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Light Vehicle Safety Inspection Methods and Standards
Section 8 - Body
Item and Method of Inspection Reject If
Body Structural Integrity Inspection Standards
The alignment of the chassis or of the unitized body must conform to the manufacturer's standards and tolerances relative to the safe use of the vehicle, in particular with regard to the position of the suspension and steering components.
The four wheels must be aligned in accordance with the manufacturer's tolerances.
The repair and assembly of the components of the body must be carried out in such a way as to provide occupant protection that is comparable to the original protection.
Unrepairable components of the structure must be replaced.
Repairable components of the body must be repaired in accordance with methods or techniques that do not affect their original properties in accordance with manufacturer's recommendations.
The assembly joints of the body must be located in the places recommended by the manufacturer or other agencies such as ICAR.
Those joints which are a part of a repair or replaced component must be accessible when the structural integrity inspection is made. No sealant, soundproofing or rustproofing compound must have been applied to the areas repaired or replaced prior to the inspection.
"The components of the chassis of the unititized body must be assembled using methods that do not affect the mechanical and metallurgical properties of the materials of which they are made.
Body Structural Integrity is defined as:
"Critical components designed as stress and weight/load bearing member/elements such as radiator support, inner fender skirts, floor pan, rocker panels, engine compartment side rails, upper reinforcements, lower body rails in the rear, inner fender wells, luggage compartment floors and the unibody are within 3 mm (less than 1/8 in) of the critical manufacturing dimensions, alignments and tolerances. All fits and alignments are determined by the accuracy of the welded structural panels."
If you see any of the following, you MUST refer the vehicle for a structural integrity assessment.
1. Hood:
Crush Zone modifications on the hood;
Damage to crush zone on the hood.
2. Body:
Torn metal on body.
3. Frame Rails and Mounts:
Cracked, broken, bent perforated or separated due to corrosion or collision damage.
4. Unibody:
Rusted through sufficiently or improperly repaired to allow exhaust gases to enter occupant compartment or affect safety and/or structural integrity.
Kinks or wrinkles in sub sheet metal eg. cowl, strut towers, firewall, floor pans, suspension.
5. Frame/Structural Components:
Evidence of frame splicing;
Signs of welding on unibody;
Welding on frame on suspension components that were originally bolted item.
THE FOLLOWING ARE ADVISORY ITEMS BUT SHOULD NOT CONSTITUTE A FAIL INSPECTION:
Windshield not properly installed or improper sealant used - Advise owner.
1. Hood
Manually inspect hood operation and visually inspect:
a) latches
a) broken, missing, seized, insecurely mounted, inoperable, will not close or open easily
b) secondary latches
b) broken, missing, inoperable, parts missing
c) hinges
c) missing, broken, cracked, seized, inoperable, parts missing
d) safety retainer pins
d) missing, inferior substitute
e) hood reinforcement
e) reinforced other than by a method approved by the manufacturer or an approved I-Car or equivalent process and standard
any modifications to crush zones
2. Body
Visually inspect:
a) torn metal
a) sharp edges, torn in a manner as to reduce structural integrity of the panel
- protrudes out in a manner that could be hazardous to passengers, pedestrians and/or cyclists
b) molding
b) loose or protrudes out in a manner that could be hazardous to passengers, pedestrians and/or cyclists
c) fenders and quarter panels
c) damaged or corroded in a manner that factory installed lamps cannot be secured as per factory installation method, missing
section torn or corroded away so road spray is not controlled
mud flap or fenders not full width of tire
distance from ground to bottom of mud-flap exceeds 1/3 of distance from mud-flap to centre of wheel or Original Equipment Manufacturer standard whichever is greater (14 in)
fitted so that it could cause interference with steering mechanism or cause rubbing of tires when suspension bottomed and steering moved stop to stop, includes rear wheels
d) floor (includes trunk)
d) rusted through or in a condition as to cause a hazard or allow exhaust gases to enter the vehicle
other than a welded repair
repaired in a manner other than by an approved process or the repair compromises the safety and structural integrity features of the vehicle
e) body panels
e) reinforcement structures damaged in a manner as to weaken the panel
panel cut, sliced, corroded through resulting in a loss of structural integrity
f) wheel panels
f) missing, incomplete, corroded through, improper repair resulting in a loss of structural integrity
3. Frame Rails and Mounts
With the vehicle raised, visually inspect and tap with ball pean hammer:
a) frame rails
a) repaired other than by an approved standard and process, repaired in a manner that compromises structural integrity, cracked, broken, bent, kinked,
perforated or separated due to corrosion between front and rear suspension mounts and rear frame to body mounts
b) body mounts
b) split, broken, missing, missing bolts
c) cross members
c) missing, cracked, broken, loose, bent, rusted to a depth as to weaken member
d) welded and heated areas
d) no corrosion resistant coating
Out of Service Criteria
i) any frame member is broken, sagging or cracked in such a manner as to permit the body to contact any moving part or collapse of the frame is imminent
ii) any frame member or component fails to adequately support directional stability or support components
iii) 37 mm (1 1/2 in) or longer crack in frame which is directed toward bottom flange. Any crack extends from a frame web around radius and into bottom flange. Crack 25 mm (1 in) or longer in bottom flange.
