Fact Not Fiction: The Real Story Behind Safety Inspections

by Alana Quartuccio

Post-collision safety inspections are not a work of fiction; just take a look at some of the facts.

Fact: Most, if not all, OEMs have safety inspection procedures for items like seat belts, steering columns and SRS components post collision as part of a safe and proper repair.

Fact: Not performing safety inspections can lead to serious consequences.

While the industry seems to be dragging its heels toward accepting safety inspections as part of a safe and proper repair, concerns continue to escalate.

At the recent Collision Industry Conference, collision professionals called post-collision safety inspections “the single biggest friction point in the industry today.” (See grecopublishing.com/near0926ntlnews/).

The CRASH Network and Collision Advice quarterly “Who Pays for What?” survey on body labor revealed some worrisome data surrounding seat belt and steering column inspection/measuring. The survey asked shops about reimbursement rates, with 40 percent reporting being reimbursed “always” or “most of the time” for seat belt inspections. Less than half the shops being reimbursed for this step is not just an indication of lack of acceptance, but also implies that shops are most likely not performing the step at all.

“Of all the procedures, this is the one that keeps me awake at night,” Mike Anderson (Collision Advice) noted. “We must be doing this on every single vehicle. While this survey asks about reimbursement for this procedure, the findings also lead me to believe that shops are aware of the requirement and not doing it every single time.”

There are indeed a number of misconceptions about safety inspections throughout the industry. Pushback from insurers is surely one factor, but the body shops may also be under the false impression that these inspections are an unnecessary part of the repair process. Some believe that if they don’t see damage to these components, there is no need for inspection, but there is always a chance of unseen and secondary damage. This is not about DTC codes or visual damage; it’s about doing the right thing to keep customers safe.

“When we talk about a vehicle safety inspection after a collision, we are not simply talking about the state-required inspection sticker,” states Mike Johnson (Crown Collision Solutions). “After a collision, the vehicle may require numerous manufacturer-specific safety inspections, measurements, tests, calibrations and component replacements before it can be properly returned to service. These requirements vary by manufacturer, model, model year, collision severity, damaged components and the repairs performed.”

Additionally, safety inspections are not one-size-fits-all; the OEMs make the rules.

Johnson stresses, “OEM procedures must determine what is required. Depending upon the vehicle and collision, the manufacturer may require specific inspections, measurements, diagnostic procedures, calibrations or replacement of components. A repairer should therefore research the specific manufacturer’s current procedures for the particular VIN, vehicle, collision damage and repairs being performed.”

Johnson warns about the many misconceptions about what these inspections may require; for example, seat belt inspections require more than pulling on a belt. And depending on the manufacturer, inspection procedures may include the examination of seat belt webbing, retractors, buckles and latch assemblies, pretensioners, electrical connectors and wiring, seat belt warning systems, anchor points, bolts and mourning hardware, body attachment and mounting areas, evidence of deformation, strain, stretching or collision loading.

“Some manufacturers may also specify operational or road-test procedures,” he says. “Others may require replacement of particular restraint components based upon collision conditions, deployment, use during the collision or other manufacturer-defined criteria.”

Johnson has seen his fair share of compromised safety systems that shops failed to pick up on because they failed to do the required inspections.

“I had one vehicle come in from a shop with a collapsed steering column following an accident. The shop never picked up on it and there was a code stating the steering column collapsed. I’ve seen vehicles where the pretensioner on the seatbelt had gone off and the shop didn’t have a clue about it. Unfortunately, some of the shops aren’t actually looking at the cars thoroughly or their technicians aren’t properly trained.”

“We’re Lexus and Subaru certified and those automobile makers are very explicit in their repair procedures on what needs to be done when that vehicle is in a collision, or even a slight collision,” says Rob Haskins (Haskins Automotive; Wellesley).

“Safety inspections are done on a case by case basis,” reports Doug Begin (Vendetti Motors: Franklin). A General Motors dealership collision shop, the majority of vehicles Vendetti works on are GM along with Subaru and Toyota. Begin says his team is well aware of the manufacturer recommendations/requirements for post-collision repair inspections. Some require extensive disassembly to inspect every airbag component. It depends on the manufacturer.

“Subaru recommends that after any collision, no matter how minor, you have to do all these inspections,” Begin says. “This means you have to take out the whole interior of the vehicle, including the dash, steering column, strip everything out and thoroughly inspect every airbag.”

