Common Scenarios & Discussions

Airbag Myths & Facts

Douglas Gan — Sat, 24 Oct 2009 16:37:12 GMT

Fact vs. Fiction
Is what you know about airbags true?

Time and time again we come across individuals or shops who have heard something about an airbag or repairing an airbag that is just not exactly right. They read something somewhere, or were told this about that, by someone; most of the time it's only half right. Over time, these are the things that create urban legends and myths, but more importantly can cause improper repairs or unnecessary expense. Having the correct information is critical to both repairing these systems properly and success in your business.

The following brief answers will help to correct many of the misconceptions surrounding these important safety systems.

I need to wear my seat belt in order for the airbag to work.
False.
Although many vehicles combine the seat belt pretensioner deployment with an airbag deployment, the use of the seat belt does not determine whether the airbag will deploy or not. Airbag deployment is determined by a series of sensors in the vehicle that measure deceleration, and impact data during a crash. Airbags are a "supplemental restraint". Airbags are meant to assist the seat belt in protecting the occupants of a vehicle, but will operate independent of them. Every carmaker strongly recommends that seat belts be worn at all times, as they are the primary defense against personal injury during a crash. Many states now require the use of seatbelts..."It's the law!"

The "5 STAR Rating" on my car means I'm safe.
Partially True.

It only means you're 'safer' on a relative scale. The US government has set up a standard of guidelines to measure the effectiveness of safety systems. The Insurance Institute for Highway Safety conducts independent tests on many vehicles produced and rates these vehicles according to these government guidelines. For frontal crash ratings, vehicles are crashed into a fixed barrier at 35 miles per hour. Here are the details of what these stars actually mean:

1 Star = 46% or greater chance of serious injury
2 Stars = 36% to 45% chance of serious injury
3 Stars = 21% to 36% chance of serious injury
4 Stars = 11% to 20% chance of serious injury
5 Stars = 10% or less chance of serious injury

Cars today are required to have side airbags, curtain airbags or both.
False.
Each vehicle manufacturer offers side impact protection according to the design of that vehicle; some as standard equipment and some as options. With all of the recent news about rental car fleet vehicles being sold without side airbags, many people are questioning the integrity and honesty of both the carmakers and the companies selling these cars. As of 2009, side airbags were not required on any vehicle although a high percentage of the vehicles produced that year did have them as standard equipment. It is (and was) legal to sell a vehicle without a side airbag as long as it is represented as such.

Hitting the the body or frame of the car with a hammer will cause the airbag to deploy.
Partially True!

Although certain crash criteria must be met in order for a deployment to occur, there have been instances where simply working on the car has caused the airbag to deploy. The most common accidental deployment is a side impact activating the side airbag. These sensors, mounted near the center pillar or floor edge, are much more sensitive and may cause an accidental deployment by striking the area near them with a hammer or in some cases even slamming the door too hard. There are also records of Emergency Responders accidentally deploying an airbag with the 'Jaws of Life' or by inadvertently cutting through a roof curtain airbag canister. ALWAYS disconnect and power down the system before doing any heavy work on the vehicle.

The airbags will work even if the little airbag light is on.
False.

Every vehicle has an airbag control unit that constantly monitors the airbag system as long as the key is on. Initially, when starting the car, the airbag light should illuminate or flash for approximately 6 seconds and then go off. If an airbag system has a fault or is inoperative, the indicator light will

never illuminate
will remain illuminated
flash continuously.

In those cases, there is a fault in the system and the airbags will NOT DEPLOY.

The smoke in the car after an airbag goes off is toxic or dangerous.
False.
The smoke seen after an airbag deploys is a combination of both the exhausted nitrogen gas (harmless) from the explosion and the powder used to keep the bag lubricated and free from sticking to itself. Although there have been isolated cases of the airbag actually catching fire from the heat of the explosion, the most common complaint is of mild respiratory distress from breathing the combination of the corn starch based powder and exhausted gases. The best advice is to exit the vehicle as quickly as possible following a deployment.

