LYNX Now Requires Proof of Successful Recalibration

Third party administrator (TPA) LYNX Services, a Solera company, recently sent a notice to some auto glass repair shops and dealerships stating that it will now require documentation of a successful recalibration, which has to be accepted, prior to payment of any invoice.

The TPA is requiring four photos be submitted via email as documentation following the recalibration. As an auto glass retailer, the following is required:

  1. For a dynamic recalibration, the shop must provide a photo of the recalibration tool serial number; the vehicle’s VIN, year, make and model; the date and time of service; and an indication of success.
  2. For a static recalibration (or both), the shop must provide all of the aforementioned information, as well as one photo from the rear of the vehicle showing its license tag and target board, and one photo from either side of the vehicle showing the wheel alignment and target board.

According to the notice, a final authorization for recalibration services will be confirmed once the documentation has been accepted.

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4 Responses to LYNX Now Requires Proof of Successful Recalibration

  1. Pingback: LYNX Now Requires Proof of Successful Recalibration | Auto Glass Safety Council™

  2. Is Lynx trying this in all states? If so, we will need to schedule all installs with LDWS at the dealerships to make this even remotely possible.

  3. I hope car dealerships are ready to go into the glass business because that’s where this is headed. If they go into the glass business then their service departments better get use to billing insurance companies. They may as well let their techs install windshields (YEAH RIGHT!!) Subaru says only their glass can be installed on the cars with “Eyesight” or commonly known as “ADAS.” Ok, that’s fine but Subaru does not give us adequate markup on the glass to get me interested in taking on the risk of potentially having a windshield break much less take on the liability of the customer’s calibration. I would say the average retail on a Subaru O.E. Eyesight windshield is $500 not including labor or urethane and the cost of calibration. I’m not interested in spending $400 to make $100 on a piece of dealer glass. Then you make in the neighborhood of $100 in labor and very little on the adhesive kit. so you make $200 on a job that you should be making $350 on and you have the added frustration of meeting at the dealership which may or may not be very accommodating and is almost always more time consuming and very often leads to customers not being on time or rescheduling altogether. We all know that there is a ton of wasted time and frustration with the extra paperwork associated with anything other than nags parts when it is an insurance job. Certain networks that rhyme with Takeflight Glass Claims make authorizations and extra payments very painful at times. If you agree to do the calibration then you are on the hook for liability associated with “Eyesight.” I’m all set. Not doing it. Here is what I do. Insurance customer calls me… I explain… call your Subaru Service Department, Let them know that you have a glass claim and that you know that you need only Subaru brand glass and that you are aware that a calibration will need to be done at the end. Your Subaru dealer will handle your claim and order your glass as well as schedule your appointment. The Subaru dealer will sublet the installation to me. I will arrive at the dealership and replace your glass. When I am done replacing your glass I am out of the equation. I have done my job. From there the service department will calibrate your “Eyesight” system and call you when your car is ready. You will sign your paperwork with the Subaru dealer and they will bill your insurance company. THIS KEEPS THE GLASS SHOP OUT OF THE LIABILITY WITH THE CRASH SYSTEM. It saves you time in a situation where you don’t stand to make money. It lets the Subaru dealer realize that we aren’t going to facilitate their installations and claims that only Subaru Glass works with “Eyesight.” Once they try billing the insurance company and aren’t getting payed there will be meetings about this within the dealerships and then at corporate Subaru and it will happen with other vehicle manufacturers as well. Much easier and quicker to just be the sublet guy. Get your purchase order and move on. You didn’t build the car or set the rules. Let the dealers deal with the headaches of their systems. Everything does not need to be attached to the glass but they are running out of room behind their plastic bumpers. The manufacturers need to think about what they are doing here and the dealerships need to be responsible for their systems and I don’t need the call backs because we are sticking our necks out recalibrating electronics that we know almost nothing about. I know I know….. we are supposed to take control and lead. Sure… give us our NAGS pricing and book labor back as published and then we should be interested in calibration. Our industry is hurting in the credentials area too. Go on the AGSC website and look up the shops and installers in your area. 90% of them are not certified. I am an 18 year technician. Certified at my first chance one year into my career with the NGA several times and now several times a Master with the AGSC as they took over. I’m not just blowing smoke. A lot of our industry publications are being persuaded by bigshots at national companies with money to spend and persuade. End of rant. Please publish this in AGRR and GlassBytes and everywhere else. This is the other side of the argument on ADAS.

  4. Continuation of my last comment….one more thought. The next time one of you technicians replaces a windshield in a new Subaru Outback and uses a dealer windshield take a look at the overall thickness of the glass. I have experience as a glazer also and I will say that The overall thickness of both pieces of glass and the inner layer are not more than a true 3/16″ of an inch. The sheet of lami looks very comparable to 1/8″ laminated. I question if the inner layer is even .030 as it should be at a minimum . So…..we are installing glass that is o.e.m. and supposed to be optically clear and the only thing that works with their version of adas systems but we are using much thinner glass to do this? Maybe it is a coincidence that the glass is so thin and has nothing to do with the specifications needed for theadas or “eyesight.” Nonetheless, are these windshields manufactured in the USA and manufactured to American automotive safety glass standards?? The cars they are intended for are bought by Americans and drive on our roads. The cars are supposed to pass our FMVSS crash standards. These are Japanese cars…..What are the laws in Japan? I’m sure there is a Subaru of America but these cars are probably designed in Japan. Any technician who has cut one of these out with a cold knife knows that these windshields seem especially brittle when you compare it to the thousands and thousands of other windshields. It may have to do with the molding that is attached to the glass and leaving very little room for the knife blade but I am a Picasso at cutting out glass. I rock my coldknife downward as I pull in order to stay against the pinchweld and away from the glass and molding. The windshield still cracks excessively in my opinion. I question the windshields thickness and structural integrity in a rollover. It seems very brittle also. Another question that I have to ask is what are the specs for FMVSS 205 pertaining to this windshield and object penetration?? I install with Dow Beta One and Express 30. My installations are absolutely textbook. Done clean and exceed our industry standard. Should certified techs be installing this glass? Aren’t we suppose to question these things if we are doing replacements in accordance with FMVSS? I would like to see a study comparing a Pilkington and PGW aftermarket in this situation. Autoglass has gotten thinner and lighter over the years no doubt but where do you draw the line? Are Subaru’s roof and pillars being built thicker and stronger than in previous models which help them to pass crash tests? I would like to know. Anything is possible I guess. Lets get real about all of this though. Subaru isn’t the only car manufacturer claiming that their windshields are the only glass that will work with their crash systems. OK, but how well do they hold up in a crash. I like to trace DOT numbers on OE glass and look at which plant and manufacturer it actually came from just by putting it into google on my phone. This is public info. A lot of glass gets made in a certain plant when it is being made for a model launch to control quality and then months or years later it ends up being made under the same dot number in China or Mexico where all of the aftermarket is coming from and being private labeled. It isn’t being made to O.E. spec at that point but we still pay for the O.E. logo being put on it. That better not happen with these new “eyesight” windshields!! REMEMBER THEY HAVE TO BE MADE TO EXACTING STANDARDS!!! Don’t let the cheapest bidder get the contract later!!

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