look at what Nissan/INFINITI says.