Position Paper on Aftermarket Spare Parts

The Research Council for Automobile Repairs (RCAR)* is an international body consisting of individual national insurance research centers and repair committees concerned with motor repair research, training, and the pursuit of activities of common technical interest.

The overall objective of the Council is to improve the level of safety, security, quality, design, and method of repair of motor vehicles in order to reduce and contain costs to the insurance industry and to the motoring public.

At the 1996 Annual RCAR Meeting held in Canada, it was decided to issue a Position Paper on aftermarket parts in order to indicate to vehicle manufacturers and the automobile insurance industry the Council’s stance on this important subject. RCAR recognizes the potentially valuable contribution that aftermarket parts can make in providing a competitive arena for damage repairs and potentially reduce automobile insurance costs.

This paper is published as a guide and is not intended to be a comprehensive quality control manual.

RCAR confirms its support for the availability of alternative cosmetic external sheet metal and plastic body parts.

RCAR qualifies this support in two critical areas, safety and quality.

There should be no compromise on safety, and in this respect tests have shown that cosmetic body panels play little or no part in the safety of the modern motor car.

There should be no compromise in the quality of any sheet metal or plastic body part.

A number of national standards have been developed by RCAR members and associate bodies and RCAR will support and reinforce these by the publication of this Position Paper.

The quality of cosmetic aftermarket parts must correspond to that of the original part.

Where the vehicle or original equipment manufacturer’s specifications are available, they will constitute the standard for aftermarket parts which are designed to fit and match the vehicle model in question. Where these specifications are not available, RCAR recommends that the national standard or this RCAR Position Paper is applied.

In many countries there are safety regulations intended to prevent hoods (bonnets) being driven into windshields (windscreens) in frontal crashes. This means that special considerations are needed for hoods (bonnets). A hood (bonnet) is a fabricated part comprising two main structures - the inner frame and the outer skin.

The inner frame, in cross section, must be dimensionally accurate in form; and incorporate the same number/size/location of crash darts as the original part.

The same specification and the correct amount of mastic as that used by the original manufacturer must be used to secure the inner frame structure to the outer skin. No distortion to the outer skin (pulling/dips) should occur during this operation.

The outer skin may be further fixed to the inner frame by means of crimping the outer edge of the skin to the frame. Where this crimping is carried out, adhesive must be used between the crimping edge surfaces. This is necessary to add rigidity and prevent premature corrosion.

Bonnet hinges/catches must have the same size threaded nuts/bolts and similar fixing techniques, i.e. captive, spot welding etc. as used in the fabrication of the original part.

Bonnet hinges/catches are safety aspect points and must be manufactured to the exact specification as that of the original part and fixed to the bonnet to ensure safe and proper performance.

 

The quality of cosmetic aftermarket parts must correspond to that of the original part.

Steel quality: The steel used for aftermarket parts must be of the same quality as that used by the original part manufacturer.

Sheet steel grade and thickness: The material to be used must be of the same general material specification and at least the same thickness as the original vehicle part.

Pressed parts: Pressed parts such as fenders (wings), door panels, hoods (bonnets) and tailgates must be manufactured from a material capable of being cold formed without cracking, splitting or straining.

Weldability: The weldability of an aftermarket sheet metal part must be similar to that of the original manufactured part. Should there be a difference, then welding specifications should be supplied on request.

Pre Coating: Every effort must be made to provide pre coating to components of an equivalent grade to that of the original manufacturer’s part.

Form and Fit: All parts must be manufactured as a replica of the original part within normal manufacturing tolerance, but in particular the perimeter of the part, where it mates or matches with other parts, must be correct within the minimum tolerance.

Plastics. SMC, etc.: The material used shall be the same or chemically equivalent to that of the original part, bearing in mind that conformance to shape and performance under impact conditions are important criteria, particularly in the case of bumper systems.

 

Fabricated Sub-Assemblies:

 

Sheet Steel Sub-Assemblies:

All spot welded sub-assemblies must have the same number and size of welds, and in the same position, as the original sub-assembly, within normal manufacturing tolerances. MIG welded assemblies must receive the equivalent in size, number and position of welds. All other jointing methods e.g. bolting, hemming, and the use of adhesives, must be applied using equivalent material specifications and sizes as used by the original assembly manufacturer.

 

Plastic Assemblies:

Plastic assemblies must in all cases be manufactured and jointed in such a way as to provide at least equal performance to the original manufacturer’s assembly.

Protective Coating. All panels must have a coating that provides the same corrosion protection and finish as its equivalent original part. The protective coating must be of an environmentally-friendly type and shall be of a quality suitable for surface treatment directly, using all types of paint products. The coating must have an adhesion capability to the substrate which allows further direct treatment without necessitating a complete rubbing down procedure prior to painting.

Packaging: It is recommended that all parts are supplied in individually packed cartons, made to measure in order to provide protection during transit and storage.

Identification. All parts must bear an identification label stating part number, description and the manufacturer’s name/trademark.

 

u Parts Warranty:

Sheet Metal:

The aftermarket sheet metal parts manufacturer should offer an anti-perforation warranty equal in status to that of the original part manufacturer’s anti-perforation warranty.

Plastics:

The aftermarket plastic parts manufacturer should offer a warranty against discoloration, weathering and cracking for the same period of time as that of the original equipment manufacturer. In the case of plastic bumper systems, the aftermarket part should be warranted to have a dynamic performance equal to that the original manufacturer’s part.

 

Winnipeg, June 1996

Hans Gustafsson, Secretary General RCAR

* RCAR was formerly known as The Research Committee for Automobile Repairs.