The "BLACK BOX" in my car has all the crash data, like an airplane.
Partially True.
All vehicles with an airbag have a so called 'black box'. This refers to the airbag control unit and none of them are actually black. These control units are called many things; SDM (Sensing & Diagnostic Module), RCM (Restraints Control Module), Diagnostic Monitor, SRSCM (Supplemental Restraint System Control Unit), and ORC (Occupant Restraint Controller) among other things. Currently, all control units constantly measure speed, impact, deceleration, system readiness and other vehicle functions, but only about 60% of the car makers implement "Event Data Recorders" (EDR) into these units and store this data following a crash. As of the date of this article, the only vehicles that store event and non-event crash data are:

Chrysler, including Dodge, Jeep, Chrysler, Mitsubishi and Sterling
Ford, including Ford, Lincoln and Mercury
GM, including Buick, Cadillac, Chevrolet, GMC, Hummer, and Pontiac
Isuzu, Jaguar, Mercedes, Saab, Saturn, Suzuki and Toyota

Generally speaking, crash data retrieval on these vehicles is available from model year 1997 to present day with some coverage going back to 1994. According to our research, car manufacturers will be required to include EDR on all vehicles produced after September 1, 2012.

Unplugging the battery will clear the light & codes.
False
When airbags first became mandatory (about 1992), most vehicles had a control unit that was less advanced than those seen on cars today. There were actually some models that did support that method, but since about the mid 90's, this is not the case. There is no vehicle produced today that will reset the light by disconnecting the battery. Currently there are three methods, depending upon the design, to accomplish resetting the light:
1.       The system will reset itself once the fault is corrected
2.       The system requires a new control unit be replaced and comes reset
3.       The system requires a scan tool to access, configure, program or reset the light

One scanner will work for all cars.
False
There are currently about 30-40 car manufacturers producing vehicles for the US. Some of these cars use the same software and can be read by the same scan tool, but for the most part that statement is not true. With the changes every year in airbag systems, and the methods for resetting and reading these vehicles, there is no single scan tool that will read all of them. In addition, those that do read multiple vehicle lines require upgrades each year.

Every car has front sensors behind the bumper.
False
Once again, when airbags were first introduced to the US, most vehicles had multiple remote sensors located in the front of the vehicle. That has all changed over the years. Some manufacturers do not use front sensors at all. Some use them but mount them on the frame rail while others mount them in multiple places on the radiator core support. Others mount them under or behind the lower frame cross member. The use and location of front sensors is not uniform and is determined by each manufacturer.

When the airbag light is on, the clockspring is bad.
False.

When the light is on, the system needs to be diagnosed to determine the exact cause of the problem. Although the clockspring is a common component that fails, it is not always the cause of an airbag light illumination. Any component deployment, wiring malfunction, poor connection or damaged part can cause the light to illuminate. With the implementation of seat weight sensing systems, even a mis-calibration of that seat sensor will cause the light to come on.

Having the correct information is critical in today's world.

Churn is Upon us

Douglas Gan — Sat, 11 Apr 2009 20:09:22 GMT

Are You Ready for the
Changes in the Car Industry?

Churn is upon us. Do you feel it?

Car-makers, parts suppliers, dealers and shops are all being effected. How you perceive it and how you react to it will determine your success.

Churn is change; movement in industries that effects all of the players, and sometimes it alters the industry forever! This change can be initiated not only by an individual company decision or contribution, but by an outside catalyst that can effect industries worldwide. We are seeing churn today ripple from the banking industry to the auto industry. But let me explain it a little better. A good example might be the change that Sears and KMart went through in 2005. The retail marketplace was experiencing intense competition with ever-growing overhead while the consumer base and demand was stagnant with little or no growth. KMart, emerging from a bankruptcy filed in 2002 was competing unsuccessfully against WalMart, while Sears was being beaten down by big-box stores such as Home Depot and Lowes.