4. Unibody
Repairs to perforated metal floor pans require patches and repairs to be MIG or TIG welded with the same gauge metal as the pan. Visually and manually inspect condition of:
a) floor pan (tap with ball pean hammer)
a) repaired other than an approved process and standard, repaired in a manner that compromises structural integrity, rusted through sufficiently to cause a hazard or allow exhaust gases to enter occupant compartment
b) strut towers and spring shackle supports (tap with ball pean hammer)
b) cracked, broken, rusted through to a depth so as to weaken supports, repaired in a manner that compromises structural integrity, repaired other than by an approved standard and process
c) body panels
c) repaired in a manner that compromises structural integrity, repaired other than by an approved standard and process
d) high strength, front and rear structural side members
d) oxy-acetylene welded, braised, cracked, broken, rusted through to a depth so as to weaken member, repaired in a manner that compromises structural integrity, repaired other than by an approved standard and process
e) welding
e) components welded when originally bolted or riveted
components bolted or riveted when originally welded
f) unibody sheet metal
f) separated, flaking in structural areas, structural shapes distorted, indications of metal heating, hammer caused indentation
g) fenders and mudflaps
g) not full width of tire, distance from ground to bottom of mud-flap exceeds 1/3 distance from mud-flap to centre of wheel or Original Equipment Manufacturer standard whichever is greater
5. Bumpers - Front and Rear
Visually inspect:
a) condition
a) missing, loose, broken, torn portion is protruding so as to create a hazard, perforated through
b) shock absorber (OEM equipped vehicles)
b) collapsed, welded to rail, solid or not collapsible
c) height
Rear Bumper not required on trucks.
c)cars
centre of bumper not between 380-560 mm (15-22 in) from the ground
trucks rated less than 4 500 kg
lowest part of front bumper higher than 750 mm (29.5 in) from the ground
d) dimensions
d) less than track width, horizontal surface less than 100 mm (4 in)
6. Doors (if equipped)
Inspect
a) operation
a) binds, jams, closes insecurely, missing
b) door openers and handles
b) missing, broken, inoperable
c) catches
c) missing, broken, loose, worn so as not to latch on primary and secondary catches
d) hinges
d) cracked, missing, broken, loose so door will not close properly, seized
e) seals
e) missing, deteriorated or positioned in a manner as to allow exhaust gases to enter passenger compartment
f) location
f) no exit on each side
exits as per original manufacturer are non-operational
g) intrusion beam
g) missing, loose, broken, bent, kinked, repaired other than by an approved standard and process
h) door panel
h) repaired in a manner that compromises structural integrity, repaired other than by an approved standard and process
7. Windshield
Visually inspect for
a) condition
a) a defect in the area extending from the left side of the driver's side 500 mm toward the centre and extending over 75 mm down from the top or over 75 mm up from the bottom, excepting small stone injuries of 6 mm or less;
a crack over 300 mm long in any part;
more than 2 cracks over 150 mm long in any one piece of glass;
stone or shot injuries more than 40 mm in diameter;
two or more stone or shot injuries over 20 mm in diameter in any one piece of glass;
more than 75 mm clouding around the edge;
any clouding on the driver's side
broken glass showing sharp edge;
cracked, broken or clouded forward of a line parallel with the driver's shoulder
broken or clouded to such an extent that the driver is unable to see clearly 60 m to the rear
Over the whole windshield, visually inspect
b) missing area
b) any portion of windshield glass, or the complete windshield glass area, missing
c) tinting (other than original by vehicle manufacturer)
c) tinting of windshield more than 75 mm (3 in) below top
d) type (marking applies to all vehicles manufactured on and after Jan.1, 1971
d) windshield is other than a laminated safety glass of type AS-1, As-10 or AS-14, or is not marked with the AS grade
e) obstructions
e) decals located in an area swept by the wipers
f) type
f) glass is other than laminated safety glass type
