- The document discusses recognizing evidence of poor vehicle repairs through various visual inspections and identifying potential issues. - Examples provided include checking for mismatched nuts and bolts, misaligned body panels, wheels not centered in wheel wells, and corrosion in repaired areas. Ensuring pedestrian safety systems and windshields are properly repaired is also covered. - Modifications can impact vehicle safety if not done correctly, such as changes in ride height affecting suspension components like U-joints. Identifying overlooked safety issues is important.

1. Structural Damage & Maintenance
– Day 3

2. 2
Presenter Background
(Enter summary of presenter skills
and work history)
Content for this slide will be
entered by the Trainer.

3. FIRE PRECAUTIONS HEALTH AND SAFETY COFFEE BREAKS
RESTROOM BREAKS NO MOBILES NO SMOKING
Make sure all safety equipment discussed in the course are available
for demonstration.
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Ground Rules

4. 4
Course Objectives
The aim of this presentation is
to provide a consistent test/fail
guideline for light and heavy
vehicle inspections that are in
line with the RTA Guide.

5. 5
Learning Outcome
At the conclusion of this course
delegates should be able to:
Identify the different designs used
by vehicle manufacturers to ensure
occupant protection.
Understand the use of new material
technology used within vehicle
manufacturing.
Understand modern repair practices,
methods and procedures inclusive of
equipment used.
Be able to recognise poor repair
practices carried out inclusive of
chassis, outer body and joining
methods used.

6. • Analyse welding faults found in
completed delegates practical
session
• How gap and profile can highlight
bad repair practices carried out
• The relationship between bad body
repairs and mechanical components
and operation
• Vehicle safety systems including
pedestrian
• Windscreens and ancillary fittings
• Vehicle modifications
• Corrosion forms and effect
• End of course test
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Day 3
Agenda

7. Joining
Using the samples that you have created and the assessment sheet
provided.
1) Can you recognise any possible faults?
2) What are the results of the joints in terms of weld bead width,
penetration and the bead height?
3) What are the results of the destructive testing?
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8. Case study
Firstly we shall look at the area
of impact and make a judgement
about the repair to be carried
out.
In other words we will appraise
the damage.
Has this repair been completed
correctly or incorrectly?
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9. Case study
The door has to be removed to facilitate repairs to the vehicle.
The door is wedged closed.
The outer skin is removed to reveal the hinges.
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10. Case study
With the door removed the damage is revealed.
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11. Case study
A pull is made on the out sill skin and this is then removed to reveal
damage to the inner panels.
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12. Case study
Pulls are made on the inner panels to bring the sill area into
alignment.
This will alleviate some stress on both the floor and ‘B’ pillar.
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13. Case study
Pulls are made on the inner panels to bring the sill area into
alignment.
This will alleviate some stress on both the floor and ‘B’ pillar.
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14. Case study
Portions of the outer ‘B’ pillar and inner reinforcement panels are
removed.
This allows access to the inner sill and floor area and inner ‘B’
pillar.
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15. Second hand donor panels removed from another damaged vehicle are
prepared. Cut lines are measured on the outer panels.
Case study
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16. Case study
The outer skin is cut and spot welds drilled.
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17. Case study
Inner panel is removed and made ready for fitment.
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18. Case study
Inner panel is welded into place and an anti corrosion weld thru
primer has been applied.
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19. Case study
Outer panel section is welded in place.
The job is finished and awaiting the door to be fitted.
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20. Case study
Final inspection and everyone is
happy.
But is this car safe to drive?
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21. Case study Review
What problems were we able to identify if any?
1) No repair method was evident.
The technician was working to an old repair method that was commonly
used when vehicles were manufactured from mainly mild steel.
2) Cuts were made in an area that is likely to have been high
strength steel.
These areas were MAG welded. The heat from welding would of damaged
any high strength steel used in the intermediate panel.
3) Spot welds were not use as the holes made from drilling would have
been plug welded.
Plug welding would not be to the manufacturer’s standard. The heat
would also damage any high strength steel used in the intermediate
panels. The outer panel would also sustain damage from the heat being
applied.
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22. Case study
Aluminium repair.
A replacement leg and inner wing
will be replaced.
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23. Case study
Rivets that differ from the
original manufacturers are used
in conjunction with adhesive.
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24. Case study Review
What problems were we able to identify if any?
1) This repair may look very different to the original but it has in
fact been completed to the manufacturers standard.
Group Discussion on findings.
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25. Recognise Evidence of Bad Repairs
Absorption zones will have a lack of function when bad repairs have
been carried out.
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26. Is it important to raise an issue if an area only appears partly
damaged?
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Recognise Evidence of Bad Repairs

