May 2019 Northeast Edition by Autobody News

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Vol. 10 / Issue 2 / May 2019

NORTHEAST 2019 Features OEM Panel on ‘The Changing Landscape in Certified Repair’

Mike Anderson Debuts ‘Scanning Best Practices’ at NORTHEAST 2019

by Chasidy Rae Sisk

One of the highlights of the 2019 NORTHEAST automotive services show was the OEM repair panel on “The Changing Landscape in Certified Repair and Understanding the OEM Repair Procedures.” Moderated by Ron Reichen of Precision Body & Paint and Barry Dorn of Dorn’s Body & Paint, the panel consisted of Aaron Clark from Assured Performance, Leigh Guarnieri from Honda, Mark Allen from Audi, Kenneth Park from Volvo, Dave Gruskos from

Reliable Automotive Equipment, and Rick Miller from Wadsworth International. After explaining the purpose of the panel discussion, Reichen jumped right in with his first question regarding how shops manage the equipment required by certification programs. Gruskos explained, “There’s no magic piece of equipment to keep everyone happy. OEMs do a lot of testing, so you have to get the specific list of equipment from the OEM. Yes, things will change, and See Changing Landscape, Page 4

Sponsor, Repairer: Texas Insurer-OEM Procedure Bill Needed to Give TDI Power by John Huetter, RepairerDrivenNews.com

The bill’s sponsor and the head of the Auto Body Association of Texas told a Texas House Insurance Committee on April 9, that House Bill 1348 was necessary following what they said was the Texas Department of Insurance’s view that it was powerless to check certain insurer behavior. HB 1348 will hold insurers to OEM repair procedures. It declares that a carrier can’t “disregard a repair operation or cost identified by an estimating system, including the system’s procedural pages and any repair,

process, or procedure recommended by the original equipment manufacturer of a part or product.” In addition to demanding insurers acknowledge repair procedure, the bill defines “(r)easonable and necessary amount” as “the amount determined by the original equipment manufacturer’s manufacturer and estimating systems required to repair a vehicle to the condition before the covered damage to the vehicle occurred.” It also defines “like kind and quality” for aftermarket parts and adSee TDI Bill Page 6

Based on information from his quarterly “Who Pays for What?” On the first night of AASP/NJ’s surveys, Anderson shared that, on NORTHEAST® automotive services average, when a vehicle system calshow, Mike Anderson from ibration requires the use of Collision Advice debuted a OEM targets or weights, new course, “Scanning Best shops say they obtain the Practices,” to a jam-packed necessary equipment to do room of eager pupils. calibrations in-house 27 percent of the time. AddiAfter having attentionally, only 15 percent of dees introduce themselves and providing his own Mike Anderson of shops perform a pre-scan on background information, Collision Advice de- every vehicle, while 1 perAnderson explained that buted a brand new cent of shops never pre-scan the evening’s presentation course, “Scanning vehicles. Twenty-one perBest Practices.” cent of shops reported they would be a condensed version of an eight-hour class he re- perform post-repair scans on every cently developed on scanning and vehicle, and less than 1 percent reSee Best Practices, Page 10 how to overcome objections.

Truck Topics is a new series of articles by Gary Ledoux to appear periodically in Autobody News covering the collision side of the heavy-duty truck market, see pp. 50 & 64

APCIA: OEM Procedure Bill Lacks Provision Preventing Body Shops Committing Fraud in Texas by John Huetter, RepairerDrivenNews.com

An APCIA representative on April 9 testified against a Texas bill compelling insurers to pay for the cost of repairs done to automaker specifications, arguing that the measure lacked confirmation body shops used them and suggesting some repairers might lie about it. American Property Casualty Insurance Association state government relations Vice President Joe Woods’ questionable testimony opposing House Bill 1348 also described adjusters as the line of defense for repair quality. HB 1348 will hold insurers to OEM repair procedures. It declares

that a carrier can’t “disregard a repair operation or cost identified by an estimating system, including the system’s procedural pages and any repair, process, or procedure recommended by the original equipment manufacturer of a part or product.” In addition to demanding insurers acknowledge repair procedure, the bill defines “(r)easonable and necessary amount” as “the amount determined by the original equipment manufacturer’s manufacturer and estimating systems required to repair a vehicle to the condition before the covered damage to the vehicle occurred.” It also defines “like kind and See APCIA Opposition Page 6

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CONTENTS

AUTOBODY REGIONAL

NATIONAL

AASP/NJ Hosts ‘Autobody Team, Pit Crew

‘Who Pays for What?’ Surveys Find Growth

AASP/NJ's NORTHEAST 2019 Features Industry’s Favorite Speakers . . . . . . . . . . . . 14 American Honda Enjoys Success at NORTHEAST 2019. . . . . . . . . . . . . . . . . . . . 39 Authorities: NJ Mechanic Tried Patching Jeep’s Damage After Hit-Run Crash Killed Teacher. . 9 Auto Body Repair & Painting Among Uses Approved in Freehold Borough, NJ . . . . . . . 32 Danvers, MA, Auto Body Shop Closes After Almost 70 Years . . . . . . . . . . . . . . . . . . . . . 26 Firefighters Spot Blaze Near Fawn Township, PA, Body Shop . . . . . . . . . . . . . . . . . . . . . . . . . 28 K&M Collision’s Michael Bradshaw Delivers Repairer to Repairer Presentation at NORTHEAST . . . . . . . . . . . . . . . . . . . . . . . . 24 LIABRA, ABCG March Meeting Features Ford Collision Repair Awareness Workshop . . . . . 22 Mike Anderson Debuts ‘Scanning Best Practices’ at NORTHEAST 2019. . . . . . . . . . . 1 NORTHEAST 2019 Features OEM Panel on ‘The Changing Landscape in Certified Repair’ . . . . 1 PA, NJ First Responders Learn Rescue Skills Through NABC’s F.R.E.E. Program . . . . . . . . 30 WA Body Shop Owner Wins James Moy Memorial Award at NORTHEAST . . . . . . . . . . 8 Worcester, MA, Body Shop Owner Indicted for Motor Vehicle Fraud, Stealing $170k . . . 30

Masking for Priming . . . . . . . . . . . . . . . . . . 73 Accuvision-3D Measuring Approved by APN . . . 9 APCIA: OEM Procedure Bill Lacks Provision Preventing Body Shops Committing Fraud in Texas. . . . . . . . . . . . . . . . . . . . . . . . 1 Auto Industry: Blocking Trade With Mexico Would Be Disruptive . . . . . . . . . . . . . . . . . . 76 Autonomous Cars Can’t Recognize Pedestrians With Darker Skin Tones . . . . . . . . . . . . . . . . 36 BMW Recalls 183,000 Vehicles for Takata Airbag Inflators . . . . . . . . . . . . . . . . 36

Address Collision Issues . . . . . . . . . . . . . . . 50 Ledoux - Truck Topics 2: Truck Vs. Auto Collision Repair – An Overview . . . . . . . . . . 64 Phillips - Best Practices When Interpreting

Vendors, Insurers . . . . . . . . . . . . . . . . . . . . 56

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Malouf Chevrolet-Cadillac . . . . . . . . . . . . . . 52 Mazda Wholesale Parts Dealers . . . . . . . . . . 70

Axalta Coating Systems . . . . . . . . . . . . . . 5, 17

McGovern Chrysler-Jeep-Dodge-Ram . . . . . 16

Bical Auto Mall . . . . . . . . . . . . . . . . . . . . . . . 39

Mercedes-Benz . . . . . . . . . . . . . . . . . . . 11, 21

Blowtherm USA . . . . . . . . . . . . . . . . . . . . . . 31

Mercedes-Benz of Atlantic City. . . . . . . . . . . 53

BMW Wholesale Parts Dealers . . . . . . . . 62-63

Mercedes-Benz of Fort Washington . . . . . . . 53

Cadillac of Mahwah . . . . . . . . . . . . . . . . . . . 43

Mercedes-Benz of Paramus . . . . . . . . . . . . . 49

Central Avenue Chrysler-Jeep-Dodge-Ram . 29

Mercedes-Benz of West Chester . . . . . . . . . 53

Cherry Hill Dodge-Chrysler-Jeep-Ram . . . . . 32

Mercedes-Benz of Wilmington . . . . . . . . . . . 61

Classifieds . . . . . . . . . . . . . . . . . . . . . . . . . . 78

Mercedes-Benz Wholesale Parts Dealers . . . 75

Collision Equipment Consulting, Inc.. . . . . . . 34

MINI Wholesale Parts Dealers. . . . . . . . . . . . 64

Colonial Automotive Group . . . . . . . . . . . . . . 51

MOPAR Wholesale Parts Dealers. . . . . . . 44-45

Continental Auto Parts . . . . . . . . . . . . . . . . . 10

New Holland Chrysler-Dodge-Jeep-Ram . . . 22

Courtesy Kia . . . . . . . . . . . . . . . . . . . . . . . . . 6

Nissan/Infiniti Wholesale Parts Dealer . . . . . 68

Courtesy Mitsubishi . . . . . . . . . . . . . . . . . . . . 6

Northstar Kia . . . . . . . . . . . . . . . . . . . . . . . . 58

Criswell Chrysler-Jeep-Dodge-Ram . . . . . . . 38

Nucar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

Dent Fix Equipment . . . . . . . . . . . . . . . . . . . 37

Porsche Wholesale Parts Dealers . . . . . . . . . 60

Dent Magic Tools . . . . . . . . . . . . . . . . . . . . . 26

PPG Refinish . . . . . . . . . . . . . . . . . . . . . . . . . 2

Diamond Standard Parts . . . . . . . . . . . . . . . 47

Prima Welds, Inc. . . . . . . . . . . . . . . . . . . . . . 28

Member . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

Eckler’s Automotive . . . . . . . . . . . . . . . . . . . 35

SATA Dan-Am Company . . . . . . . . . . . . . 12-13

Modules Added to Estimatescrubber.Com . . . . 54

ECS Automotive Concepts . . . . . . . . . . . . . . . 8

Schultz Ford. . . . . . . . . . . . . . . . . . . . . . . . . 42

NABC 2019 Awards Nominations Now Open . . 17

Empire Auto Parts . . . . . . . . . . . . . . . . . . . . 36

Security Dodge-Chrysler-Jeep-Ram . . . . . . . . 7

New AMi Board of Trustee Appointments

Equalizer Industries, Inc . . . . . . . . . . . . . . . . 33

Spanesi Americas . . . . . . . . . . . . . . . . . . . . 24

Ford Wholesale Parts Dealers . . . . . . . . . . . . 73

Subaru Wholesale Parts Dealers. . . . . . . . . . 67

Flemington Auto Group. . . . . . . . . . . . . . . . . 27

Symach . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Fred Beans Parts . . . . . . . . . . . . . . . . . . . . . 80