"Sears has had a very different problem from Kmart," Lacy said. "Our (Sears) service and products are as good as our competitor's but they're not where our customers are. This now gives us the opportunity to grow off-mall locations closer to the customer."
CNN/Money, November 17, 2004

The answer for both companies was to change their concept of each other dramatically. Both companies were viable. Both had valuable assets as well as proven demand in the industry. The best answer for both companies (and the consumer) was a merger, or buyout of Sears. By doing this, both companies were able to capitalize on each others strengths and unique roles in the marketplace while reducing duplicity and costs. This provided the customer with the best each had to offer without "reinventing the wheel".

"We don't want two separate cultures - but to blend it into one great culture." Kmart Chairman Edward Lampert said Thursday. "The idea is to make the stores more competitive while staying focused on the customer."
CNN/Money, November 17, 2004

Today we're experiencing that same kind of change in the auto industry. But this one is more personal and much more widespread. This one spreads from the shop owner to the doll-up bay, from the assembly line to the CEO, and from the car salesmen to the salvage yard personnel. This one is both local and worldwide, personal and public, emotional and financial. Today's churn in the automotive world is moving us in unknown directions.

We at AirbagSolutions welcome the changes we are living through today. We see opportunity in the future. When AirbagSolutions first came out in 2001, it was a new way of presenting and the data needed for airbag repair. The consumer could absorb the information faster and more accurately. This hasn't changed. We are still new and different from conventional estimating and information systems. And opportunities to grow and expand are still upon us. As restraint systems change and grow, we too have plans to continue new and exciting changes in our information presentation.

We envision an industry that is agile and flexible; responsive to customer's needs and resilient in times of challenge. The auto industry is going to need new, creative vehicles and tools to help us ride out this current wave of churn. Would you care to join us on this ride?

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A Different Way of Thinking

Watching the new car designs roll out and drive down the street is reminiscent of childhood days spotting a 'new car' on the road. New designs like these will propel us through this century with green technology, mass transit, fuel efficiency and hybrid technology forging the paths. It is this type of churn that may be new and different, but will take us to places we've never been. And if you're up for the ride, it'll be a great one, with promise of new opportunities for growth and profit. Here are some of the vehicles and products we are already seeing:

Hybrid vehicles like the Prius, Scion and the SmartCar
Electric prototype vehicles, like the P.U.M.A., the Zap and the Volt.
New paint systems that transition us from HVLP and acrylic enamel to waterborn and low VOC systems.
3-D imaging, on-line and interactive information systems.

These new ideas don't all come from the classrooms of the 'younger generation'. Many of these ideas have been around since the last quarter of the twentieth century. It's only now that an eco-friendly government along with with the demanding economics of the recent gas crunch and recession that have made us eager to forge these paths. Gone are the days of the same-old, same-old, business as usual.

As we watch the government partner with the "Big 3 Automakers", mergers between giants like IBM & Sun Microsystems, and the acquisition of Merill Lynch by Bank of America, we know the future is in partnering. Choosing the right partner, creating a distinct advantage to the new blended company and bringing value to the customer will ensure your place in the future.

It's time for change; a change in the way we do business, a change in the way we serve our industry and a change in our attitude.

It's time for a different way of thinking.

Airbgs, DNA and Drugs

Douglas Gan — Wed, 18 Feb 2009 14:02:10 GMT

AIRBAGS ARE NOW USED TO PROVE LIABILITY

Law enforcement and attorneys are now using the DNA embedded in an airbag to prove who was driving as well as the blood alcohol level of that driver.

When airbags were first introduced, they were intended to save lives and prevent personal injury. But with new scientific developments in DNA testing, resulting in lower costs to analyze blood and tissue samples, airbags have an entirely new role. Forensic accident reconstruction labs now use dried blood left on the airbags to obtain DNA samples. These samples are then tested to determine a multitude of answers otherwise left unconfirmed.

For those who try to deny their involvement in motor vehicle accidents, that can now mean perjury, lawsuits, charges, fines and even jail time.

