Explanation Of Structural (Frame/Unibody) Damage - Toyota All Models Inspection Standards Manual

EXPLANATION OF STRUCTURAL
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FRAME/UNIBODY
Any indication that there is/was frame or unibody damage, or any
sign of structural repairs, makes the vehicle ineligible for certification.
Most Toyota vehicles are manufactured with a unitized body/frame
(unibody) construction.
Structural components can be defined as the major load-bearing
and/or passenger-protecting structural components in the vehicle.
The following unibody components are defined as structural:
• Front radiator support (core support), both upper and lower.
• Front- and rear-side members (frame rails).
• Front and rear wheel house/strut tower assemblies
(front fender aprons).
• A-, B-, C-pillar assemblies.
• Inner and outer rocker panel assemblies.
• Floor pan, floor stiffeners, floor tunnel.
• Trunk floor assembly.
• Front and rear suspension cross members.
• Door intrusion beams.
• Bumper reinforcement bars.
While the outer door panels (sheet metal door skins), rear-quarter
panels and the rear body panel are welded to the structure and do
play a part in vehicle structural integrity and crash protection, they
are considered primarily cosmetic and are classified as non-structural.
Structural damage, therefore, is any frame/unibody damage affecting
the designed performance of these components. Kinks, bends,
cracks or tears, improper welding, heating or incorrect stress relieving
during repair will alter the performance of a structural component.
Minor scratches, small dents, smooth bends or any damage that does
not vary key dimensional reference points or standard body marks by
more than 2mm would generally not be considered a structural defect.
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DAMAGE
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Please note that damage which causes misalignment of just over 2mm
will not be visible in most cases. Accurate dimensional measuring and
wheel alignment inspection may be required to identify this type of
minor misalignment. Bending damage causing dimensional changes
greater than 2mm can usually be repaired through straightening and
stress relieving and, if performed correctly, will generally not cause any
loss of performance, strength, safety or durability.
PREVIOUS REPAIRS
In general, previous structural repairs, especially poor-quality repairs,
are best identified from under the vehicle. This is the best place to start
an inspection. Be thorough and methodical. In some cases, it may be
necessary to remove the lower plastic engine covers to view the front-
side members and lower radiator support. Any of the items shown
below should trigger a more thorough investigation:
• Inspect all weld flange areas for signs of rust or separation.
Check for the presence of high weld nuggets. Original factory
resistance spot welds are normally concave or flat in appearance.
They are usually replaced during repairs by a process known as
MIG/GMAW plug-welding, which may leave a slightly higher
nugget than the surrounding metal. They are normally ground
flat in highly visible areas, but may be left untreated on the lower
section of the vehicle by some technicians. Undercoating and
seam sealers will not always cover poor-quality welds.
• Pay particular attention to the down-standing rocker panel pinch
weld flange, especially the inner flange where it joins the floor
pan. Any evidence of the use of clamps (teeth marks left by
pulling or anchoring clamps) used for stabilizing a vehicle during
a repair will exclude the vehicle's eligibility and is constituted as
frame/unibody repair. Most structural repairs require the vehicle

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