Tasca Automotive Group. . . . . . . . . . . . . . . . 59

GM Wholesale Parts Dealers. . . . . . . . . . . . . 65

Toyota Wholesale Parts Dealers . . . . . . . . . . 74

GYS Welding USA . . . . . . . . . . . . . . . . . . . . . 30

U.S. Chemical & Plastics . . . . . . . . . . . . . . . 15

Honda-Acura Wholesale Parts Dealers . . 40-41

USI of North America . . . . . . . . . . . . . . . . . . 23

Hyundai Wholesale Parts Dealers . . . . . . . . . 72

VIP Honda . . . . . . . . . . . . . . . . . . . . . . . . . . 54

Infiniti of Norwood . . . . . . . . . . . . . . . . . . . . 55

Volkswagen Wholesale Parts Dealers . . . . . . 77

Kia Motors Wholesale Parts Dealers . . . . . . . 71

Westbury Jeep-Chrysler-Dodge-Ram-SRT . . 19

Procedure Bill Needed to Give

Kundert Volvo. . . . . . . . . . . . . . . . . . . . . . . . 64

YesterWreck. . . . . . . . . . . . . . . . . . . . . . . . . 14

TDI Power . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Launch Tech USA . . . . . . . . . . . . . . . . . . . . . 79

Yonkers Kia . . . . . . . . . . . . . . . . . . . . . . . . . 66

Customer Experience Center. . . . . . . . . . . . 72 GEICO Files Lawsuit Against Auto Glass Shop Suspected of Fraud . . . . . . . . . . . . . . 55 Honda, Acura Recall 1.1 Million Vehicles Over Takata Airbags . . . . . . . . . . . . . . . . . . 76 House Republicans Push for Action on Self-Driving Vehicles Bill. . . . . . . . . . . . . 78 How Will These Recalls Impact Your Auto Glass Customers? . . . . . . . . . . . . . . . . 38 I-CAR Contributes $225,000 to CREF . . . . . . . 17 Legislation To Enhance Cybersecurity Training. . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

Matrix Wand Joins CIECA as Corporate

Announced . . . . . . . . . . . . . . . . . . . . . . . . . 33 New Car Technology Benefits Drivers, But How Does It Affect Body Shops? . . . . . . . . . 52 Payscape, SCRS Partner on Member Benefit . . 28

Speak at CIECA CONNEX 2019 in

Shops Dealing with ADAS with Sublet

be obtained in writing from the publisher.

Office Manager: Louise Tedesco

AutobodyLaw.com . . . . . . . . . . . . . . . . . . . . 50

Codes & Calibrations. . . . . . . . . . . . . . . . . . 58

Yoswick - Panel Discusses Strategies for

any form the material published in Autobody News must

Bill Doyle, Norman Morano (800) 699-8251

Audi Wholesale Parts Dealers. . . . . . . . . . . . 69

Color Match 101: A Visit to Axalta’s

PPG Honors CHC Paint & Body Shop Supplies . 67

Features Industry Association Leaders . . . . 68

tion for the autobody industry. Permission to reproduce in

Advertising Sales: Joe Momber, Sean Hartman,

Malco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Performance . . . . . . . . . . . . . . . . . . . . . . . . 33

& Documenting Scan Data, Trouble

Sisk - ASA’s ‘Washington Watch’ Webinar

adjacent metro areas. Autobody News is a monthly publica-

Stacey Phillips, Victoria Antonelli, Gary Ledoux

Lynnes Auto Group . . . . . . . . . . . . . . . . . . . . 25

in Texas . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

Ledoux - Truck Topics 1: Heavy Duty Events

Massachusetts, Maine, New Hampshire, Vermont and

Toby Chess, Ed Attanasio, Chasidy Sisk, David Luehr,

Alloy Wheel Repair Specialists, LLC. . . . . . . . 20

CARSTAR EPG Set To Drive Network

Anderson - Industry Misses 2 Important

Industry Starts to Mature . . . . . . . . . . . . . . 42

Maryland, Northern Virginia, Connecticut, Rhode Island,

Contributing Writers: John Yoswick, Janet Chaney,

Long Automotive Group . . . . . . . . . . . . . . . . 48

Insurer-OEM Procedure Legislation

Ledoux - The 1970s - Part 1 - The Collision

Serving New York, New Jersey, Pennsylvania, Delaware,

General Manager: Barbara Davies

Acura of Westchester . . . . . . . . . . . . . . . . . . 56

COLUMNISTS

Attanasio - From Rock Star to Crash Star . . . . 48

Publisher & Editor: Jeremy Hayhurst

Accuvision-3D . . . . . . . . . . . . . . . . . . . . . . . 46

CARSTAR Conference To Be Held July 10–12 . . 30

Marcia Seebachan Joins Shops to Back

Aspects of John Eagle Collision Case . . . . . 46

ltedesco@autobodynews.com

in Shops Billing (& Being Paid) for

INDEX OF ADVERTISERS

Mentality’ Training. . . . . . . . . . . . . . . . . . . . 32

800-699-8251

Charlottesville, VA . . . . . . . . . . . . . . . . . . . . 38 Sponsor, Repairer: Texas Insurer-OEM

Lexus Wholesale Parts Dealers. . . . . . . . . . . 74

autobodynews.com / MAY 2019 AUTOBODY NEWS

able puts a lot of effort into training equipment because shops need to Changing Landscapes our be prepared to do it the right way. No one wants the liability of performing more equipment will be required a repair half-way.” Park said, “It comes down to later because vehicles keep evolving, and the equipment has to evolve with doing everything the right way. Cars the cars. Before buying equipment, do aren’t made the same way they used to be, and they don’t take your research. Any hastily hits the same. Educate yourmade decision is a bad deciself [as] best [as] possible sion.” and invest wisely. The fuAllen agreed, noting ture is OE. There’s no such that OEMs crash-test around thing as simple repairs any75 vehicles per model and more, but OE certification have a whole subset of engineers responsible for testing Ron Reichen poses gives shops a competitive edge in their markets. OEs collision repair and docuquestions to OEM repair panelists just ask that you repair the menting the procedures along vehicles correctly. A lack of with providing a list of tools education and training will and equipment. After the inihurt you in the long term tial repair, the vehicles are and put your customers in crash-tested again to ensure danger.” that the repaired vehicle Park also noted that it’s holds up to the OEM’s standifficult to specialize in dards. more than a couple OEs. Reichen suggested that Moderator Barry “If you’re prideful in what shops determine which Dorn asks how shops’ ability to you do, a few OE certificamanufacturers they should properly use equiptions should be more than seek certification from by ment is monitored enough. Most importantly, looking in local parking lots by OEMs you want to be able to sleep to identify which brands are at night because you know you’re most common. “It’s important that you know doing the right thing. Safety has to your market and research the preva- be the top priority,” he said. Allen stressed that the most imlent vehicles in your area. Then, establish relationships with local portant tool in any shop’s toolbox is dealers because many OEMs require its technicians. “Why wouldn’t you keep upgrading that tool through dealer sponsorships,” he said. Reichen also noted that new equipment may be needed as new models and materials emerge. “Once you sign on, OEM certification is a journey, not a destination,” he said. Clark emphasized the importance of looking at equipment specifications to avoid redundancies whenever possible, though he admitted that some OEMs require specific equipment. Kenneth Park from Volvo, Leigh Guarnieri Allen added, “When we revamp from Honda, and Dave Gruskos from Reliable our repair procedures, we try to mainAutomotive Equipment tain relevance so new equipment isn’t necessary and we can help keep the education and training? Their shortcomings should be viewed as opporbudget in line.” Dorn asked panelists if there tunities to bring them to greatness,” have been changes since last year he said. Reichen added, “There have regarding how a shop’s ability to been a lot of changes in the collision properly utilize equipment is moni- repair industry, and it’s no longer a trade—it’s a skilled profession.” tored. Miller expanded on that, exGuarnieri said Honda requires that certain classes be taken and plaining that during an assessment, added that training has improved Wadsworth International serves as an capability. Gruskos added, “Reli- extension of the manufacturer. It

Continued from Cover

MAY 2019 AUTOBODY NEWS / autobodynews.com

evaluates the shop for a culture change, including consistency in accepting changes. Clark added, “It’s a universal opinion that the bar has been raised, but there’s still a lot of room for improvement. Training is the biggest deficiency of a lot of shops. While training may exist within the organization, it’s not being received by the person who actually repairs the vehicle. In the near future, shops can anticipate shifts in training requirements being reinforced for the individual actually touching the car.” The panelists encouraged shop owners to research equipment and buy the best they can by focusing on the capabilities of the equipment and how it can benefit the shop in the future. In response to Reichen’s question about how OEs and vendors ensure shops know how to use the equipment, Gruskos said, “When a shop buys our equipment, it comes with an instructor because we want to make sure the techs know what they’re doing, and we don’t want the liability of someone getting hurt because they don’t know how to use the equipment properly. I do my best to train everyone, but it can be challenging since techs want to do things their way. If we train them and they take OE classes, hopefully they’re using the equipment correctly.” Reverting the discussion back to shop culture, Guarnieri emphasized, “Nothing seems to [change a shop’s culture] quite as well as getting the techs to OE training facilities. They’ll come back with a different attitude because they see how it could be and recognize their bad habits. When you achieve that culture change, you’re going to have a really good shop without monitoring your team every second.” The conversation then turned to paying technicians a flat rate. “Flat rates are a thing of the past,” Park said. When Clark’s shop switched from a flat rate, he shared, “I lost a little gross profit initially, but I earned it back and then some. It’s important to find the proper blend of productivity and quality to make your shop successful. An hourly rate allows you to allocate resources more fluidly, and anything you can do to improve the culture of training

and learning is a win.” Gruskos reminded attendees, “We’re talking about people’s lives here, and you can’t put a guy on the clock and expect the same quality. The most important thing is a safe, proper repair.” Reichen added, “Highly skilled and trained people do highly skilled jobs. Your techs with the highest skill sets should be compensated at a higher level.” Gruskos noted, “Techs tell me they want to go to training but don’t want to be punished financially. Training should be rewarded, but many shops owners are fearful because they wonder how they’ll be able to protect their investment in a tech sent to training.”