"Crash, stabbing nets man five years"

"Before rescue personnel arrived at the scene, Brown said Conaway appeared to be unconscious for a few seconds as his head was leaning against the steering wheel. When he regained consciousness, Brown said that Mootispaw got out of the vehicle and went over to sit in the driver's side and Conaway slid over to the passenger's seat.

When authorities arrived, both Conaway and Mootispaw denied being the driver of the Ford Windstar. Authorities said that both men were heavily intoxicated.

Authorities removed the airbag, which had blood on it, from the steering wheel. On July 24, 2008, DNA evidence confirmed that it was Conaway's blood on the airbag. Coupled with Brown's statement, authorities were able to charge Conaway with the crime. On Monday in Fayette County Common Pleas Court, Conaway pleaded guilty to aggravated vehicular assault, a second-degree felony, operating a vehicle under the influence, a first-degree misdemeanor, traveling left of center, a minor misdemeanor, and driving under financial responsibility law suspension, a first-degree misdemeanor."

Record Herald
January 14, 2009

"Hearings to decide on cocaine evidence in trial of off-duty Greece cop"

"Joseph, 43, is charged with aggravated vehicular assault, second-degree assault, leaving the scene of a personal injury accident, operating a motor vehicle while ability impaired by cocaine, seventh-degree criminal possession of a controlled substance, and first-degree perjury in connection with a crash that injured a Rochester woman and caused her to deliver a child prematurely.

The prosecution said that a toxicologist extracted cocaine from blood found on the airbag of the car Joseph was driving. Joseph suffered a head injury in the crash, which he said dazed him and made him unable to report his alleged involvement in the crash."

Democrat & Chronicle
January 14, 2009

"DNA Clears Woman In 2006 Fatal Crash, Implicates Boyfriend"

"Leyana Rich spent two years behind bars awaiting charges in the Feb. 2, 2006, crash that killed a cab driver, but DNA tests have convinced officials that it was her boyfriend Luke Irons who was driving at the time.

After Rich claimed she wasn't the driver, her attorney, Geoffrey Cox, had DNA tests performed on several items in the car - including the air bags - to determine who was where. The results showed there was blood on the air bag on the driver's side, but it was Irons, not hers, even though Rich's mouth had been bloodied. Irons is admitting he was the driver, even though he claimed after the wreck that Rich was and then said he couldn't remember, according to court documents and prosecutors. Irons' admission came after he was sentenced to 30 years in prison last year after a string of crimes in Hendry County.
The state attorney's office then had its own expert perform tests on the airbag, and that expert found the same thing, said Doneene Dresback, the assistant state attorney in charge of the case."

The Tampa Tribune
January 14, 2009

A Vallejo man will spend more than 11 years in federal prison after he offered to sell crystal meth to an informant and authorities found drugs and a pistol hidden his vehicle's airbag compartment.
They found a small amount of marijuana and $1,050 in the center compartment of the car, prosecutors said.

A police dog trained to find drugs alerted officers to additional narcotics. When detectives pried open an area designed to house an airbag on the passenger's side of the car, they found a hidden compartment containing 9 1/2 ounces of crystal meth in four separate plastic knotted bags, a digital scale and a loaded 9mm semi-automatic pistol that had been reported stolen, the release states."

The Sacramento Bee
January, 2009

Drug run comes to an end in East Texas

Nearly half a million dollars worth of heroin is not going to be in Philadelphia tonight. The man transporting the drugs was pulled over and arrested in Tenaha, Texas today.
Constable Randy Whatley says inside the airbag compartment was eight pounds of heroin with a street value of $360,000.
Whatley says Rojas, who was on his way from Houston to Philadelphia, had replaced the airbag with drug bags. Rojas is in the Shelby County jail on state charges right now, but he's expected to be sent to Beaumont to face federal charges."

Stop Throwing Money Away

Douglas Gan — Mon, 26 Jan 2009 12:55:46 GMT

Fact: 8 out of 10 jobs with an airbag deployment require an airbag related supplement.