AS-1 and so marked
g) adhesive sealant
g) not automotive urethane type, type other than manufacturer's specifications
8. Front Side Windows
a) operation
a) cannot be opened or closed readily
b) type
b) other than safety glass type AS-1, 2, 10 & 11 and so marked
c) condition
c) any window is cracked more than 300 mm, broken or clouded; rear window is broken or clouded to the extent that the driver is unable to see 60 m to the rear
d) tinting
d) any tinting (by film or in glass) of any driver or front passenger side window, a rear window if the motor vehicle is not equipped with outside rearview mirrors on the left and right side of the motor vehicle; any film is a reflective (silvered) type
9. Seats
Visually inspect:
a) condition
a) mounted insecurely, frame broken, covering material torn and exposing a metal component or spring
b) seat track locks
b) drivers seat adjusting mechanism does not operate, adjustable seats will not lock into position, loose
c) seat back locks
c) missing, loose, broken, inoperable, do not hold seat back in locked position
10. Seats Belts/Occupant Restraints
Visually inspect:
a) condition
a) missing, broken, excessively frayed, torn webbing, warning indicator exposed
b) anchors
b) missing, broken, insecurely mounted
c) retractors ( if equipped)
c) fail to allow belt to extend to its maximum length, do not release properly, will not adjust properly
d) position
d) removed, installed or type other than required by CMVSS for vehicle vintage and type, not available for each passenger position as per factory installation
Note: If seat belt is down behind seat cushion, pull it out and place it on cushion
e) belt release and buckle
e) missing, broken, inoperable, does not release easily under pressure
f) air bags (if OEM equipped)
i) rebuilt from salvage and first time registered in BC vehicles
i) missing, disconnected, inoperable, not installed or not re-installed to OEM standards
ii) BC registered other than above
(advise owner only)
11. Sun Visors (Driver)
Visually and manually inspect:
a) location
a) missing on driver side, or as required by OEM standards
b) attaching parts
b) missing, broken, bent, loose
c) positioning
c) cannot be maintained in a set position
12. Rear View Mirrors
a) location
a) one not located on left side, one not located on inside of vehicle or right side, right mirror missing if rear window obscured or blocked
b) view
b) obstructed, not a clear view of highway for at least 60 m (200 ft) to the rear
c) mounts
c) loose, broken, insecure, will not maintain adjustment
d) glass condition
d) cracked, pitted, clouded so as to obscure vision
e) adjustment
e) not adjustable, will not hold position
13. Windshield Wipers & Washers
Visually inspect:
a) wipers
a) fail to operate, will not operate on two speeds
b) blades
b) missing, torn, fail to wipe 75% of windshield
c) arms
c) missing, broken, bent, distorted
d) washers
d) missing on vehicles manufactured on and after January 1, 1971, fail to operate
Out of Service Criteria
i) any vehicle has an inoperative wiper, missing or damaged parts that render it ineffective on the driver's side
14. Windshield Defroster
Turn on the defroster fan and feel for warm air coming out of the ducts. Inspect:
a) fan
a) fails to operate, no air flow
b) controls
b) fail to operate, fail to direct air flow
15. Interior Heaters
Turn on fan and feel for warm air coming out of heater duct. Visually and manually inspect:
a) fan
a) fails to operate, no air flow
b) condition
b) coolant leaks are present
c) controls
c) fail to operate, fail to direct air flow as per control indicator position
16. Trunk
Open trunk and check:
a) door
a) will not open, close and latch
seal cracked, broken or missing
b) area (Taxi Only)
b) no space for luggage
17. Trailer Hitch (if equipped) (hitch may be removed)
Visually inspect:
a) condition
a) any part is bent , twisted, cracked, broken, loose
b) attachments
b) insecurely attached
bolts loose, missing or improper size
BODY INTEGRITY FOR TOTAL LOSS VEHICLES
REPAIR STANDARD
The repair/rebuild process shall meet or exceed the rebuilding standards specified by the Inter-Industry Conference On Auto Collision Repair (I-CAR) and/or the Original Equipment Manufacturer (OEM) or an equivalent standard.