Rick Miller from Wadsworth International, Mark Allen from Audi, and Aaron Clark from Assured Performance

According to Allen, shops should see training “as a development plan and a succession plan. You’ll need to replace the experienced technicians retiring in the near future. Hire and train multiple techs at once to reduce the loss of productivity. This is an investment in the longevity of your business and helps drive us forward as an industry.” Additional topics included certified pre-owned vehicles, OEMs’ desire for brand loyalty, and the role of dealerships as sponsors for OEM certification. The OE representatives in attendance urged shops to reach out to them if they are unable to locate repair procedures on their websites so the procedures can be created. Everyone on the panel agreed that they anticipate an increase in parts restrictions as technology continues to develop. The panelists concluded by giving attendees an opportunity to ask questions.

www.autobodynews.com

autobodynews.com / MAY 2019 AUTOBODY NEWS

Continued from Cover

TDI Bill

dresses steering and questionable prevailing rate surveys. Bill sponsor state Rep. Travis Clardy, R-Nacogdoches, told the committee during his introduction of HB 1348 that he had thought steering and other issues including repairs were addressed in statute. However, the Texas Department of Insurance said it didn’t have enough specifics within existing law to deal with it Clardy said he had a “fundamental disagreement” with the TDI’s view of itself, arguing it should be an “advocate” and “protector” of consumers over insurers rather than a “go-between” for the two. Continued from Cover

APCIA Opposition

quality” for aftermarket parts and addresses steering and questionable prevailing rate surveys. Woods told the Texas House Insurance Committee on Tuesday that no regulation confirms collision repairers will use the OEM repair procedures they’re billing for. “They’re gonna charge a $250 blueprint fee, which (they) do now,” Woods said, defining this as the time spent researching repair procedures. “They’ll do that, but there’s no guarantee anywhere that they actually will do that,” he said. “And most of ’em are gonna actually follow— I mean, 98, 99 percent are gonna follow the manual step by step. But you’re still gonna have folks out there that will glue a roof on, cover up the work, and send it back out on the road.”

Fraud and un-‘workmanlike’ behavior Woods is essentially arguing that because 1-2 percent of shops commit fraud, insurers shouldn’t be required to reimburse consumers who patronize the honest 98-99 percent of shops billing for OEM repair procedures they execute. Let’s take it a step further for the sake of argument. The Insurance Information Institute reports a mix of vendors and consumers contribute to what is an approximate 10 percent of 6

But in deference to the agency’s comments, Clardy was trying to provide that specificity in the bill, he said. Lawmakers had a chance to give TDI the authority to “do the right thing” with HB 1348, Clardy said. “We have exhausted every effort before we came here” with the bill, Auto Body Association of Texas President Burl Richards (Burl’s Collision Center) told the committee during the hearing. He mentioned three separate meetings with the TDI in 2018. “We continually were told that TDI has no jurisdiction, they have no authority and ‘You’re gonna have to pass legislation,’” Richards said. Richards said he was told repeatedly that TDI doesn’t recognize or enforce prevailing rate language but allows the term to appear in policies.

He said he was instructed to provide definitions. HB 1348 inserts a definition in state law that holds a “(p)revailing rate” to be a “transparent and unbiased” one “conducted by a third party” that uses the “posted retail labor rates and not direct repair program shop rates that operate under a contract with an insurer.” American Property Casualty Insurance Association state government relations VP Joe Woods argued that by excluding DRP rates, the law could capture “only the highest rates.” Houston Auto Body Association President John Kopriva (Kopriva Body Works) said DRP shops’ rates were excluded because those rates were part of an agreement with insurers. Repairers in direct repair pro-

grams often agree to artificially deflate direct repair program rates in exchange for a crack at referral volume from the insurers, so it’s apples-to-oranges to treat them as a reflection of the broader market. To use an example from another industry: If one hotel in town cuts a deal with a convention to rent a block of rooms for $100 less to lock in that business, it’s not like it’s reasonable for an average tourist to demand or expect to pay $100 less at every other hotel in town with no such guaranteed revenue stream. TDI was not among the agencies which responded to a Society of Collision Repair Specialists inquiry of every state department of insurance regarding regulators’ views of OEM repair procedures, based on the trade group’s website.

loss costs being fraudulent across all insurance lines. Pretend that all auto insurance policyholders are completely honest and the entire 10 percent of loss fraud is committed by body shops. Woods’ argument still falls apart. Ninety percent of collision repairers and 100 percent of consumers still deserve to be covered frictionlessly for following the repair procedures developed by the manufacturer of the damaged car. Woods’ argument also backfires with a reference to the Seebachan v. John Eagle Collision center case, in which a Texas jury found a body shop responsible for much of the severity of a Honda Fit crash because the facility adhesive-bonded the vehicle’s roof. Jurors awarded $31.5 million; the plaintiffs and shop later settled for an unspecified amount. John Eagle Collision Center body shop director Boyce Willis in a deposition had agreed the facility bonded the roof with 3M 8115 adhesive despite little concrete evidence or engineering knowledge to support the decision—particularly as 3M and Honda instructions state otherwise. Honda OEM repair procedures demand a shop tack-weld the front and rear corner edges of the new roof and then perform a combination of two- and three-plate spot welds and MIG plug welds. More than 100 welds are required by the manufacturer, plaintiff Marcia Seebachan told the committee during testimony supporting the bill.

“It is unconscionable that companies can undermine this process by approving insufficient repairs,” Seebachan told the committee Tuesday. She said two of her injuries should have killed her, and another could have. The John Eagle case clearly

shows shops who fail to follow OEM procedures in Texas can face consequences. Woods also forgets other checks on shops deviating from repair procedures and the appalling ones who go a step further and bill for OEM pro-

MAY 2019 AUTOBODY NEWS / autobodynews.com

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autobodynews.com / MAY 2019 AUTOBODY NEWS

WA Body Shop Owner Wins James Moy Memorial Award at NORTHEAST by Chasidy Rae Sisk

During AASP/NJ’s NORTHEAST event in March, AASP/NJ President Jerry McNee and Larry Montanez of P & L Consultants presented the third annual James Moy Memorial Award for Dedication to the Auto-

Just knowing the people who are involved in selecting me to receive the award and realizing that they find my contributions to the industry worthy of acknowledgement—it’s overwhelming! Knowing Larry Montanez’s relationship with James and how much this means to him personally makes it that much more special.

Q: A:

(l to r) Marc Gabbard, Larry Montanez and Jerry McNee.

motive Repair Industry to Marc Gabbard, owner of GSR Quality Collision Repair in Yakima, WA. Gabbard graciously agreed to talk to Autobody News about this honor.

Q: A:

What does this award mean to you?

This is, without a doubt, the greatest honor of my career.

How did you get involved in the industry?

My father is a car guy. In addition to being a diesel mechanic his entire career, he’s an antique car hobbyist, so he’s had me involved with antique cars and hot rods since I was in diapers. We worked together on project cars he built throughout my childhood. As an adult, I spent a little time working off and on in the industry, but most of my career was as a maintenance technician in a lumber mill—that’s how I saved the money to start my business. I started what is now GSR Quality Collision Repair in 1999 out of a pole barn in my parents’ back-

MAY 2019 AUTOBODY NEWS / autobodynews.com

yard, and my wife, Carrie, and I moved the business into our current location by 2008.

Q: A:

What are your proudest professional achievements?

This is number one for me, truly. I know the people, I knew James… I can’t imagine a prouder accomplishment. Aside from this honor, my proudest professional achievement is probably building and cultivating the culture of the social media collision group I founded and now administer on Facebook: Collision Repair Technicians United. It’s 5 years old and has more than 22,000 members. I try to be pretty selective of the join requests and filter to make sure they’re industry people who are going to bring valuable input to the group. It definitely has a different feel from some of the other groups I’ve seen on social media.

What are your proudest personal achievements?

My kids, definitely my kids. Everything I have ever done, everything I do every day—it all resolves around my family and my children.

Can you offer any advice for young industry professionals just starting their careers?

Focus on education and training. Anybody coming into this industry needs to maintain a constant hunger and thirst for technical training and knowledge. Never give up on it. Always understand that you’re tasked with the very important job of restoring your customer’s car and safety above all else. You can make a lot of money and there can be all kinds of other rewards for what you do, but the restoration of that customer’s safety and peace of mind has to be your number one priority and focus.

Congratulations Marc, and thank you for your dedication to the industry!

Authorities: NJ Mechanic Tried Patching Jeep’s Damage After Hit-Run Crash Killed Teacher

Jan. 20, authorities said. Collins didn’t slow down or A 39-year-old mechanic from Lin- stop, Union County Prosecutor den, NJ, struck a schoolteacher with Michael A. Monahan and Linden his Jeep, killing her, and then drove Police Chief David Hart said in a to his auto body shop to patch up joint release March 20. Instead, they said, he drove the damage, said authorities who straight to his job at a Westfield auto tracked down and arrested him. body shop, where he repaired his car “in an attempt to conceal his responsibility for the crime,” the release says. Crilly, a second-grade teacher at Beechwood Elementary School in Mountainside, suffered multiple serious injuries and was pronounced dead at a local hospital 11 days Ibn Collins is charged in connection with the death of later. Meghan Crilly, a 35-year-old school teacher from FanMore than $59,100 has wood, NJ. Credit: Union County Prosecutor, GOFUNDME been raised for Crilly on a GoFundMe as of the afIbn Collins had been out ternoon of March 20. “It’s abundantly clear from the drinking when his speeding Jeep Grand Cherokee struck 35-year-old outpouring of support the victim’s Meghan Crilly of Fanwood at the family has received that Meghan intersection of North Wood and St. was an extraordinarily beloved George avenues just before 2 a.m. daughter, sister, friend and teacher,” by Cecilia Levine, Daily Voice

said Monahan. “While this arrest doesn’t bring her back, we believe it is a first step toward securing the justice Meghan and her loved ones deserve.”