27. Recognise Evidence of Bad Repairs
Sometimes even the smallest piece of evidence can point to repairs
having been carried out.
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28. Checking for different nuts and bolts.
Sometimes the wrong ones have been replaced and differ from one side
of the vehicle to the other.
Is this new bolt of the correct strength and length? Could the
suspension fail under normal load stress?
Recognise Evidence of Bad Repairs
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29. Recognise Evidence of Bad Repairs
Steering and suspension systems with visible faults and their impact
on roadworthiness.
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30. Recognise Evidence of Bad Repairs
As the angle of U-joint operation
increases so does the load on the
joint. For this reason design
engineers limit the angle at
which U-joints must work.
Modifying vehicle suspensions by
raising or lowering can
increase driveshaft angle and
cause repeated U-joint failures.
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31. Recognise Evidence of Bad Repairs
Wheels that lean in or out at the
top or bottom. Most wheels and
tires should appear to stand up
straight when viewed from a
straight ahead position. This
applies to front as well as rear
wheels.
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32. Recognise Evidence of Bad Repairs
Has a door been repaired?
If so then what is the state of
the side impact protection beams?
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33. Recognise Evidence of Bad Repairs
Misalignment of the body panels
indicate frame or unibody damage.
Excessively wide or narrow gaps
between body panels point to
underlying problems. Gaps that
vary from one end to the other
(i.e. wide on one end and narrow
on the other). Also be aware, a
vehicle may have damage even with
no misalignment to the body
panels.
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34. Recognise Evidence of Bad Repairs
A wheel that is not in the centre
of the wheel opening, when
looking from the side is a sign
of frame or suspension damage.
This is particularly true when
the other three wheels appear
normal.
Vehicles will often pull toward
the side with the setback wheel
when driven.
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35. Recognise Evidence of Bad Repairs
A vehicle that leans more than
13MM from one side to the other is
another sign of damage. Any
vehicle may lean a slight amount,
but excessive leaning often
indicates frame and unibody
damage.
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36. Vehicle Identification Number
When repairs have been carried out on the front of a vehicle and panel
replacement has taken place, the vin plate is removed from the old
panel and affixed to the new.
The rivets used differ from those used by the manufacturer.
This sometimes is evident when tapping the plate with a finger as the
plate will have slight movement that factory fitted ones do not have.
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37. Recognise Evidence of Bad Repairs
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38. Recognise Evidence of Bad Repairs
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39. Recognise Evidence of Bad Repairs
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40. Recognise Evidence of Bad Repairs
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41. Pedestrian safety systems
Vehicle design now includes
pedestrian safety systems across
a range of vehicles. This is not
all makes or models.
Some models will have adaptive
bumper systems and in some cases
these work in conjunction with
bonnet airbags or lower screen
airbags.
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42. Pedestrian safety systems
If repairs are not carried out in
the correct manner pedestrian
safety systems can fail to
function correctly.
For example, a sensor is damaged
in a collision and if not
replaced this will affect the
bonnet air bag deployment.
Front bumpers not fitted
correctly or that may still hide
physical damage can cause more
harm to a pedestrian than they
were designed to do.
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43. Pedestrian safety systems
The basic idea has been around for some time now!
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44. Windscreens
Damaged windscreens cause
problems for the drivers
visibility when driving.
European testing has defined
areas for the amount and size of
stone chips and cracks.
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45. Windscreens
Damage to the windscreen can
cause visibility problems for the
driver especially when driving at
night as other vehicle's lights
can be refracted across the
screen.
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46. Mud flaps
If mud flaps are missing this could lead to corrosion issues in other
areas around wheel arches, or under sills and floorplan areas.
Although this is not a fail area it can lead to a possible answer to
corrosion within the aforementioned areas.
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47. 47
Recognise Evidence of Bad Repairs
A number of different factors can
cause tyre wear, for example:
Anything that alters the original
design.
Many things can change dynamic-
alignment and go undetected in a
static check.
Typical examples include, a
change in vehicle height, worn or
bent components and any
modification to the wheels or
suspension.

48. Corrosion
Corrosion and its effects.
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49. Corrosion is not confined to steel only, but can be found on aluminium
parts as well.
Corrosion
Corrosion evident after a repair
process has been carried out
No corrosion is visible when the
repair has been completed
correctly
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50. Have any safety features been overlooked?
Modifications and kits
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51. With modifications and kits in mind, make a list of the issues you may
come across.
We shall discuss your findings.
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Modifications and kits

52. THANK YOU
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