Ford and Lincoln have expanded available sectioning procedures to include a rear rail (rear side member) sectioning procedure for 2020-2025 Explorers and Aviators.

During a live I-CAR session at this year’s SEMA Show, Ford Paint and Body Senior Engineer Gerry Bonanni shared the news about the new procedure. The recorded livestream can be viewed on I-CAR’s website.

“The welding will be done with either a squeeze-type resistant spot welder or MIG plug welds, which is allowable in the steel and repair matrix; no adhesive,” Bonanni said. “MIG plug welds throughout where it goes to the floor pan… the 75 mm backer can be squeeze-type welded in and then inserted and plug-welded on the remaining.

“You’re going to be cutting the new service part rail. We do not offer a repair section; you buy the entire rail — typical of other Ford procedures, and at that point, you’re cutting it to fit and making the backer from there.”

Bonanni added the changes were made because of several field requests.

The rear rail procedure for 2020-2025 Explorers and Aviators is found in the Ford Workshop Manual under “501-30 Rear End Sheet Metal Repairs > Removal And Installation > Rear Side Member Section.”

“Make your repair plan, try to figure out the least invasive way of repairing the vehicle, and follow what we have in the guidelines,” Bonanni said. “You can’t go wrong with that… We have to plan our repair. It’s become more and more critical the more technology is phased into our vehicles; all the other items that we have within the vehicles — ADAS, electronic features, supplemental restraints. All of that plan, as you develop it with your technicians, are key and critical to a safe repair.”

Bonanni also stressed that only Ford Motor Co. replacement rivets should be used. Failing to do so will lead to severe liability and safety issues, he said.

“As you follow our rivet patterns in the book, don’t deviate from them,” he said. “Simply follow the pattern that’s in the Workshop Manual, use the mandrill, and use the Ford-approved rivet guns.”

I-CAR and Ford noted the rail is made of boron steel and was previously only allowed to be installed as a complete assembly.

“Ford provides three locations which the rear rail can be sectioned based on severity,” I-CAR wrote on its website. “If damage exceeds available sectioning locations, the complete rear rail needs to be replaced. The sectioning joint requires a 50 mm backer but the cut location is not welded at the seam. After welding is complete and the area is properly prepared, seam sealer is applied to the sectioning location.”

Ford says the sectioning joint should not be seam welded as described in the general procedure.

“Always refer to the vehicle-specific Workshop Manual when performing repairs,” the post on I-CAR’s website states. “Failure to follow OEM procedures sacrifices the safety and duality of the repair.”

A Society of Collision Repair Specialists (SCRS) OEM Collision Repair Technology Summit session at the 2024 SEMA Show in Las Vegas last month gave an inside look into the value of OEM repair information and how procedure development and testing play a critical role in safe and proper repairs.

“I identified early on that we needed to have a way to fix this frame,” said Kelly Logan, Rivian’s service and collision repair programs director.

The frame is important not only for safety but also for protecting the battery pack, he said. The team had to find a way to create localized repairs to lower the cost of ownership for customers.

Dan Black, Rivian’s service engineering collision senior manager, said the team had to focus on how to create repairability while also achieving safety and quality.

“We want to ensure it’s easy to execute using current tooling processes you are familiar with and materials you are familiar with so that you can get greater volume on these processes from your technicians,” he said.

Rivian ultimately designed six repair process iterations before they agreed one could meet all of the objectives.

Black said the team went back and forth between virtual and physical testing with each iteration including testing mini coupons in simulations to see how well welds performed.

Frame rail assemblies were also built from samples and free-dropped 50-60 feet to see how the rail responded, Black said. He said the load was tested with OEM and repair samples.

Images

Featured image: 2021 Ford Explorer Timberline (Provided by Ford)