Collins was arrested without incident the afternoon of March 19 and charged with aggravated manslaughter, death by auto while driving intoxicated within 1,000 feet of a school, hindering apprehension and tampering with evidence. He was taken to Union County Jail pending a first appearance and detention hearing, both scheduled for March 25. We thank Daily Voice for reprint permission.

Accuvision-3D Measuring Approved by APN

The Accuvision-3D measuring system from Arslan Automotive Canada Ltd., has now received approval from Assured Performance Network, Laguna Hills, CA for bodyshop Certification programs in the USA. Assured Performance Network works with the top Auto Manufacturers in North America to identify, certify, and promote thousands of best-in class repair shops through one joint-effort program. This recognition is one more step in Arslan Automotive’s expansion plans in the US market. At present Accuvision-3D has established sales coverage in 24 states and continues to build its’ USA dealer network. Increase production, save time and money with Accuvision3D, the most accurate, quickest, and simplest 3-D measuring system. For more information, contact Arman Gurarslan at 800-4658575 or visit Accuvision-3D.com.

autobodynews.com / MAY 2019 AUTOBODY NEWS

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Best Practices

ported they never perform a post-scan. Anderson then explored how shops charge for scanning services, illustrating the lack of consistency across the industry. “As you can see, labor times for what shops charge vary greatly,” he said. “This causes confusion and difficulty in getting reimbursement from third-party payers. What is ‘fair and reasonable?’ Most insurance

write an accurate estimate if you don’t do a pre-repair scan. Any diagnostics done after the vehicle is in process are reactive. You must also do a post-repair scan to ensure all safety and comfort features are working properly. I encourage you to ask your customers what their favorite features are on their cars so you can ensure they’re working properly.” Turning to overcoming objects to scanning, Anderson listed some common objections, such as claims that the OEM doesn’t have a position statement or that scans are recom-

“When you do a calibration, if it’s off by just one degree, it will impact the vehicle’s ability to stop by 10 feet,” — Mike Anderson companies don’t have a problem paying for scans, but they want it to be fair and reasonable. I want to give you clarity on how to overcome common objections from third-party payers, how to justify resources to provide it is ‘required,’ what should be included and/or not-included, and how to determine what is fair and reasonable for reimbursement.” Anderson then explained that a high-end vehicle has 100 million lines of code, while an F-35 Fighter Jet has 24 million. “This code controls everything from tire pressure to collision avoidance, braking, back-up, steering and other systems,” he said. “We are working on highly complex devices, and that’s what has led OEMs to come out with position statements on pre- and post-scans.” Anderson emphasized the importance of understanding that there are multiple operations that require the use of a scan or diagnostic tool. He provided a list that includes, but is not limited to, pre-repair scans, post-repair scans, initializations, calibrations, relearns and resynchronizations. He noted, “Scanning is just the tip of the iceberg. It’s these types of calibrations we need to be talking about. You need to research every single operation and understand there are a lot of operations that require a scan tool before the pre- and post-scans. “It is absolutely impossible to 10

mended, not required. Anderson noted that 13 manufacturers have released position statements requiring scans, and those OEMs represent 95 percent of the U.S. market share. “The industry talks about how weak OEM positions statements are, but most of them aren’t. You need to be reading these position statements, and you can find the latest and greatest at oem1stop.com,” he said. In response to claims that some OEMs don’t have position statements on scanning, Anderson accessed a multitude of OEM websites to demonstrate that many of those OEMs’ repair procedures indicate a need for scans, or post-collision diagnostics, while performing a variety of operations. He urged, “As an industry, we have to accept personal responsibility for the fact that we weren’t doing the right thing 10 years ago. Think about all the cars we didn’t do the right thing on—we need to accept personal responsibility that we screwed up. “We are becoming lazy and too dependent on OEM position statements. Shops need to learn to use the OEM repair websites and then research them to learn how to make safe and proper repairs.” Anderson urged attendees to be mindful of cultural differences when reading OEM manuals, as some vehicle manufacturers may only recommend scans and other procedures. “Japanese values prevent their

MAY 2019 AUTOBODY NEWS / autobodynews.com

manuals from requiring something because the concept of ‘require’ is considered disrespectful,” he taught. “Their recommendation means that you need to do it; don’t question their authority on the vehicles they create.” Another common objection that Anderson has heard is that no warning lights fired, but he pointed out that not every feature on a vehicle has an associated warning light. He also reminded attendees that all OEMs indicate that DTCs will be stored and suggested using the documentation to help overcome that objection. Offering the key to reimbursement, Anderson insisted that repairers research every vehicle, determine what is fair and reasonable, determine what is included and not-included in labor time, understand that it’s about more than just scanning, search key terms in OEM repair procedures, and build a defendable repair plan. “If you want to get paid for scans, you can’t rely on position statements,” he said. “You need to research the specific operations in the OEM procedures to find that information showing it requires a scan. It’s all

C O N T I N E N TA L AUT O PAR T S

about building a bulletproof estimate and examining OEM repair procedures in advance to demonstrate why scans are required for specific line items. Remember, you are the repair professional; you are the expert!”

Moving on to terminology, Anderson provided a list of words to search to prove why a scan is necessary. He provided examples of procedures that require checks that can only be completed using a scan tool and pointed out the importance of thoroughly reading procedures because many operations require test drives at various distances and See Best Practices, Page 16

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AASP/NJ’s NORTHEAST 2019 Features Industry’s Favorite Speakers caliber of attendees there was amaz- platforms and explored the most loging; they were engaged and wanting ical uses for social media for busiAASP/NJ hosted its 2019 NORTH- to improve themselves and their ness. He also explained the importance EAST® automotive services show businesses. The questions they asked of using online videos to invoke an the weekend of March 15–17 at the at the classes show us they are trying emotional response. Meadowland Exposition Center in to get in front of the changing landHe ended by encouraging attenSecaucus, NJ. scape of this industry. This show is dees: “Look at where you’re at now unlike any other, and we are so and figure out how to get where you thrilled to be a part of it and work on want to be.” the education aspects for Next, Craig Seelinger, the participants. Our goal is Vision+ program manager to give them the highestfor BASF, presented “Busicaliber experience possible ness Data, Knowing Your and have them leave feeling Unknowns.” He explained informed and empowered!” that his discussion would This year’s show comfocus on avoiding what he AASP/NJ hosted its 2019 NORTHEAST® at the menced on Friday aftercalls the “knowledge falMeadowland Exposition Center in Secaucus, NJ Craig Seelinger, noon at 1 p.m. with the lacy,” the belief that everyVision+ program For the second year, the Wash- NORTHEAST 2019 East manager for BASF one knows what you know, ington Metropolitan Auto Body As- Coast Resolution Forum and encouraged discussociation (WMABA) coordinated and Leadership Meeting, co-hosted sion, questions and open-mindedthe event’s Professional Repairer Ed- by SCRS and AASP/NJ and moder- ness throughout his presentation. ucation Program (P.R.E.P.). The ated by LIABRA Executive Director He noted, “The data we’re going event was a huge success with an un- Ed Kizenberger. This three-hour an- to talk about can actually change precedented number of attendees nual roundtable discussion provides your life and the life of those who crowding the registration area and an opportunity for industry profes- work for you. Your business doesn’t the trade show floor. The caliber of sionals to share valuable information come with instructions, but knowing the educational content was about their daily challenges your unknowns can be like receiving impressive, boasting houseand successes. instructions.” hold industry names such At 3 p.m., Brent Betts of as Mike Anderson, Mark AP Digital presented “ExOlson and Aaron Clark. pand Your Customer Base – According to AASP/NJ Reach More Online ColliPresident Jerry McNee, sion Repair Customers.” He “We are always looking to began by identifying the Brent Betts of improve the show. After challenges that shops face AP Digital speaking to as many vendors and acknowledging that and attendees as I could during the many shops are skeptical about marshow, I found that their feedback was keting because they’ve had a bad exoverwhelmingly positive. The show perience in the past. Betts then was so jam-packed from the moment pointed out that there is a huge opthe doors opened until they closed; it portunity in the collision repair industry with more than 1.54 million Google searches for collision repair each month. “The great news is that consumers are actively searching for your services,” Betts noted. “Think of your website as a lead-generating machine. It’s the second side entrance to your lobby, but your website Attendees wait in line to register for the works 24/7 and can handle unlimited NORTHEAST trade show customers at the same time.” never stopped! Watching the show unAfter providing insights on the fold and seeing how successful it has best way to monitor analytics to enbecome was a proud moment.” sure the company website is generWMABA Executive Director ating leads and working for the Jordan Hendler added, “The business as effectively as possible, NORTHEAST trade show and the Betts dove into the differences beCollision P.R.E.P. education went tween free and paid searches, disamazingly for us at WMABA. The cussed the most effective digital by Chasidy Rae Sisk

MAY 2019 AUTOBODY NEWS / autobodynews.com

Some characteristics of good data include accuracy, completeness, consistency, uniqueness and timeliness. Seelinger then provided examples of bad data. “False, inaccurate data will give you a false, inaccurate analysis,” he said. “Wouldn’t you rather know how bad things are instead of painting a rosy, inaccurate picture? With bad data, you have a mess on your hands. If you like making bad decisions, keep putting bad data in your systems.” Discussing common causes of stress in the workplace, Seelinger emphasized the need to improve culture in shops. He also explained the important business uses of data: indicates performance; determines areas for improvement; illustrates employee performance, financial performance and costs; allows you to differentiate the knowns from the unknowns; and overall, allows you to make smarter decisions. Seelinger then continued to discuss the most effective ways to look at KPIs, labor types and other busiSee Favorite Speakers, Page 18

