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.



Earlier this year, at Great Designs In Steel (GDIS), Honda unveiled how they achieved a 20% weight reduction in rear rail design. The information was shared in presentation from Honda engineers titled “Hot Stamp Rear Frame Optimization” (http://bit.ly/1WPnYsq). The solution included a hot stamped single piece stamping that resulted in a 1,500 MPa steel rear rail. That 1,500 MPa design has now made its way into production and is found on the 2016 Honda Civic.


Article originally appeared in Repairer Driven News on November 5, 2015 By John Huetter

The days of fixing a car based on your own skill and experience alone are over. You’ve got to reference and follow the OEM procedures every time.

This was stressed over and over by experts in such diverse fields as scanning, joining, steel and aluminum Thursday at the Society of Collision Repair Specialists OEM Collision Repair Technology Summit at SEMA.


I-CAR's Director of Industry Technical Relations, Jason Bartanen, sat down at the 2015 SEMA Show with Fender Bender to discuss the progress and features of RTS since its launch in July 2014. Here's a breakdown of the main features of the portal.


Honda has released the 2016 Honda Civic Body Repair News bulletin:


Sectioning: the process of cutting a portion of a part based on the location of collision damage and vehicle maker recommendations, removing the part, and installing a portion of the undamaged service part. Additionally, sectioning is a process that is done away from a factory seam.


The question is often asked, "Can supplemental restraint system wiring be repaired?" The answer is: it depends on the vehicle maker. Let's take a look at Volkswagen's position on this subject.


A question often asked of the Repairability Techincal Supports (RTS) team is, does Toyota allow the use heat to straighten? There are several Collision Repair Information Bulletins (CRIBs) from Toyota, Lexus, and Scion that states their position on the use of heat when straightening.


Since the release of the 2015 Ford F-150, 2015 F-150 Collision Repair Sheets have been included with the replacement parts. These sheets have the part numbers and attachment methods available for a particular part. Some of these sheets have been updated to improve repairability. So how do you know if there has been an update to the repair sheet for the part that you are replacing?


Article originally appeared in FF Journal March, 2014 - By Gretchen Salois

After an accident, reassuring repair work is essential


Have you ever thought, I remember this issue being discussed in an I-CAR class? Did you know there is an easy way to find that information? Let's take a look at how this can be done.


Fiat Chrysler Automobiles (FCA) has a Collision Bulletin that has the requirements for the use of heat when straightening.


In October 2015, Automotive Repair and Smog Check News published their fall newsletter with an article titled "Piecing Together Proper Sectioning Repairs." This newsletter announces the fact that I-CAR best practices are now recognized as industry-accepted specifications, in the absence of OEM repair procedures, by the state of California.


In Europe, MIG brazing has been required or recommended on a widespread basis for several years. In the U.S., it is not as common, at least for now. Here are some examples of vehicle makers in the U.S. that allow or require MIG brazing.


The I-CAR Repairability Technical Support “Ask I-CAR” feature and the Database Enhancement Gateway (DEG) help the industry with common issues but in different ways. Let's take a look at what each can do for you.


Adhesion promoters, or surface modifiers, are extremely important when making some types of adhesive plastic repairs. If the adhesion promoter is not applied when required, or applied incorrectly, the repair will fail. (although there are some exceptions because some plastics do not require adhesion promoters). Let’s take a look at the best practices to avoid this repair failure.