SCRS’ OEM Summit Provides Frontline View of the Future
by Alana Quartuccio
The collision repair industry has to constantly stay on top of the many innovations and technological creations coming out at rapid speeds in order to be prepared and ready for the future.
“How do we look to the future? How do we adjust and understand what is expected of us so we can deliver to the consumer what they deserve?” asked Society of Collision Repair Specialists (SCRS) Executive Director Aaron Schulenburg at the start of the 2024 Repairer Driven Education OEM Summit. “This industry is incredibly difficult because of the technology, and it’s exciting because we get to be on the frontline to see what is happening in innovations and technology.”
Session one brought Dan Black, David Sosa and Kelly Logan of Rivian to the stage to dissect the steps that go into the electric vehicle manufacturer’s repair information.
The panelists spent considerable time sharing the extensive process of testing and retesting repair methods as well as their collaboration with the engineering team in order to develop viable information to share with the industry.
“I remember being a technician, asking myself if there are other ways [to go about a repair procedure] and wondering if the OEM had thought of other ways,” admitted Sosa. “Well, they probably did. We really do put a lot of work into this to be the best methods for the technician that will be the best for the repair.”
The panelists shared technology they use to design repair procedures which includes virtual programs like CAD; however, “We can mock it in a CAD space to get the idea, but you have to go back and get physical validation,” according to Black.
Logan stressed they have an open loop of communication with their technicians to collect their feedback, which allows them to have a full understanding of what they need.
Hilary Cain (Alliance for Automotive Innovation), John Eck (General Motors) and Ryan McMahon (Cambridge Mobile Telematics) shared how telematics continue to shape the consumer experience.
Eck took the opportunity to announce that GM is currently rolling out a collision assistance program that will pick up where OnStar leaves off, guiding drivers to a repair shop or – if the need is there – helping them in their next GM vehicle purchase.
“OnStar is there during those first moments after the accident. Their primary objective is to handle triage and rescue. After those first few moments are handled, we send over a passive notification letting them know we are there to guide them accordingly.”
Through this application, the OEM will be able to share tracking information with repair shops on how many assignments were sent their way.
Cain spoke of incredible things coming down the pike, including “heart rate sensors in seat belts, so first responders can tell if someone is alive or not after an accident. This is valuable information that will allow first responders to know quickly if they have a life to save.”
She shared other innovations expected, such as vehicles having the ability to alert drivers to hazards on roadways. Eventually, vehicle data will be able to help insurers determine which vehicle was responsible in an accident, and hit-and-run crashes will no longer remain a mystery as external cameras will be triggered moments after a hit in a parking lot.
Panelists addressed how all this data sharing could cause security concerns if the information were to fall into the wrong hands. Cain believes consumers should have the choice as to where they would want the information to go.
McMahon shared perspectives from the insurance industry and how they intend to use information collected by mobile apps on phones within the vehicle. Ultimately, he sees its main purpose being to help save lives. “In thirty-four percent of all crashes, we detect a driver’s phone was in their hand at the time of the crash; it’s probably led to a tremendous amount of business for all of you, but unfortunately, the downside is that 40,000 people are dying in crashes, and many millions are injured every year in the United States. So, we see the majority of the technology benefit coming from saving lives and the downstream ability to ultimately get a consumers’ car back into their hands. But I think advocating for policies that are in the best interest of consumers is always the right answer, and eventually, it will get sorted out.”
Dean Brennan (IPG Phonics), Rex Alexandre (Handheld Laser Institute) and Jeff Poole (I-CAR) explored the opportunities laser welding could bring to the world of collision repair.
Brennan went into incredible detail outlining the many advantages over Mig or Tig welding. For starters, laser welding produces a faster, higher-quality weld, uses less heat and is easier to set up. Another advantage is that it is consistent among users. Most collision repair shops likely have one or two skilled welders on staff, but with the laser welding, “you can set up the machine for the same procedures that will produce the same outcomes; therefore, instead of one or two welders, you can have five or seven. It’s a way to democratize welding in the shop.”
With a background in aerospace welding engineering, Alexandre spoke of his achievements with handheld laser welding, expressing that “it can become as second nature as arc welding.”
Poole conveyed his interest in seeing laser welding become an accepted process, although there are many things to consider, especially with materials like high strength steels. “We have to think forward about what the opportunities down the road could be.”
Want more? Check out the December 2024 issue of Hammer & Dolly!