That can mean additional parts and/or labor and can delay the delivery of a vehicle up to 15 days. Those are the errors that cost companies like yours hundreds, even thousands of dollars.

Recently, we conducted an informal survey across the country and found not one company (insurance company or repair shop) tracked or even knew the true cost of the problem. The magnitude of these expensive errors was lost in the paperwork.

In every case, the reason no one knew was because no one was looking for it. Below are some examples of the actual costs when airbag components are missed in an original estimate and how this "leaking bucket" can be fixed.

2004 Ford Focus Seat Belts

Since 2000 (until 2005), the Ford Focus has used a different seat belt pretensioner configuration than most every other model produced: a driver's side seat belt pretensioner and a passenger's side buckle pretensioner. This was the way Ford designed the restraint system.

Without knowing about this configuration, and having a vehicle with an airbag deployment, a shop actually lost over 8 days chasing an airbag light problem. They replaced the deployed airbags as well as the obviously deployed driver's side seat belt, but no one knew to look at the seat belt buckle on the passenger side. After sending it to the dealership for diagnosis, it was finally discovered that the passenger seat belt pretensioner was in the buckle, not the belt! Even the parts counterman at the dealership didn't know which component had the pretensioner.

Knowing what part to inspect, seeing a picture of it and being able to anticipate the repair process would have avoided this problem.

In this particular case, the overall cost of the supplement including rental car charges and additional charges from the dealership amounted to $1024.84. The original estimate for the entire repair was $3155.66. This particular vehicle ended up exceeding the total loss threshold and put both the shop and the appraiser in trouble with the insurance company

If either the shop or the estimator had used AirbagSolutions, they would have seen the photos above and known about this difference and would have ordered the correct part the first time. It is the clarity and accuracy of the information provided that makeswww.AirbagSolutions the best answer to stop the "leaks in this bucket".

2004 Ford Escape Update

Here's a case where the estimate was right, but the repair procedure required more work due to a change in the product from the manufacturer.
The seat belt buckle pretensioner for some late model Ford Escapes now requires you to cut the wiring harness and splice in a new connector. This brings up a number of issues.

Did you know that Ford allows you to splice an airbag wiring harness?

Do you know which other manufacturers allow splicing?

Did you get paid for the extra labor to do this repair (or did you just absorb the cost)?

How much do you charge (or pay) to repair the car according to manufacturer specs?

None of the estimating systems tell you things like this.

This information came out as a TSB in August of 2005 in response to faulty connectors in the buckle pretensioner. Ford allows 2.0 hours to install these new connectors and sells them as a connector kit (2 required per vehicle). However, the new connectors also come with the new buckle pretensioner when they are replaced after an accident.

And yes, some manufacturers allow wire repair, while others require the entire harness be replaced. Finding that information requires hours of research through technical manuals of each manufacturer, but AirbagSolutions.com provides that information for every vehicle listed.

By using AirbagSolutions.com, information like this will be seen, included, discussed and accounted for in the original estimate. No more surprises when the actual work begins. No more phone calls to get approval from the appraiser. These are the items that drain your "profit bucket". These are the items www.AirbagSolutions.com provides for you...the first time, every time.

2008 Saturn Vue Control Unit

An insurance estimator wrote a nearly perfect estimate for this vehicle in the amount of $5427.22. It was a front end hit with both a driver and a passenger airbag deployment. The estimate included the correct seat belt and dashboard components and allowed sufficient time for all of the body repairs.
When the vehicle was ready to go to pre-delivery doll-up, the technician noticed the airbag light was still on. After many discussions and phone calls, the shop discovered that the new SDM (Sensing and Diagnostic Module) needed to be configured to the vehicle ID. This procedure requires a download from GM and without having the proper scanner and the correct software, the vehicle needed to be sent to the dealer.

This was the only error in the entire job, but it cost $89.95 and an additional 1 day delay in delivering the car.

Although the supplement was minimal, it was still a blemish on the appraiser who wrote it, a delay in shop processes and work flow at the repair center and a disappointment to the customer.