DIMENSION SPECIFICATIONS
In the event that the Original Equipment Manufacturer (OEM) body dimension manuals are not available, jobber manuals such as those produced by Mitchell may be used and are acceptable for gauging to pull the vehicle's body into dimension and specification standards. This may also be applied to full frame vehicles when applicable.
Prior to performing a wheel alignment check or alignment adjustment, the unitized vehicle body, including engine cradle, must conform to the Original Equipment Manufacturer (OEM) dimension standards. Particular attention must be observed in area's were steering and suspension components are attached. Full frame vehicles must comply with the Original Equipment Manufacturer, I-Car or equivalent dimensions and repair standards.
WHEEL ALIGNMENT
When the vehicle's body is within OEM measurement specifications, a four wheel alignment must be performed and the steering angles adjusted within the Original Equipment Manufacturer's tolerances.
OCCUPANT PROTECTION
The repair and assembly of body components must be performed in a manner that provides occupant protection that is at least equal too or exceeds that required by the OEM or I-Car standards.
Unrepairable components as identified by the OEM or I-Car process must be discarded and replaced.
Repairable components of the body must be repaired in accordance with the methods, procedures and standards that will return the component to it's original standard, quality and properties in accordance with OEM or I-Car recommendations.
The assembly joints of the body must be located in places and by a procedure recommended by the Original Equipment Manufacturer or by I-Car.
All structural components of a vehicle must be assembled and repaired using methods in accordance with OEM or I-Car procedure and standards.
CORROSION PROTECTION
Welded and structural components that require protection must be corrosion protected as required by the Original Equipment Manufacturer or to I-Car standards.
INSPECTION VISIBILITY
Joints which are part of a repair or replaced component must be visibly accessible for structural integrity inspection. The joint must not be covered with sealant, sound proofing material or rust proofing material that will inhibit visual reference of the joint or component prior to inspection.
BODY STRUCTURAL INTEGRITY
Definition:
Structural integrity parts are defined as components that are designed as a stress and load bearing member.
Almost every body component in a unibody structure is used for structural integrity. Critical components in this category are/but not limited too:
i) radiator support;
ii) engine cradle;
iii) front and rear body rails;
iv) A, B and C pillars;
v) floor pan;
vi) strut towers and aprons;
vii) rocker panels;
viii) suspension crossmembers;
ix) trunk floor pan; and
x) stationary glass
18. Frame and/or Structural Body Components
a) corrosive deterioration. Inspect for corrosive deterioration or deterioration of structural components such as frame assemblies on full frame or semi-monocoque vehicle construction and floor pan on unibody and monocoque construction. Corrosive weakening can be evaluated by tapping with rounded end of a 10 to 12 ounce ball pean hammer or jacking at front or rear and measuring rear edge of door to "B" pillar clearance before and after jacking
a) frame rails or cross-members are perforated or separated due to corrosion anywhere between the front and rear suspension mountings and near frame-to-body mountings on vehicles with frames and sub-frames
unibody sheet metal is separated
perforated or flaking in area near suspension component mounting or where structural shapes have been stamped into the floor pan
frame fails, cross-members, sub-frame assemblies and unibody or monocoque stamped structural shapes are distorted or cracking is visible
signs of heating to straighten unibody structure
tapping with hammer causes indentation indicating extensive corrosive weakening of metal in structural shapes
rear edge of door to "B" pillar clearance changes significantly during jacking
19. Unibody Structural Integrity
Visually inspect unibody structural components for:
a) alignment
a) structural components are obviously misaligned (doors, trunk, hood)
b) securement
b) door latches, hood catch, trunk latch, fail to operate properly and hold unit secure
c) welding techniques
c) high strength steels are oxy-acetylene or stick electrode welded
structural components are gas welded
d) structural components
Check as per body structural integrity section.
d) structural components have been sectioned or repaired by other than an approved standard and process
20. Vehicle Components:
A. Radiator support
Q. Inner quarter/outer wheel house
A1. Radiator centre support
R. Inner wheel house
B. Tie bar panel
S. Roof panel
C. Fender inner shield
T. Front floor pan
D. Strut tower reinforcement
U. Inner sill pan
E. Front side rail
V. Side sill panel extension
F. upper splash shield beam
W. Roof rail inner
G. Hinge pillar extension
X. Rear floor pan
H. Front Side rail extension
Y. Tail panel
J. Cowl side
Z. Lower tail panel
K. Dash panel
a. Rear side rails
L. Cowl Plenum
b. Rear side rail cross member
M. Cowl top
c. Front floor pan cross member, seat mount
N. Windshield frame side inner
d. Strut lower extension to dash
O. Centre upper windshield frame
e. Aperture retainer, drip rail
P. Side aperture
f. Rear roof brace
21. Examples of:
a) designed stress concentrators
b) Factory panel mating flanges
c) non-sectioned structural panels
d) sectioned structural panels
22. Additional Information Pertaining to the Inspection of Unibody Vehicles (TLV/FTR only)
The unibody design uses nearly every part of the vehicle as a stress and weight bearing element. To maintain proper steering and handling the tolerances must be held within 3 mm (less than 1/8 in) of the critical manufacturing dimensions. All fits and alignments are determined by the accuracy of the welded structural panels. Below is a typical unibody structure showing control points.