TOU T O U GH. OU GH. H HA A R DW OR K I N NG G. EV ERY THING YOU NEED TO BUI LD A N D R E BUI LD L V E H ICLE L S

USC hem m.com m autobodynews.com / MAY 2019 AUTOBODY NEWS

Continued from Page 10

Best Practices

speeds. He also encouraged shops to review the vehicle owner’s manual with their customers to get the customer on board with vehicle scans. Anderson then emphasized the importance of accuracy during calibrations. “When you do a calibration, if it’s off by just one degree, it will impact the vehicle’s ability to stop by 10 feet,” he said. “The calibration game is a very serious game. You need to start thinking about calibration and investing in the space needed to do it properly. A lot of people are overwhelmed by calibration, but I see it as an opportunity, along with scanning, to widen the gap between good and bad shops.” Anderson recommended that shops subletting their calibrations print the OEM repair procedures and explain their expectations because the consumer signed the authorization with the shop, not the business that receives the sublet. When writing an estimate, it is critical to use good line notes, and Anderson sug-

gested copying line notes directly out of the OEM repair procedures. Challenging attendees to list the steps required to perform a proper diagnostic scan, Anderson listed his 13 steps. First, pull in the vehicle, and then access the battery. After hooking up the battery support, allow the vehicle to reach operating temperature, and once the scan tool is hooked up, perform an output or functionality test based on build data. Record the freeze frame data, record the DTCs, and research the DTCs on the OEM website. Next, navigate the flowchart in the OEM procedures, and then fix the vehicle’s problem. A test drive may be necessary to ensure the DTC doesn’t recur, and the vehicle may need to be rescanned. “What you charge depends on all you do to perform the scan,” Anderson observed. “Some functions should be line items while others should be included in the scan itself. I would record line items for accessing the battery, hooking up battery support, recording freeze frame data and DTCs, researching the DTCs (which is diagnostic time), navigating the flowchart, fixing the problem

MAY 2019 AUTOBODY NEWS / autobodynews.com

and test-driving the vehicle. I want to encourage you to think about the different steps in the process and which should be included in scan time compared to which ones should be considered separate line items. “Remember, the time should reflect how long it takes the average technician to gather up their tools, equipment and supplies, and perform the task in a safe and proper manner. Then, return all their tools, equipment and supplies to the proper storage place. An average technician is someone with five to seven years of experience.” Noting that data ownership is an emerging concern, Anderson recommended that shops obtain written authorization to scan the vehicle and share the data with the insurer to avoid violating the consumer’s privacy act and protect themselves from liability. He also discussed the difference between OEM and aftermarket scan tools, expressing his firm belief that aftermarket tools cannot compete with the OEM tool, which offers the latest and greatest information available. “You couldn’t pay me enough to use an aftermarket scan tool, not

even on my ex-wife’s car,” Anderson quipped, growing serious as he added, “Based on my personal experience, I would not want the liability of using an aftermarket scan tool.” Lastly, Anderson talked a little bit about telematics.“By 2022, 87 percent of all vehicles sold in the U.S. will have the ability to be connected to the internet, and in the next couple years, we are going to see a generational shift with younger folks who want their cars connected to the internet, but it has to be affordable,” he said. “Some of these processes will become easier, but we need to figure out how the car is connected and disable that connection, or you’ll have a lot of unhappy customers. “It takes time to research procedures, and it’s important to get past the scanning piece and start looking at calibrations. Review OEM position statements carefully, and understand the value of research and diagnostics when it comes to performing a safe, quality repair. It’s important that we all get educated and accept personal responsibility.”

NABC 2019 Awards Nominations Now Open The National Auto Body Council recently announced that the 2019 NABC Awards are open for nominations. This is the seventh year that NABC has held these awards. Entries in the NABC Body Shop Image Award and NABC Award of Distinction categories can be submitted online at http://www.nationalautobodycouncil.org/programs/aw ard-programs/. Nominations are due Sept.15. The NABC Body Shop Image Award recognizes the positive impact an attractive, well-designed facility will have on its surrounding community. This award embodies the spirit of the National Auto Body Council to foster an environment where collision repair professionals can contribute their talents and resources, engage in community service and become a vital asset to the neighborhood and community at large. The NABC Award of Distinction celebrates extraordinary efforts by individuals or groups from the collision industry who selflessly give of themselves for the

benefit of others and at the same time exemplify the integrity and professionalism of collision industry professionals. This award embodies the National Auto Body Council’s mission to promote community service initiatives that change and save lives in local communities throughout the United States. The award honors acts of bravery, philanthropy, charity and selfless acts of

kindness. It transcends the rigors of daily business and reaches out to uncover those who wish to help humanity without seeking recognition for themselves.

AUTOBODY

“Across America, there are collision repair professionals who are doing incredible work to build their businesses and serve their local communities,” said Bill Garoutte, president and CEO of the National Auto Body Council. “Annually, we honor these two business leaders for their accomplishments but also salute the thousands of other business leaders in our industry.” “It’s an easy, quick process to submit an online nomination. We look forward to hearing and celebrating more stories of the generosity and goodwill throughout our collision industry and in local communities across the country,” said Marie Peevy, chair of NABC’s Awards Program. For more information or questions, please contact Peevy at marie.peevy @automotivetrainingcoordinators .com or 630-881-7945.

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I-CAR Contributes $225,000 to CREF

I-CAR© recently expanded its support of collision schools and students by making a $225,000 donation to the Collision Repair Education Foundation. The contribution was made as part of I-CAR’s 40th Anniversary Volunteer & Instructor Conference held March 1–3 in Orlando, FL. The financial contribution by I-CAR is in addition to the support to the Education Foundation’s mission by local ICAR committees across the country. The monetary contribution assists Education Foundation’s ability to offer collision school tool, equipment and instructor training grants and student scholarships across the U.S. “On behalf of the industry, ICAR is pleased to make this contribution that helps bolster the Collision Repair Education Foundation’s ongoing commitment to providing students with grants and scholarships that launch their careers in the collision repair industry,” said I-CAR CEO & President John Van Alstyne.

autobodynews.com / MAY 2019 AUTOBODY NEWS

Favorite Speakers

MAY 2019 AUTOBODY NEWS / autobodynews.com

sented “Building the Bulletproof includes invoices, a properly comFile: Documentation for Repair and pleted quality control sheet, the final Reducing Liabilities.” He started by quality control signed by the cusasking attendees’ opinions on the tomer, all estimates and estimate current push for legislation regarding changes, all supplement sheets, and everything used for the repair, inOEM procedures. “It’s a good idea, but be careful cluding OEM information, glass urewhat you wish for,” Olson stated. thane expiration dates, electronic “How many of you are following resets and pre-scans. Olson also advised OEM repair procedures 100 shops to implement a 10percent of the time? If you step quality process. First, push legislation and you’re the vehicle must be prenot following OEM procescanned and diagnostics dures, you’re breaking the must be performed. Then, law. The legislation is a rethe vehicle should be propally good thing, but the inerly checked in before redustry is not ready for it. I VECO Experts’ viewing all procedures at want to impress upon you: Mark Olson the time of the estimate. we, as an industry, are not Structural procedures should be prowhere we think we are.” The items that should be con- vided to the technician during the tained in a bulletproof file include in- final repair plan meeting, and then take photos; the intake form; a log of the procedures must be followed and all notes, texts, emails and other verified. Proper welds should be percommunications; a log of all internal formed and verified, as should notes (including parts ordering, ad- proper corrosion protection. Addijuster communications and supple- tionally, during each stage of the ments), signed authorization; and process, a QC sheet should be used photos of the damage, parts, repairs, and completed correctly. Refinish welds, spray-out panels and every- should be performed and verified, thing else. The bulletproof file also and then the final vehicle protection

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predict the future. It’s not just a disruption to the automotive industry; it’s a technology change. It’s also a business and ownership model disruption. Technology improves in cost ness data to discover the unknowns. He shared, “To know the un- and utility at an exponential rate. The knowns, you have to dig through entire automotive ecosystem is expetons of data. It’s like peeling back riencing disruption. Everyone’s unlayers of an onion; it may make you comfortable today.” The disruption is caused by the cry, but don’t be afraid to go there … To identify the root cause of a fact that so many people get killed in problem, you’ll need more data to automobiles; 1.3 million traffic validate the right solution. The real deaths occur worldwide every year. Terlep reminded attendees, “If problem and solution can’t be unknown unless that is completed. you’re not looking at the OEM repair Once done, empower your people; procedures before you touch the vehicle, you’re not repairing the vehithey have solutions.” At 7 p.m., the 2019 James Moy cle properly.” The four forces driving the disMemorial Award for Dedication to the Automotive Repair Industry was ruption are electrification, connectivbestowed upon Marc Gabbard, ity, autonomous driving and diverse owner of GSR Quality Collision Re- mobility. The forces of disruption also include the consumer, the vehipair in Yakima, WA. At the same time, Mike Ander- cle, Maas and cybersecurity. Terlep son of Collision Advice unveiled his explored these forces as well as posbrand new seminar on “Justification sible solutions. He stressed, “There are two for Scanning and Diagnostics.” (See cover for full-length story on ways to look at disruptions. You can believe that it means you’re doomed this informative presentation.) The P.R.E.P. training series re- to fail, or you can see it as an opporsumed Saturday at 10 a.m. with tunity. I always look at disruptions as an opportunity.” three options for attendees. At 12:30 p.m., an OEM panel During “OEM Repair Methods and Advanced Technologies,” Dave on “The Changing Landscape in Gruskos of Reliable Automotive Certified Repair and UnderstandEquipment discussed the rapid ing the OEM Repair Procedures” changes in OEM certification as a re- featured Aaron Clark from Assured sult of ever-advancing technologies in Performance, Leigh Guarnieri from the industry. Anderson discussed Honda, Mark Allen from Audi, Kenneth Park from Volvo, Dave proper estimate writing and the importance of documentation in “Write It Gruskos from Reliable Automotive Right, with Life Nuggets to Live By.” Equipment, and Rick Miller from At the same time, asTech’s Frank Wadsworth International. (See fullTerlep presented “Automotive Indus- length article on cover.) P.R.E.P. offered three options at 3 try Disruption: Will Your Business Be p.m. on Saturday afternoon a Winner?” during which he as well. Paul Stern of Liftdiscussed the major technolNow Automotive Equipment ogy disruptions in the indusdiscussed the evolution of try and identified ways that ADAS and the importance shops can survive and thrive. of calibration and resetting Terlep began by defining a these systems post-collision disruption as something that in “Safety System Alignhappens when new products asTech’s ment: A New Focus on Body and services create a new Frank Terlep Shop Profitability.” During market and, in the process, significantly weaken, transform or de- “The Estimate Toolbox: Using FREE Resources to Complete an Acstroy existing product categories, markets or industries. He noted, “What the curate Vehicle Damage Repair Plan,” industry is going through is a true Danny Gredinberg of Database Endisruption in the way people do their hancement Gateway explained how to use free resources online to docuwork. “We cannot look at the automo- ment an estimate. VECO Experts’ Mark Olson pretive industry’s past performance to

