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Coding Error Sends 2019 Subaru Ascents to the Car Crusher:
Usually, news of an automotive-related software issue involves an error like last week's GM recall of 1 million SUVs and pickups because of a steering defect in their electric power-steering module. GM stated that the defect can cause a momentary loss of power steering followed by its sudden return, which can lead to an accident, and already has in about 30 known cases. GM says a software update to the module available from its dealers will fix the problem.
But a software remedy can't solve Subaru's issue with 293 of its 2019 Ascent SUVs. All 293 of the SUVs that were built in July will be scrapped because they are missing critical spot welds.
According to Subaru's recall notice [PDF] filed with the U.S. National Highway Transportation Safety Administration, the welding robots at the Subaru Indiana Automotive plant in Lafayette, Ind., were improperly coded, which meant the robots omitted the spot welds required on the Ascents' B-pillar. Consumer Reports states that the B-pillar holds the second-row door hinges. As a result, the strength of the affected Ascents' bodies may be reduced, increasing the possibility of passenger injuries in a crash.
Subaru indicated in the recall that "there is no physical remedy available; therefore, any vehicles found with missing welds will be destroyed." Luckily, only nine Ascents had been sold, and those customers are going to receive new vehicles. The rest were on dealer lots or in transit.
(Score: 3, Informative) by Anonymous Coward on Sunday September 23 2018, @05:34PM (2 children)
> ...properly implement a procedure to strip down the affected areas of the vehicles, weld it up and re-assemble?
This is not a classic car made from mild steel. B-pillars provide a large part of the strength to resist the side impact crash test, preventing intrusion into the passenger compartment. To keep them from being huge, they are made of special steel that gets its high strength from a combination of mechanical working (during stamping) and heat treating (some of which may be combined with paint baking ovens). The spot welding is done in the middle of this process, and as I understand it, the heat treating is required after the spot welding to develop/restore the correct properties (strength & ductility for crash energy absorption). These parts are highly optimized with a combination of predictive engineering tools (CAE) and actual crash testing.
In modern cars, damage to structural areas like that are often reason to "total" a car if damaged in an accident--not repairable back to original specs. This is not to say that some sleazy body shop won't try, but the manufacturer knows better.
(Score: 2) by shortscreen on Sunday September 23 2018, @08:42PM (1 child)
If so then it sounds like manufacturers are designing non-repairable bodies and this time they were the ones to be bit in the ass by it instead of the buyer.
(Score: 2) by Pslytely Psycho on Sunday September 23 2018, @09:26PM
Essentially that is correct. It is also the reason many cars are 'totaled' even for minor damage. You basically can't repair a crumple zone. Unibodies were always difficult to repair compared to full frame vehicles. Now any attempt to repair them likely reduces their effectiveness as a safety device even if there is no damage beyond a few missed welds. Salvaging seats, drivetrain (including wheels/tires) shouldn't be too difficult, and I don't believe they could be sold or re-used as new parts at that point, but could be sold 'used.'
Of course the question then becomes are those parts worth enough used to cover the cost of salvaging them. Due to liability, they couldn't just send them to a salvage yard and risk even one having it's title 'cleaned' and re-sold, so they would have to either do it themselves or oversee the salvage to be sure the bodies ended up in the crusher at minimum.
Likely a lot less expensive to just eat the cost.
At least they didn't try to cover it up.
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