a) Welding
Do not oxy acetylene or stick electrode arc weld on high strength steels. The problem with the oxy acetylene torch is that the flame just does not provide a concentrated heat source to create a satisfactory weld before adjacent areas are overheated.
23. Examples and Characteristics of Various High Strength Steels: (TLV/FTR only)
a) UHSS (Ultra High Strength Steel)
extreme high strength
strength destroyed by improper heating during repair
metal is so hard that is cannot be straightened cold
any member having this metal must not be repaired, it must be replaced
b) HSS (High Strength Steel)
heat sensitive (700-1200 degrees)for three minute maximum depending upon the manufacturer's recommendations
can be straightened cold
c) HSLA (High Strength Low Alloy Steel)
can be straightened cold
can apply heat (Caution: use care because of thin gauge)
higher strength than mild steel
d) Galvanized Steels (pictured above)
HSS or HSLA can be galvanized (Zinc Coated)
toxic fumes released when heated (Caution: have proper ventilation and protection)
coating must be stripped to weld
corrosion protection must be replaced after repair
24. Welding (TLV/FTR only)
The gas welder can still be used for attaching panels, door skins and other panels. However, car manufacturers do not recommend gas torch welding on structural parts. Structural parts include rad supports, inner fender skirts, floor pan, rocker panels, engine compartment side rails, upper reinforcements, lower body rails in the rear, inner fender wells and luggage compartment floors. MIG welding is used in unibody repairs (MIG stands for metal inert gas). The other type of welding that is being recommended in collision repair work is portable resistance spot welding. When talking about resistance type spot welders we are describing the type of welding that required the actual weld to take place on both sides of all panels at the same time. Not the type of spot weld that welds panels together from the same side at the same time. Opposite side spot welding is a structural weld.
a) example of opposite side spot welding:
plug, butt or lap welds.
the types of welds used for the repair or re-attachment of damaged or replacement sections are either spot, plug, butt or lap welds
b) plug weld
the plug weld is used as a replacement for the spot weld
the plug welds are formed by drilling or punching a hole in the outer panel being joined
plug welds may be used to join more than two panels together
c) spot weld
spot weld is formed by clamping the panels to be welded together between two electrodes and then passing an electrical current between the two electrodes
d) butt weld
butt welds are formed by fitting two edges of adjacent panels together and welding along the mating or butting edges of the panels
manufacturer's recommendations must be followed before butt welding
panels to be butt welded together, especially in stress bearing areas, should be of the same thickness
the butt weld should never be made continuously
when butt welding vertical sections of structural panels the butt weld cannot be made in a straight line on the structural panels
butt welds cannot be reinforced because stress or structural build-up at the area of reinforcement can create a weaker condition
e) lap weld
lap welds are formed by melting two surfaces to be joined at the edge of the top of one of two overlapping surfaces
lap welds should only be used to replace original factory lap welds or where outer panel and not structural panels are involved
lap welds should not be used to join more than two thickness' of material together
f) structural panels
Structural panels should be serviced or replaced at the locations where they are normally attached to other panels during the production process (factory joints and seams). Manufacturers do not recommend the sectioning of structural panels. While outer panels like hoods, fenders, quarter panels and doors give some support to the total structure, they are not considered key structural panels of the unibody assembly. The individual panels are joined together at flanges of mating surfaces usually formed at the edges of the panels during factory production. The same number of welds as in manufacturing and in the right locations are required. This can usually be compared to the same part of the opposite side of a vehicle for inspection purposes. If reinforcements are added, stress concentrators are created and in the event of a second collision these parts will not respond in the fashion they were designed. Designed (Manufacturer's) stress concentrators should not be removed. They are designed into the unibody vehicles to control and absorb collision forces, minimize structural damage and increase occupant protection
