| To Repair or Not to Repair? Advances in technology resonate throughout the architecture of the electrical system. From changes in headlamp bulb requirements to sophisticated safety systems such as SRS and ADAS. The wire assembly is the backbone for the successful implementation of these critical networks. The question arises; Should we be repairing wire damage on these safety related systems? |   |
| Position statement: Do not repair the portion of the wire harness assembly that is directly related to a safety system. |
 | 1. Why Not Repair ADAS Wire Damage? Let’s start with the wire; Todays wiring circuits have been reduced in size. The industry is moving toward low voltage sensor circuits that uses a 20 to 26 awg wire size and a 7 copper strand count. Meaning, a simple knick in a strand while stripping would be cause for rejection. In comparison, in the early 2000’s the typical wire size was 16 to 18 awg with a copper strand count of 17 strands. |
| 2. Crimping the Terminal The second concern is crimping the terminal. Today’s tolerances are much tighter, and the equipment and tooling needed to hit these tolerances is not offered in a field application. Hand tools are very specific when it comes to crimping and each manufacturer has their own tooling crimp height specifications. Also, coaxial cable absolutely negates the possibility of a repair in the field. |
| 3. Precision Connector Housing Finally, the connector housing is manufactured using precision injection molding techniques. This precision allows for the use of smaller terminals and thus smaller wire. The tooling required for removing and installing this type of housing is expensive and delicate. For example, the terminal and connector configuration for a forward-looking radar sensor requires a precision tool and an inspection microscope capable of reading from 10x to 100x to validate and verify terminal crimp height. |  |
