by Bob Beranek
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The fall season is here, and there are a few things you may need to adjust to compensate for the colder weather.

  • Clothing – Colder weather means proper clothing should be acquired for comfort and quality installations. A cold technician hurries through their installations and can cut corners. You should dress in layers, so when the day wears on and temperatures rise a layer of clothing can come off.

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  • Scheduling – It’s great to do installations in the open air during the summer and spring. However, the cold winds of the fall and winter are not as pleasant. Make sure to schedule jobs with shelter available as often as possible because cold winds and wet weather are not conducive to proper installations.
  • Tools – You might be able to get by with dull blades and cold knives in the summertime but fall brings stiffer and harder to cut urethane beads. Make sure your blades are sharpened in the morning and honed up during the day and that your power tools are in good working order.
  • Parts – Cooler weather brings more brittle plastic parts. Make sure your parts box is stocked and inventoried. Also you should have your heat gun and hair dryer at the ready to warm up vinyl and dry out pinchwelds. The sun is not as warm in the fall so be prepared to smooth out that “washboard” moulding before you leave each job.
  • Adhesives – Sealants and adhesives will be stiffer in colder temps. Keep them warm by taking them in the shop at night. During the day you can keep them warm by exposing them to warmer air blowing from the floor heaters. I do not recommend using your defrosters on the dashboard, as that can make those cartridges or packages flying projectiles in case of an accident. Check with your adhesive manufacturers’ instructions so you will know what you can and cannot do when storing your chemicals.
  • Primers – Most primers have a longer drying time in colder weather. Make sure you check the proper timing and adjust your installation procedures to compensate.
  • ADAS – Many Advanced Driver Assist Systems (ADAS) turn themselves off when the cameras and sensors cannot see the road markings due to rain or snow. You should be aware of this and make sure your customer knows recalibration is required even though the system has shut itself down.
  • MDAT – The Minimum Drive Away Times (MDAT) may have to be adjusted to compensate for cooler and dryer temperature. Some adhesive systems do not need any adjustments except for some primer dry times, however others do need to be adjusted according to the heat and humidity of the day. Keep you MDAT charts available for reference.

There have been discussions about carmakers requiring pre & post scans when doing any repair work on their vehicles lately. “Scanning” means using a tool to read the vehicle’s On-Board Diagnostic (OBDII) computer.

The scan taps into the OBDII port under the driver side dashboard and flags “fault” codes that are tripped by things that cause problems for the vehicle. Dealerships, body shops and other repair facilities are already required to perform a pre-scan prior to beginning any repair procedure to make sure there are no undetermined issues to deal with, along with and a post-scan after the repair is complete to confirm the repair.

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Vehicle technology built into the modern vehicle is categorized under two headings, safety related or performance related. Safety related technology is the most important. If safety related features are not performing properly, the repair facility is obligated to fix the problem. An example might be the Advanced Driver Assist Systems (ADAS). I say “might be” because it is still unclear if ADAS is an “assist” system or a “safety” system.

Some safety systems are noticeable to the driver via lights, sounds, and warnings that pop up on the dash or fill the cab with audible warnings. Others are intertwined with other systems that are read by the scan of the vehicle and are not obvious to the driver. The carmaker wants to make sure the vehicle owner has the most current safety technology up and working correctly.  Directing and requiring scans help assure the safety of occupants in the vehicle.

The other scanning requirement is of performance related technology. Vehicle owners spend thousands of dollars to have the latest in performance features and expect them to be in working order. When an owner enters a repair facility, they expect their vehicle to be in the same working order as when it arrived at the repair shop. Pre & post scans assure the customer of that expectation.

What does this have to do with auto glass? Our challenge is to step up. This new technology has reached our industry through our connection to ADAS and with other glass related systems. We must rise to the level of professionalism of our sister industries.

More and more auto repairers pinpoint systems that are not operating properly through a pre-scan process. They then deliver that vehicle back to the owners, with all of the systems repaired and operating at peak performance and safety; which are documented through the post-scan process.  Our industry cannot be any less of a service provider.

There are dozens of scanners available to the professional and consumer and can range from under $100 to thousands. Each scanner offers different levels of performance from superficial readings for the car owner to global scans that professionals use to diagnosis complex systems.

My advice – do your homework and determine the scanner that will fit the needs of your shop. Purchase and use it on every vehicle. When an issue shows itself, determine if you have the ability and equipment to repair the problem. If not, inform the customer of the issue and suggest a repair by a professional that can complete it.

Recently we’ve seen an increase of original equipment (OE) glass purchases from dealerships. Why, because Advanced Driver Assistance Systems (ADAS) are being incorporated into new vehicles more often than not. This means auto glass companies that don’t recalibrate ADAS systems must depend on dealerships. By adding dealerships as a partner to complete auto glass services for their mutual customer, may mean the dealership will demand OE glass be obtained for the replacement to facilitate recalibrations.

What does that have to do with the title of this post? When OE glass is purchased from a dealer, it can sometimes come to auto glass shops pre-primed, especially if the vehicle is a new model or has just been manufactured for the new model year. This can pose a problem if the urethane adhesive you choose doesn’t allow use with unknown primers.

We all know technicians should never use a glass part with an unknown primer applied. If glass is delivered to your shop and the glass has a primer applied, it should be returned for a new part. The technician wouldn’t have a way of knowing how the glass was cleaned, primed, or prepared and what chemicals were used. You also wouldn’t know if the glass was cleaned properly and if the primer used was compatible with the primers the technician will use? None of these things are known and no one should assume the previous technician knew what they were doing when they prepped the part.

You may think, I’ll just clean it off, but will you, and can you? It may look clean and contaminant free when you’re done cleaning it, but is it really? If you use abrasives to remove any foreign materials some of the frit paint may be removed. The frit is a rough surface with peaks and valleys that are coated with chemicals that can’t be removed fully without removing a substantial amount of the frit paint. When frit paint is removed the frit is not as protective of the urethane as it was before. The adhesive will be more susceptible to ultraviolet light breakdown and reduction in mechanical bond.

So, what should we do to prep the pre-primed OE part? I asked that question to three of the top auto glass adhesive manufacturers’ in the industry. Unfortunately, each had a different answer, but none said you can’t prep an OE part properly with the right procedures. One of the top adhesive producers warned not all OE prepped glass was equal in terms of proper priming. OE’s make mistakes like everyone else. I’ve previously written about problems with priming that must be addressed if witnessed.

I urge all technicians and owners that read this article, to check with their adhesive representatives or check their adhesive instructions to verify the procedures in dealing with pre-primed OE parts. If your urethane of choice has neither a rep nor written instructions covering this issue, the only way you can be assured the primer on the OE part is compatible with the urethane used is to purchase the OE urethane kit with the OE glass part. Then follow the written instructions given to you by the OE adhesive company.