Continued from Page 14

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operations should be performed. Noting that shops are bound to get shot at, Olson asked “Can you withstand the shot? Are your files bulletproof? You have to scan every car. You need to check OE position statements. You have to pull OEM repair procedures before writing your estimate. Every. Single. Time.” The last P.R.E.P. seminar of the day was “Repairer to Repairer: Realities of Structural Repair and Tooling,” presented by K. Michael Bradshaw of K&M Collision. (See full-length article on page 24.) The 10 a.m. sessions on Sunday morning included “Scanning and Calibration – Getting it Right for Successful ADAS Diagnostics,” presented by Chuck Olson of AirPro Diagnostics, as well as an encore presentation of Betts’ “Expand Your Customer Base – Reach More Online Collision Repair Customers.” John Shoemaker, business development manager for BASF, delivered some useful documentation tips to gain maximum reimbursement on a variety of operations during “Damage Assessment Documentation: Key Steps for Maximum Reimbursement.”

At 12:30 p.m., Sherwin-Williams’ Lee Rush presented “Evolution, Not Revolution: Agile Re-Manufacturing.” Gredinberg discussed “Not In-

Vendors’ booths were jam-packed most of the weekend with a constant flow of visitors

cluded Operations – Commonly Missed Items in Estimating,” covering operations that are frequently missed on estimates, from the front office to the production environment. At the same time, AkzoNobel’s Charlie Whitaker discussed severity and what parts of it are under the shop’s control during “You Schedule How?” The sold-out trade show portion of NORTHEAST 2019 was open Friday evening from 5–10 p.m., Saturday from 10 a.m.–5 p.m., and Sunday from 10 a.m.–3 p.m.

MAY 2019 AUTOBODY NEWS / autobodynews.com

Attendees visited booths manned by nearly 150 exhibitors, including Accudraft, AkzoNobel, Axalta, BASF, CCC, Ford, Intrepid Direct, LiftNow, LKQ, Mitchell, PPG, SATA, Sherwin-Williams and USI Italia, among many others. During the trade show, BASF showcased Value Beyond Paint through the Vision+ suite of valueadded tools and services, with experts on hand to demonstrate the tools’ features. The booth also featured two custom vehicles: a Goolsby Customs 1974 Plymouth Duster and a Customs by Kilkeary ‘56 Pontiac Star Chief Convertible. Jonathan Goolsby signed autographs on the trade show floor. Sherwin-Williams’ booth featured a meet-and-greet with Ryan Evans of “Counting Cars.”

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On Friday night, AASP/NJ hosted its Annual Exhibitor Appreciation After-Party at the Embassy Suites Meadowlands, and on Sunday, the association held its 11th Annual NORTHEAST Family Day, sponsored by CARSTAR. Sponsors of NORTHEAST 2019 included BASF, Ford, American Honda Motor Company, PPG, NJ Parts of Flemington, Innovative Solutions and Technology/Pro Spot International, Axalta, Sherwin-Williams, Harbourtouch, and CARSTAR. AASP/NJ’s 42nd Annual NORTHEAST automotive services show is scheduled for March 20–22, 2020. For more information, visit www .aaspnjnortheast.com.

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autobodynews.com / MAY 2019 AUTOBODY NEWS

LIABRA, ABCG March Meeting Features Ford Collision Repair Awareness Workshop by Chasidy Rae Sisk

On March 19, the Long Island Auto Body Repairmen’s Association (LIABRA) and the Auto Body Craftsmen’s Guild (ABCG) held their March General Meeting at Huntington Volvo in Huntington, NY. The event was hosted by the VIP Auto Group, Huntington Volvo and Ed Vardain, parts manager at Huntington Volvo. The evening began with a buffet dinner provided by Huntington Volvo.

LIABRA Executive Director Ed Kizenberger called the meeting to order by introducing the VIP Group’s parts directors

At 7:30 p.m., LIABRA Executive Director Ed Kizenberger called the meeting to order by introducing the VIP Group’s parts directors. He then provided a review of industry news and current events. He shared, “At the Northeast Leaders meeting on March 15, it was reported that numerous bills throughout the country that would require insurers to follow OEM repair procedures were shot down. One major insurance company lobbyist said there is no problem with the way cars are currently being repaired and OEM repair legislation is not necessary. The bills were defeated because insurers argued, as usual, that such legislation would raise insurance premiums! A recent study revealed that requiring OEM parts for collision repairs would only raise premiums about $35 a year. The Alliance of Automotive Manufacturers is willing to work with us on this legislation and is supporting OEM1Stop.” When Kizenberger reported that teams of lawyers looking to capitalize on the Todd Tracy lawsuit of 2017 will sue any shop that they find performed an unsafe, non-OEM re22

pair, attendees questioned whether their liability insurance would cover them.

uted a brochure on Ford’s recommended steel repairability matrix. Fryzel also covered Ford’s use of aluminum and proper aluminum repairs, pointing repairers to motorcraftservice.com with questions. He concluded the presentation by passing out a copy of Ford’s scanning position statement, which indicates all Ford vehicles of model year 2010 and up require a pre-repair scan to identify all required repairs after a collision.

LIABRA Executive Director Ed Kizenberger

Kizenberger encouraged them to contact their carriers, stressing, “Follow the OEM procedures when making repairs and check OEM1Stop for repair information. LIABRA will be introducing OEM part requirements legislation in Albany shortly.” The first guest speaker of the evening was Peter M. Fryzel, I-CAR instructor and welding administrator, who provided an hour-and-a-half presentation of Ford’s Collision Repair Awareness Workshop.

I-CAR’s Peter Fryzel presented on Ford’s Collision Repair Awareness Workshop

Fryzel began with a review of Ford’s current product line and how Ford is building repairability into its products. He noted, “Ford has introduced new assembly procedures and parts that make repairs easier and faster. The whole purpose of the repair is to rebuild the car and make it safe again!” Fryzel also showed an interesting video of the factory assembly of a F150 pickup completed with robots. He said that 1,200 F150 trucks are made each day at the Rough Plant in Detroit. In addition to discussing the various types of steel Ford uses, he emphasized the proper repair for those materials and distrib-

MAY 2019 AUTOBODY NEWS / autobodynews.com

Todd Zucker, Ford’s northeast sales and marketing manager, discussed Ford’s certification program requirements

Todd Zucker, Ford’s northeast sales and marketing manager, then

distributed a list of requirements for participation in Ford’s certification program. He discussed the requirements and answered attendees’ questions. Additional information is available at Collision.Ford.com/FordCertifiedCollisionNetwork. The meeting concluded with the 50/50 club drawing. V & J Autobody won $150, which they generously donated back to LIABRA. Kizenberger noted, “LIABRA and ABCG would like to thank the VIP automotive group, Huntington Volvo and Huntington Volvo parts manager Ed Vardain for their gracious hospitality and providing the venue, dinner and refreshments for the meeting.” LIABRA will not host an April meeting but will participate in the Annual Lobby Day. For more information on LIABRA, visit liabra.org.

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K&M Collision’s Michael Bradshaw Delivers Repairer to Repairer Presentation at NORTHEAST by Chasidy Rae Sisk

During AASP/NJ’s 2019 NORTHEAST automotive services show, K. Michael Bradshaw of K&M Collision presented “Repairer to Repairer: Realities of Structural Repair and Tooling.”

WMABA Executive Director Jordan Hendler introduces Michael Bradshaw of K & M Collision, who presented “Repairer to Repairer: Realities of Structural Repair and Tooling.”

After being introduced by Jordan Hendler, executive director of the Washington Metropolitan Auto Body Association (WMABA), Bradshaw provided a brief summary of his industry experience and explained

that he grew up in the collision repair industry. He then posed the question: “Why are proper structural repairs vital to occupant safety?” “The goal of modern vehicle design is to absorb and direct crash energy along load paths and away from the occupant cabin,” he answered. “Inadequate or improper repairs can affect how these load paths transfer energy in a subsequent collision. It is vital that the modern-day collision repair center restores the vehicle in a manner that maintains the safety features engineered by the vehicle manufacturer. Modern-day structural repair requires advanced tooling and equipment, training, research and understanding of advanced repair materials and techniques … What’s the point of identifying something as structural if, as a body shop, you don’t treat it like structural?” Pointing out that the industry’s knowledge and understanding has increased significantly over the past decade, Bradshaw stressed the importance of shops understanding

MAY 2019 AUTOBODY NEWS / autobodynews.com

how the decisions they make during the repair can impact safety. “It involves a lot of research to prepare yourself to repair a vehicle and to restore a vehicle to its pre-accident condition according to OEM repair procedures,” he said. Bradshaw defined structural components and operations as the replacement or repair of any compo-

tural parts or parts that add structural integrity to a vehicle’s body: aprons/strut tower, center pillar, corner pillar, front rail, hinge pillar, lock pillar, radiator core support, rear rail, rear strut tower, rocker panel, suspension cross member, upper rail, cowl assemblies, dash panel, engine cradle (bolt-on), floor panel, impact bar (bolt-on), perimeter frame, quar-

nents that are attached using welding, weld-bonding and/or rivet-bonding. Structural components can also include some bolt-on components and glass. Structural operations, in both repair and replacement situations, require the use of a universal frame bench or dedicated bench. Citing the latest Motor Guide to Estimating, Bradshaw identified the following components as struc-

ter panel, radiator core support (bolton), rear body panel, roof panel, and stationary glass (urethane bonded). Regarding equipment considerations, Bradshaw recommended a dedicated or universal frame bench, depending on the manufacturer requirements for the specific vehicle. Squeeze-type resistance welders are necessary, as are MAG or MIG welders; requirements for both will