No one wants an $89 supplement on a $5500 job...let alone look incompetent to an unhappy customer.

By using AirbagSolutions, both the estimator and the shop would have seen the photo and the detailed informational note above. With that information, they would have known to plan on this step for completing the job. Even the "small leaks in your bucket" need to be plugged. Having all the information stops leaks like this.

About Us

AirbagSolutions is your expert in the field. We know what it takes to complete the job correctly, profitably and on time. We know what it takes to keep your "bucket full" and where the holes are. Whether you represent an insurance company or a repair shop, let us help you keep "money in your bucket" with a subscription to the answers you need.

There's Something In The Air

Douglas Gan — Thu, 03 Jan 2008 15:16:04 GMT

"I thought my car was on fire after my accident. My airbag went off with such a noise and the next thing I knew I was surrounded by smoke. I just knew I had to get out of there!"

Whenever an airbag deploys, the occupants are subjected to an array of chemicals and substances foreign to most people. New information regarding these combustibles is now available. We have learned of potentially harmful side effects as airbags continue to evolve.

(photo courtesy of National Science Foundation)

At Airbagsolutions.com, we keep you informed so you and your customers will have the most recent and practical data. We continually monitor and research new information from all the manufacturers as well as independent studies to stay on top of our field.

These are the results of the information available today regarding chemicals and dangers in airbags.

Before a Deployment
-----------------------------------------------------------------
This is the most dangerous time to handle an airbag! The air bag inflator cartridges contain an explosive chemical, sodium azide. This is the same chemical used in making solid rocket propellants.

(photo courtesy of www.swicofil.com)

If the airbag has not been deployed, this material can be dangerous to handle. It can explode, it can cause burns if it gets on unprotected skin, and it can severely irritate the lungs if inhaled. These units are sealed from the factory and should never be opened, or tampered with. They are a "replacement only" item.

Driver's Airbag w/ Inflator Seat Airbag w/ Inflator

The danger is amplified if sodium azide comes in contact with heavy metals in the car, such as lead and copper, because these may react to form a volatile explosive.

NaN₃ + H₂O ---> HN₃ + NaOH.

But most importantly, when sodium azide (NaNO₃) is mixed with water (sweat or tears) it forms hydrazoic acid (HN₃). This new chemical is highly toxic, becomes airborne easily and is potentially explosive. The other byproduct is Sodium Hydroxide (NaOH) and this is the one that hurts!!!

Here is a list of the medical information available regarding

Sodium Hydroxide

Potential Health Effects
----------------------------------
Inhalation:
Severe irritant. Effects from inhalation of dust or mist vary from mild irritation to serious damage of the upper respiratory tract, depending on severity of exposure. Symptoms may include sneezing, sore throat or runny nose. Severe pneumonitis may occur.
Ingestion:
Corrosive! Swallowing may cause severe burns of mouth, throat, and stomach. Severe scarring of tissue and death may result. Symptoms may include bleeding, vomiting, diarrhea, fall in blood pressure. Damage may appear days after exposure.
Skin Contact:
Corrosive! Contact with skin can cause irritation or severe burns and scarring with greater exposures.
Eye Contact:
Corrosive! Causes irritation of eyes, and with greater exposures it can cause burns that may result in permanent impairment of vision, even blindness.
Chronic Exposure:
Prolonged contact with dilute solutions or dust has a destructive effect upon tissue.
Aggravation of Pre-existing Conditions:
Persons with pre-existing skin disorders or eye problems or impaired respiratory function may be more susceptible to the effects of the substance.

(source..Material Safety Data Sheet )

During a Deployment
-----------------------------------------------------------------

Airbags use cornstarch or some other powder to help lubricate them. The powder floats around in a cloud for a few minutes after the airbag is deployed, and that looks like smoke. Although the airbag cloud is usually harmless and is not a fire or fire hazard, there have been reported cases of the airbag itself catching fire during a deployment. The smoky cloud may cause mild respiratory distress. If you have trouble breathing, you should step away from the cloud to get to fresh air.

