|
|
New
replacement auto body parts such as fenders, bumpers, hoods,
lights, etc., if manufactured by a company other than the
original car maker (Ford, Chrysler, etc.), are parts
referred to as "aftermarket" or "non-OEM" or" generic"
parts. Comparisons in the mechanical parts business would be
aftermarket items such as Sears Die-Hard batteries, Monroe
shocks and Midas mufflers as they are replacements to the
original parts but not manufactured by original equipment
manufacturers (OEM).
- Prior to the early 80's, the new car manufacturers enjoyed
a virtual monopoly on the production and sale of replacement
body parts; unencumbered by competition their pricing was
extremely high, consumers and their auto insurers had no
choice but to pay the monopolistic prices established by the
manufacturer.
- In the mid 80's, consumers were finally given an option
when independent manufacturers began making auto body
replacement parts. These new competitors priced their parts
at a substantially lower cost than those
charged by automobile manufacturers for original equipment
manufactured (OEM) parts in some cases, from 20% to 50%
less.
- The auto manufacturing industry, which had controlled the
collision replacement parts market since the days of the
Model T, began waging a massive legal and public relations
campaign to discourage the use of these "aftermarket parts."
Contrary to the competitive American marketplace, the auto
makers went on attack by proclaiming all competitive parts
inferior and unsafe, and predicting that they would
ultimately reduce the value of any vehicle they were used
on. Meanwhile, the cost of a hood, a simple piece of sheet
metal, remained much higher than that of a complex piece of
electronics such as a VCR.
- Today, in spite of
increased public acceptance of competitive parts, the auto
manufacturers continue to oppose their use. They spend
millions of dollars each year on media campaigns in an
attempt to shore up their shrinking control of the market by
convincing the public that competitive parts are inferior.
-The truth, however, is evidenced in the statistics showing
increases in the number of certified parts, their usage in
auto repair, and the subsequent reduction in price of OEM
parts in response to the presence of healthy
competition. For example, an OEM fender for the Toyota Camry
cost $253 in 1992, before a comparable part was in
production. By 1996, when the aftermarket fender was
available for $100, the price of the OEM Camry fender had
dropped to $143.88 posing an interesting question: Would
they reduce their price that much if they really believed
that aftermarket parts were inferior?
- Auto owners have seen price reductions as much as 40% or
more, depending on the part and repair involved. In
comparison, if a repair shop completely rebuilt a car
entirely from OEM parts the cost would be nearly three times
the original retail price. For example, an average Ford or
GM car selling for $14,000 on the showroom floor would cost
more than $40,000 if purchased by piece using OEM parts.
- Aftermarket body parts offered by top quality
manufacturers are a high quality alternative to the much
higher priced OEM Parts, finally giving consumers a
competitive choice.
- In an independent crash
test conducted in the United Kingdom on March 9, 1995,
Thatchem, the Motor Insurance Repair Research Center, proved
conclusively that aftermarket crash parts do not effect the
safety or
structural integrity of modern vehicles. Crash testing, the
ultimate test of safety is difficult and prohibitively
expensive to do for all the many possible combinations of
replacement parts and original parts. Yet some
controlled safety studies of aftermarket crash parts have
been performed to ensure that a car will be as crashworthy
after a repair as it was before. Established in 1969 by the
British Insurance Industry, Thatchem has undertaken a wide
range of automotive research. They conduct some 30-40 crash
tests per year. Their crash facility has been operational
for over twenty years, with regular updates to keep it in
line with modern regulations. Thatchem is a responsible,
well-known laboratory capable of conducting a study of
aftermarket crash parts.
- The most stringent and comprehensive vehicle safety
standards in the world are those demanded by the United
States. Consequently, Thatchem choose to use federal safety
tests to prove that a vehicle's cosmetic panels make no
significant contribution to its structural strength and
safety.
- The entire testing program was also witnessed by a senior
engineer from the British Vehicle Certification Agency to
insure absolute compliance with the test regulations. A
modern 4-door passenger car was submitted as the test
vehicle. Both front fenders and both outer panels from the
front doors were removed completely and the vehicle was
accelerated to a steady speed of 49.03 kph (approx. 35-mph)
and impacted into a concrete barrier. The test results
clearly illustrated just how safe modern cars are, even when
outer body panels have been removed. Both front doors opened
easily as did the rear doors. The aftermarket hood behaved
well, folding at pre-designed points, thus preventing any
rearward movement into the windshield and passenger
compartment. Previous crash tests carried out on identical
vehicles with OEM hoods resulted in slight damage to the
windshield. The critical measurements for determining if the
vehicle passed the safety tests were gathered from the test
dummies. The measurements for head injury and leg injury
were found to be considerably lower than the maximum value
permitted for compliance of FMVSS - 208. The vehicle also
passed FMVSS 204, 212, 219, 301. The senior engineer from
the British Vehicle Certification agency certified that the
test procedures had been followed correctly, thus proving
conclusively that cosmetic body parts, whether OEM or
aftermarket, play little or no part in the structural safety
of modern cars. |
|