“To be a good blueprinter, you need to be a good storyteller. A big mistake people make is not putting everything they do on the blueprint.” — Michael Bradshaw

again depend on the manufacturer’s requirements and the processes required. The same applies to selfpiercing rivet guns and OEM-specific adhesive guns and corrosion material application devices. Preparing for your blueprint begins by inspecting the vehicle and documenting its condition. Next, the vehicle should be pre-washed, prescanned and visually inspected. Premeasure the structural dimensions, and pre-check the suspension alignments. Then, research the OEM repair information, visually map the vehicle for disassembly and perform 100 percent disassembly of all components for the repair process required. Lastly, inspect the vehicle and removed components and finalize OEM research. Bradshaw shared, “To be a good blueprinter, you need to be a good storyteller. A big mistake people make is not putting everything they do on the blueprint.” Addressing how shops can translate the required repair processes based on the damages and OEM replacement requirements to an estimating system, Bradshaw said the story

can be told using OEM repair information, estimating guides, training materials from I-CAR or the OEM, and cheat sheets like those published by SCRS and the Database Enhancement Gateway (DEG). He also recommended refereeing prior repair plans on identical or similar vehicles.

Bradshaw shares some tips on writing a strong blueprint with repairers, based on his experiences at K&M Collision

“Research the OEM repair procedures on a case-by-case basis. You should be very familiar with the ppages. If you don’t have them memorized, print them out and read them every night,” Bradshaw stated. Some operations to consider when creating a blueprint are premeasurement, unibody or fixture setup, protecting the vehicle and removed components, structural re-

alignment pulls or pre-pulls for removal, and removal of wax, grease, seam sealer or any other material that impact the repair processes. Shops should also consider the removal of any adjacent components, new panel preparation, and weld zone/adjacent panel repair and refinish. Additional operations that Bradshaw proposed included testing the fit or alignment of structural components and adjacent panels; setting up and testing welders for each process; adhesive application; clean-up; and bench cure time. Repairing any welding burn damage to adjacent panels previously outlined should also be included, as should washing the vehicle after repairs are completed. His list continued to recommend covering the car for primer application, feather, prime and block welded replacement seams, epoxy primer application to welded flanges, wash/tack after blocking, setup and testing seam sealer to duplicate OEM appearance, cavity wax application, and repairing and refinishing clamping or fixture locations. Bradshaw emphasized, “Documentation is really important. Taking

photos will make your lives much easier when it comes to getting paid for doing each operation. These operations have to translate to the estimate. A lot of shops feel like they don’t get paid enough on a quarter panel, but if you bill for all the operations that you actually perform, you could easily have over 100 labor hours compared to the industry average of 60 hours.” He then showed a slide of an actual estimate to demonstrate how shops should add each instance of each operation. “If you R&I the wheel multiple times, you should be adding each time to your blueprint. For glass, trim and clean-up of adhesive is often forgotten. Put your operations in a sequence where anyone can read the blueprint and understand the story of what you did to the vehicle. Even if you don’t charge for certain items due to agreements your shop has, you should still put it on your blueprint because you need to build a bulletproof file. You’re going to become more profitable and have less liability by being passionate about it and writing a strong blueprint.”

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autobodynews.com / MAY 2019 AUTOBODY NEWS

Danvers, MA, Auto Body Shop Closes After Almost 70 Years by Robby McKittrick, GateHouse Media New England, Danvers Herald

Longtime Danvers, MA, business Hartnett Auto Body & Car Wash closed its doors April 4 after almost 70 years in the community. The Hartnett family, which owns the auto shop on 15 Water St., recently sold the business to another family who owns multiple car washes and gas stations in the area.

Alan Hartnett of Hartnett Auto Body & Car Wash poses in front of a wall of plaques from the various local sports teams Hartnett has sponsored over the years. Credit: David Sokol, Wicked Local staff photo

Alan Hartnett, the oldest of the five Hartnett brothers, said he wanted to retire and initially asked his siblings if they wanted to buy him out. Alan, who is 68 years old, hired a lawyer to begin the paperwork for a potential buyout last November. However, after the brothers could not agree to a buyout deal, the family decided to sell the longtime Danvers auto shop. “We couldn’t work that part of the deal out so we had to put the entire place on the market,” Alan explained. “It’s not an easy process. We were trying to entertain offers from people in this industry.” Alan said the new owners of the shop reached out to them and gave them an offer they “couldn’t refuse.” The auto body shop has been a significant place in the community for a very long time, but Alan said selling the place at this point felt like the right time with the right group. “The easiest exit strategy was to eventually sell to another family,” he said. “It’s in their blood, I guess, kind of the way it’s in our blood.” Alan said it was important for the Hartnetts to sell the shop to a family who planned to continue at 26

least part of the business. “I’m happy that there is going to be another car wash here,” he said. “I think that washing cars still has a lot of potential.”

The Family Business The Hartnett family business was started in Danvers in 1952 by Alan’s father. Then, in 1961, his father bought the current property in Danvers on 15 Water St. All of the Hartnett brothers started working at the business when they were children. “My father would say, ‘Alright, Saturday morning, you’re working,’” Alan reflected. “As a kid, sometimes my job would be, ‘Give Mr. Smith a ride home,’ and then years later, you would see Mr. Smith’s kids come in to get their car fixed, and now we see Mr. Smith’s grandchildren come in here and having their car fixed, so it’s multi-generational.” However, in 1985, their father passed away, and his six children (five sons and one daughter) each immediately became a part owner of the family business. “Family business is a family business,” said Alan. “Everyone knows what I mean by that. There is no family that isn’t dysfunctional, especially when it comes to a business.” A few years later, Alan’s sister won the lottery and no longer wanted to be a part owner. She sold her share to Alan and another brother, Eric. Eric and Alan each have 25 percent of the business, and the other three brothers split ownership equally of the remaining 50 percent. Many of the brothers left the area and tried different things at some point in their lives. However, all five of them eventually came back to work at the auto shop in Danvers. The family has gone through ups and downs, but in the end, they stuck together. “Working collectively since ‘85 without my father giving the orders, it’s been a little different,” Alan said. “There have been some tempers and there have been some disagreements, but we survived.” Love for the Community Since 1952, the Hartnett family has provided reliable auto body repair services and car wash expertise to

MAY 2019 AUTOBODY NEWS / autobodynews.com

Danvers residents, and they have loved interacting with the members of the community. “It’s always been in Danvers,” said Alan. “A lot of people would tell you that it was almost as if I was born and brought up here. You build those kinds of relationships, so that is what has kept us all going here.” Although Alan lives in New Hampshire, Danvers has felt like his second home, and he and his brothers have developed a deep bond with a lot of people in town. “This lady came in here the other day and almost cried,” Alan said. “She said, ‘I don’t know where the [heck] I’m going to go.’” Alan said people will constantly recognize him in town because of his father. “If you ask people around town, they probably all know me,” Alan said. “People will say, ‘Oh, did you know my grandfather? That’s why we came here.’ There was a situation we had last week, where I was fixing this young lady’s car. The mother and father live in town but I didn’t recognize their family name,

but when I got talking to the mother who picked the car up for the daughter, she said, ‘Oh, you knew my dad.’” When Alan reflects on the many years during which they had the business in Danvers, he will remember those positive interactions with the community. “We have a wall here in the office that is peppered with plaques,” Alan explained. “Across the top, it says ‘We support the community that supports us,’ and I think that we have maintained that value. We have all been involved in something. Everyone has participated in giving back some of their time and energy. I think that we have been good to the community that has been very good to us.”

We thank GateHouse Media New England / Danvers Herald for reprint permission.

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Firefighters Spot Blaze Near Fawn Township, PA, Body Shop by Christopher Dornblaser, York Dispatch

A local fire chief watching his child’s soccer game the afternoon of April 1 spotted a fire near a Fawn Township, PA, auto body shop and sprang into action. “They saved my body shop,” Charley Himmel Sr., owner of American Auto Body, said the afternoon of April 2. Chief Doug Shanberger of Citizens Volunteer Fire Co. of Fawn Grove said he and a friend, a Baltimore County firefighter, were watching the soccer game near the body shop about 4:45 p.m. April 1 when his friend pointed out the fire. Flames were coming from the back corner of an apartment building on the body shop property at 304 W. Main St. “We looked over, and that back corner had fire coming out of the corner of the roof,” Shanberger said. The chief called the fire in to York County 911 as he drove to the property. Shanberger said the wind was blowing the flames toward the body shop.”Our main goal was to protect the body shop,” he said. Shanberger estimated it took

about 40 firefighters from eight fire services about 20 minutes to have the blaze under control. They were on scene for about three hours, he said.

Fire crews responded to an apartment fire near American Auto Body at 304 W. Main St. Monday, April 1. Credit: South County Fire Photos

The chief said the situation could have been worse had the body shop caught fire. “And then of course the body shop would have had plenty of ... flammable stuff,” he said. It was an effort involving departments from three counties. From York County, crews from Stewartstown, Delta-Cardiff, Airville and Felton helped, according to Shanberger. Crews from Maryland also came to the scene. From Harford County, Norrisville, Whiteford and

MAY 2019 AUTOBODY NEWS / autobodynews.com

Darlington assisted, and from Baltimore County, crews from Maryland Line helped battle the blaze, he said. The chief said it appears an electrical issue or problem with a furnace caused the fire at the apartment building. The building had a two-bedroom apartment and a one-bedroom apartment, according to body shop owner Himmel. He said his son lived in one and his brother lived in the other. Himmel said he was in the process of putting the finishing touches on a new roof at the apartment so the building could be insured. That process would have been done in about three weeks. His son and brother are staying with him for the time being, he said. His family is taking things step-bystep, he said. “So far we’re getting everything cleaned out,” Himmel said. The fire chief estimated the damage at about $90,000. Himmel thanked the emergency responders for their efforts the afternoon of April 1. “They got here quick,” Himmel said. We thank York Dispatch for reprint permission.