There are also serious and physical dangers reported by hundreds of accident victims. Scrapes from the abrasive material and burns from the high heat during deployment are among the most common complaints and concerns.

After a Deployment
-----------------------------------------------------------------

After the air bags have been deployed, handling and disposing of the airbag is no longer dangerous, and you will not have to take special handling precautions, however latex gloves and breathing filters are both recommended by the manufacturers.

(photo courtesy of Stolen & Recovered)

If the vehicle is going to a salvage yard, laws in most states require the airbags to be manually deployed.

Why is my Airbag light on?..What should I do?

Douglas Gan — Mon, 19 Nov 2007 02:37:33 GMT

    Airbag warning lights are exactly that...a warning that the airbag system is not operating properly. When they illuminate, the system is inactive. That means the airbags will not deploy if you are in an accident. Very often, owners will tape over the dash or actually remove the bulb to avoid looking at it. Some states have laws against tampering with the bulb, and most newer vehicle have dash circuits that do not allow access (sealed printed circuits).

    When the warning light comes on, it is indicating a fault in the system and a scanner is usually required to diagnose the problem. The scanner for an airbag system is a different scanner than the one used to diagnose engine problem or reset the 'check engine' lights. (although some scanners will do both). Vehicles have different computers for each system
As the airbag systems are now covering more and more components, front airbags, side airbags, curtain, seat belt pretensioners, knee airbags (and coming) seat belt airbags, it is important to get the right answer before you start working to get the light out.

    There are sensors throughout the vehicle, under the hood, in the pillars, under the console, and in the seat tracks. There are now sensors in the seats detecting occupant classification (OCS) There is wiring in the steering column (clockspring) and on-off switches in the dash. The wiring and components of this safety system are an integral part of the vehicle and should not / cannot be removed completely.

    So when the airbag light comes on, get the system tested by either the dealer or a competent technician, find out what has failed and then make an educated decision on how to and whether or not to fix it.

Now they've done it!!

Douglas Gan — Tue, 06 Nov 2007 13:19:13 GMT

A new car was unveiled at the 2007 Frankfurt auto show this week. Toyota introduced the new 2009 IQ, an ultra compact that seats 4 adults and now has a REAR airbag. It measures less than 118 inches long but includes a panoramic sunroof and 17 inch wheels and rear passenger protection. During a recent interview with News.com.au, the iQ’s chief designers Hiroki Nakajima revealed that the car features a new rear-impact airbag. “It is for rear-seat people. But there are some issues with certification. It is still secret,” Nakajima explained. (read article)
So finally they have created a vehicle that surrounds us with airbag protection. Designed in the south of France, this one rivals VW, Hyundai and Renault. Toyota compares this car to a manta ray with new design concepts in the interior that include a three dimensional display that projects the gauges and readouts. The navigation and audio are on the steering wheel
.

Supplements, supplements, supplements...

Douglas Gan — Sun, 14 Oct 2007 12:08:40 GMT

Why is it that almost every vehicle repaired now requires a supplement? Is it just me or does it seem that way to you too? Estimating systems are costing thousands of dollars instead of hundreds, appraisers have supervisors and desk reviews...at least 4 people look over every claim BEFORE it's even started and yet we still have to ask for a supplemental claim before we can complete the repair.

Last week alone we had 6 jobs that required a return trip to the shops for additional parts needed to replace the airbag system to it's original state and reset the light. Airbag systems have been in use for over 20 years now and still the appraisers and writers don't have all the information they need in their estimating systems.

Obviously we're a little biased when it comes to which system we use (Airbagsolutions.com), but the information is available if only the appraisers and writers would use it. Everyone is in such a hurry to complete the estimate, and insurance companies are so intent on saving money that everyone loses.

Let's get it right the first time. Let's use the tools that are out there. Let's fix 'em right the first time!

Why Didn't My Airbag Deploy

Douglas Gan — Wed, 15 Aug 2007 19:43:11 GMT

Week after week, month after month I am asked ”Why didn’t my airbag go off? I was hit hard enough, the frame rail is bent, the engine mount was broken but the airbag never went off.”

