is still under warranty, that warranty is still enforced except for the used part. That warranty falls in your
Fig. 16
lap, possibly the insurance company and/or the parts vendor. If an attached part fails due to the used part, that part would also be the responsibility of the repair shop. You will also need to inform your customer a used part was installed on their vehicle.
removed or salvaged from another vehicle that was previously involved in a collision. These parts are compromised by being exposed to weathering, rust, environmental damage and heat damage from welders used to remove the parts from vehicles that were previously involved in a collision. These elements can cause Audi’s high-strength steel, aluminum and carbon fiber vehicle unibody parts to lose their structural integrity, which can cause the vehicle to not perform properly if involved in a future collision.” I believe used parts are necessary in the collision repair process, but you need to do your due diligence when you make the decision to replace an OEM new part with that used part.
I found this quote on the Audi website and it should also be considered when ordering that used part: “Additionally, Audi does not support the use of parts that have been
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Often Disagree quent accident. “As repairers, that looms over us every day,” Reichen said, saying that’s why a shop can’t decide a called-for procedure doesn’t have to be done. “Common sense might say it doesn’t. But we also have to come back and weigh that liability exposure if we don’t do it.” Giarrizzo was among those during the discussion to suggest insurers should voice their concerns about OEM repair procedures to the automakers, not shops. “I could agree that some of the manufacturers’ guidelines or procedures seem like they are there to cover [the OEM’s] liability, but that’s a discussion between the manufacturer who builds the car and the folks that insure the car,” Giarrizzo said. “As a repairer, you have no choice but to follow those guidelines, period. If those guidelines need to be changed or have some flexibility, that’s a discussion for a room in Detroit or wherever
that car is built.” Wright didn’t disagree. “We [as insurers] need to trust the shop because they’re the expert. They’re the one repairing the car. They’re the one guaranteeing the repair,” Wright said. “I think the insurers need to work with the OEMs a little more in understanding the engineering behind [the procedures]. Is there really engineering that says we have to replace the rack and pinion on every single car in an accident, even when they don’t define ‘accident’?” Wright noted insurers worked with GM when the Corvette C6 came out. “We wanted bolt-on panels. We wanted sectional front and rear rails,” he said. “They wanted a low insurance rate [for the vehicle] so they put those things on that car. We worked together. “We need to work on getting the insurers and the OEMs in a room together to talk about the engineering rational for doing some of the things they [call for] so we can protect the collision repair shop. They have to fix the car right.”
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autobodynews.com / SEPTEMBER 2021 AUTOBODY NEWS 37