According to Begin, for some situations, the reason behind the damage could outweigh the need for inspection, like if damage to a quarter panel was caused by a thrown baseball, not a collision. In this case, it could be up to the customer to decide if they want the safety inspection conducted,

“We’ll ask the owner if they want it done and if they are willing to incur the cost. At the end of the day, they might choose to do it. Safety is always our priority. We want to make sure our customer is well informed of the options they have.”

Even if the damage appears to be minor, it still comes down to researching what the OEM recommends and making sure the customer is educated and aware of the process. It’s of course crucial to make sure the vehicle owner is in the know when there is structural damage that likely could compromise those safety systems. Some customers may outright refuse, in which case the shop can have them sign a hold harmless agreement; however, there are some situations where a shop just has to draw the line and choose safety over anything else.

“Let’s say there was structural damage, and one or two airbags deployed, and we strongly recommend that we do the OEM recommend safety procedures and the customer still refuses,” suggests Begin. “Well, then we may not be the right repair facility for that customer. Our number one priority above everything else is the safety of our customers and their family’s safety. They can choose to go elsewhere and risk putting themselves at danger. We will not compromise safety.”

Haskins agrees that safety has to come first, and customers need to be involved in the repair process. “We use Coverall Law Forever Forms. We get them signed and it gives us a lot of rights. Let’s say the vehicle is either Subaru or Lexus. We know we have to perform those inspections. We are certified. We need to follow the repair procedures to a tee. If that car were to get into another accident and there was a procedure we didn’t do, I’m not an attorney, but I imagine we’d be held at a little bit higher standard because we are certified for that brand. It’s not a decision on whether or not the customer wants to do it; we need to do it. It’s the right way to fix the car.”

With most insurance companies, Haskins Automotive is not experiencing very much pushback, but with larger insurers in the state who do push back, the shop works to educate them, provide them with documentation and make them understand the process, Haskins explains.

“I’ve had insurance companies refuse to pay for seat belt inspection because they didn’t see visible damage,” Johnson notes. “I’ve asked them if they think they know more than the manufacturer who produced the product. These manufacturers are crashing cars all the time; they must know something I don’t. The manufacturer’s procedure, not an individual’s opinion, should determine what constitutes a required inspection.”

Documentation is key. “If someone represents that a safety inspection was completed, there should be documentation showing what was inspected, how it was inspected, what procedure was followed and what the results were,” Johnson suggests. “An insurance estimate by itself should not replace an OEM repair procedure.”

In his experience, he’s heard resistance from all sides – not just insurers.

“The Hyundai/Kia owner’s manual states that if the vehicle was in an accident, the seat belt must be replaced. I’ve told this to many shops who turned around and called it BS because it wasn’t ‘that bad of an accident,’ and I’ve told them not to kill the messenger. It is what the manufacturer wants.”

So, why are some shops not getting on board with safety inspections?

“They can suck to do,” Begin says honestly. “It’s tedious work. It could require you to contort your body to get under the seat to remove the steering column. Harnesses may be in tough places to reach. That’s my initial observation, but I also believe manpower or lack thereof plays a role. As a GM dealer, if we chose to adopt a standard operating procedure that we would do safety inspections for every single vehicle that came in, I’d have to hire one or two more people. It could also lead to the burden of having to argue even more with insurance companies.”

Haskins suggests it has to be a full-on committed business decision.

“You definitely have to be invested in repairing cars according to OEM repair procedures 100 percent of the time. Until you do that, it’s hard to convince the customer, insurance company, and sometimes a legal third party and dealership that it’s something required. You can’t pick and choose.”

He agrees it can be difficult as some inspection procedures require the disassembly of the entire vehicle. “You need someone meticulous and organized. It’s not a repair; it’s a different process, a different skill set.”

Johnson has a strong argument for those who try to challenge the use of the word recommended.

“The manufacturer recommends these procedures because they know what yields a safe, positive outcome. Here’s how I explain it: Imagine we’re on the same team in a war zone, facing two bridges. I tell you, ‘If you take the bridge on the left, snipers will take you out instantly – I’ve seen it happen. But if you take the bridge on the right, we’ve got you covered, and you can cross safely. In fact, you could dance across it. I recommend you take the right bridge.’ Which one are you going to choose? Obviously, the one that guarantees you make it across safely. That’s exactly what manufacturers mean when they use the word recommend.”

According to Johnson the bottom line is that a repaired vehicle should not merely look repaired, it should be restored according to the manufacturer’s applicable safety and repair requirements. “The goal is to return the vehicle to the customer in a properly repaired and safe condition consistent with the manufacturer’s requirements.”

Want more? Check out the November 2026 issue of New England Automotive Report!