These situations are far too common and even more commonly misunderstood. The airbag systems are designed for specific impacts, using very specific criteria to determine the severity of the crash as well as the degree of danger to the occupants of the vehicle. The earlier models used multiple sensors placed strategically in the front end of vehicles, while many of the newer cars and trucks simply use one central Sensing and Diagnostic Module and one remote sensor to determine deployment.

With the addition of head airbags, knee bag, side curtains, and seat airbags, again multiple sensors are in play, however each sensor is designated to a specific airbag. One for frontal, one for side airbag, one fur curtain, etc... But let me get back to the question at hand. The answer is …the airbags will deploy when they need to, based on the parameters designed into the computer. The diagram below will illustrate exactly which one will deploy and which one will not.

Vehicle 2 is impacted at approximately 45 degrees from center, hitting the left front corner of the vehicle. The impact to this vehicle does not qualify for an airbag deployment because it is outside the zone designed for either a frontal or side impact deployment.

Vehicle 1 is impacted at an almost straight ahead direction and will cause the frontal airbags to deploy. All of the inertia is focused on forward movement and thus the driver and/or passenger are both subject to much more risk of personal injury form this impact that those in vehicle 2.

Airbags are basically designed to prevent the occupant from going through the windshield (or side window) as a result of an impact. If the impact is not severe enough, fast enough, or at the correct angle to risk that much personal injury, then in many cases the airbag will NOT deploy. In addition, a 'soft' impact, such as hitting a deer (or person), will also NOT transmit enough energy through the frame of the vehicle to activate a deployment. Once in a while we see virtually no damage to a vehicle and both frontal bags deployed. Upon closer inspection we discover a direct hit to the sensor or the frame rail right next to the sensor. It is with these close proximity hits to the sensing equipment that the airbags deploy when no one was in fact in danger. And on the other hand, we sometimes find a 'total loss' vehicle without a single airbag deployed. These vehicles are often hit at exactly the wrong angle for any bag to deploy.

So when airbags deploy, multiple criteria have to be met. But in general for an airbag to deploy, the speed needs to be over 30 mph, the angle of impact needs to be within 15 degrees of direct frontal or side impact, and now, with occupant sensors, someone needs to be in the seat of the occupant at risk.

What airbag parts do I replace?

Douglas Gan — Mon, 18 Jun 2007 16:20:13 GMT

Today I received a call from a body shop that was unsure of the components to replace after a deployment. They were working on a 2006 Nissan Maxima. Only the driver’s airbag deployed and they, along with the insurance appraiser, were confused as to why this happened and what parts were actually needed. The front harness was cut from the accident as well. The estimate allowed them the driver’s airbag and the replacement of the front harness only.

Looking it up in our database as well as the factory database, this vehicle calls for all deployed components along with the control unit to be replaced after deployment. I directed them to check the seat belts (which were overlooked originally), for operation. These pretensioners deploy milliseconds prior to the airbag deployment. We discussed how many occupants were in the car (only the driver was). I explained to them that beginning as early as 2002 manufacturers have been installing occupant sensors and “smart bags”. These systems determine who is at risk and what level of deployment the airbag system should implement. If no one is sitting in the passenger seat (or it is a small child), the airbag will not go off on that side.

Upon closer examination of the car, they found that this vehicle needed the following components:

• Driver’s airbag

• Clockspring …it was melted and discovered only after the airbag was removed. (this component only comes as part of the multi-function switch.)

• Both front seat belt pretensioners (neither one worked properly, they had both deployed)

• Front sensor (required)

• Airbag control unit (required)

• Front wiring harness

After installing all of these components, the system will have been repaired to Nissan standards and give the repair shop the confidence that the customer’s safety and protection has been restored to the original level of reliability.

These are the types if questions Airbagsolutions.com answers completely and effectively. Knowing what you need gives you the advantage of understanding these systems better and repairing them according to the manufacturer’s requirements.