Payscape, SCRS Partner on Member Benefit

Financial technology company Payscape has partnered with the Society of Collision Repair Specialists. Through this partnership, they will be able to provide members discounted processing rates and world-class financial technology to further streamline their business operations. “Payscape is excited to partner with SCRS,” said John Mills, vice president of Enterprise Sales at Payscape. “Given their initiative to provide members with trusted sources and advanced learning, we aim to enhance their financial technology portfolio and hope to progress both our organizations.” Through this strategic collaboration, SCRS will have the ability to negotiate more competitive credit card processing rates for the small to mid-size businesses that are members of its organization. Business owners will be able to expand their payment processing services through innovative software solutions and increase cash flow.

autobodynews.com / MAY 2019 AUTOBODY NEWS

Worcester, MA, Body Shop Owner Indicted for Motor Vehicle Fraud, Stealing $170k by Patrick Sargent, This Week in Worcester

The owner of a Worcester, MA, auto body shop was indicted March 28 in connection with a motor vehicle fraud scheme in which he damaged vehicles and stole $170,000. According to Attorney General Maura Healey’s office, Adam Haddad, 42, of Shrewsbury was indicted by a Statewide Grand Jury on the charges of Motor Vehicle Insurance Fraud (18 counts), Larceny by False Pretenses Over $1,200 (15 counts), Attempted Larceny (three counts), and Malicious Destruction of Property (six counts).

Haddad owns Accurate Collision, Inc. on Millbury St. in Worcester. Accurate Collision was indicted

on the charges of Motor Vehicle Insurance Fraud (eight counts) and Larceny by False Pretenses Over $1,200 (seven counts).

ADH Collison of Boston Inc. in Everett, also owned by Haddad, was indicted on charges of Motor Vehicle Insurance Fraud (10 counts) and Larceny by False Pretenses Over $1,200 (eight counts). The defendants will be arraigned in Middlesex County and Worcester County at later dates. The AG’s Office began its investigation in 2017 after a referral from the Insurance Fraud Bureau. These charges are the result of a joint investigation by the Insurance

PA, NJ First Responders Learn Rescue Skills Through NABC’s F.R.E.E. Program

More than 40 first responders from Pennsylvania and New Jersey fire departments along with local EMS providers gathered on March 23 for a demonstration of the latest techniques in emergency vehicle extrication. The demonstration was intended to prepare them for providing the best response to car accident victims in the region, all thanks to the National Auto Body Council F.R.E.E.™ program and JL Freed Honda. In crashes where minutes can spell the difference between life and death, first responders to the accident scene need up-to-date information so they can act quickly and safely! Knowing specifically where and how to efficiently cut, pry and extricate can make the difference in saving precious minutes and lives as well as the safety of the first responders. Keeping first responders up-to-date on the latest new technology in vehicles is a challenge for every local fire department. The NABC First Responder Emergency Extrication program (F.R.E.E.™) helps first re30

sponders stay abreast of the rapid changes in vehicle design. Highstrength steel, airbags, advanced restraint systems, onboard technology and safety around alternative fuel vehicles are all covered in the program. The growing popularity of high-voltage hybrid and electric vehicles and the many safety concerns surrounding these vehicles make this program a necessity. Alternative fuel systems present different challenges when first responders arrive at the scene of an accident. Electric cars, hybrid cars and natural gas vehicles have fuel systems that pose dangers for first responders if need arises to cut or pry the vehicle for rescue. State Farm, Allstate and JL Freed Honda provided the vehicles, and Hurst Tools and MES supplied the classroom education and extrication demonstration. North Montco Technical Career Center provided a catered luncheon, Rental World Lansdale donated tables and chairs, and Forge Gate towing aided in staging the vehicles and clean-up.

MAY 2019 AUTOBODY NEWS / autobodynews.com

Fraud Bureau of Massachusetts, the Massachusetts State Police assigned to the AG’s Office and the Everett Police Department. The AG’s investigation revealed that over the past four years, Haddad regularly enhanced damage and caused new damage to customers’ vehicles in order to falsely inflate appraisal repair quotes for labor, paint and parts reimbursement requests. Haddad would then make an additional profit by pocketing the insurance company’s check and not completing the necessary repairs on the customers’ cars. Surveillance footage from one of Haddad’s business locations shows him using mallets, sledge hammers and pieces of wood to intentionally damage five customers’ vehicles. In total, the AG’s Office alleges that he stole more than $170,000 from 11 different insurance companies. We thank This Week in Worcester for reprint permission.

CARSTAR Conference To Be Held July 10–12

As it celebrates its 30th anniversary, CARSTAR is planning a gathering in Chicago this summer. CARSTAR will host the CARSTAR Acceleration 2019 conference from July 10–12 on the shores of Lake Michigan at the Hilton Chicago. The 2019 CARSTAR conference is the third annual North American event that integrates the U.S. and Canadian conferences. CARSTAR Acceleration 2019 will kick off with a unique “Soul Stroll” walk for cystic fibrosis on Wednesday morning, where the organization will honor the top Shine Month fundraisers and walkers will experience beautiful Grant Park. Opening ceremonies will follow that afternoon, then CARSTAR Conference guests will suit up for an evening at legendary Wrigley Field, where attendees have the opportunity to take simulated batting practice, throw a few pitches and tour the Ivy Confines.

autobodynews.com / MAY 2019 AUTOBODY NEWS

AASP/NJ Hosts ‘Autobody Team, Pit Crew Mentality’ Training

Auto Body Repair & Painting Among Uses Approved in Freehold Borough, NJ

by Chasidy Rae Sisk

by Matthew Sockol, CentralJersey.com

On Feb. 27, AASP/NJ hosted a training seminar titled “Autobody Team, Pit Crew Mentality” in Springfield, NJ, for the northern part of the state. The encore took place in the southern part of the state the following day at the Hilton Garden Inn in Hamilton, NJ. Designed to increase engagement, improve teamwork, boost productivity, maximize compensation and improve the working environment, the seminar focused on the culture of a business and was taught by Jerry McNee, AASP/NJ president, and John Niechwiadowicz of QLC, Inc. According to McNee, “Creating culture within your business, developing team work, and stressing the importance of working together is imperative, and we demonstrated how a break in the chain can affect the entire repair process. The event was well-received by all attendees. The majority of the shops present had

multiple attendees—one shop signed up 19 of his employees, [and] both classes maxed out. Attendees actively participated in the discussion and seemed to understand how improving one’s success in business starts with improving shop culture.” AASP/NJ was pleased with the meetings, and McNee feels the events went better than expected. “We always want to offer value and engage participants,” he said. “The feedback we received was overwhelmingly positive and lets us know we are offering value for attendees. It’s important for associations to give back to our members, offer support, provide information on current topics, share strategies that work, and offer items they can use immediately.” Both meetings were co-sponsored by Central Paint, Enterprise Rent-A-Car and AASP/NJ as a way to provide value to the industry. For more information on AASP/ NJ, visit aaspnj.org.

MAY 2019 AUTOBODY NEWS / autobodynews.com

Municipal officials have amended Freehold Borough’s redevelopment plan and will permit motor vehicle repair garages, auto body repairs and painting, and tire sales in a section of the downtown district. On March 4, Borough Council members adopted an ordinance amending the Freehold Center Core Redevelopment Plan. They said the goal is to encourage new development in the downtown. The targeted area is designated as the Freehold Center Core Redevelopment Zone, and projects in the zone must be compliant with the core redevelopment plan. The council is designated as the redevelopment entity for the plan and is responsible for any action involving the plan. The ordinance will amend the core redevelopment plan to permit motor vehicle repair garages, auto body repairs and painting, and tire sales if certain conditions are met. The conditions refer to setbacks, building height, work spaces, vehicle storage and other conditions. Concerns about the new uses

were raised by representatives of downtown Freehold, which manages the downtown area, regarding the possible creation of a negative visual impact from vehicles in need of repair. In response, Councilman George Schnurr and Councilwoman Sharon Shutzer emphasized that vehicles in need of repair would be shielded from public view. “A fence will shield whatever is back there,” Schnurr said. “Cars in need of repair will be in the fenced area.” Borough Attorney Kerry Higgins said any repair work on a vehicle must be completed inside a building. Other than the concerns they expressed about the storage of vehicles, the representatives of downtown Freehold said they considered the new permitted uses to be additional ways to revitalize the downtown district. Council President Kevin Kane, Councilman Michael DiBenedetto, Councilwoman Annette Jordan, Councilwoman Margaret Rogers, Shutzer and Schnurr voted to adopt the amendment to the core redevelopment plan. We thank CentralJersey.com for reprint permission.

New AMi Board of Trustee Appointments Announced

In a joint press release with the Automotive Management Institute (AMi), the Automotive Service Association is announcing the newest members of AMi’s Board of Trustees, which it recently approved.

AMi’s Board of Trustees will hold its annual board meeting May 2, 2019, in conjunction with ASA’s upcoming Annual Business Meeting & Conference at the Hurst Conference Center in the Dallas-Fort Worth, TX, community of Hurst. Before announcing the new appointees, ASA Chairman Roy Schnepper thanked the former AMi trustee members. They include Donny Seyfer, AMAM, executive director of NASTF, Wheat Ridge, CO.; Gary Keyes, AMAM, of E&M Motors, Stuart, FL; Rex Dunn, Caliber Collision, Elmhurst, IL, and Sheri Hamilton, AMAM, executive director, of the Midwest Auto Care Association, Gladstone, MO, who

served multiple terms. “I want to thank these individuals for their years of service and dedication,” Schnepper said. “They put in countless volunteer hours and personal efforts into the success that AMi has achieved these past few years. Their dedication and cooperation empowered the staff to develop a world-class learning portal providing more than 200 online courses via 24/7/365 access to educate both the collision and mechanical repair industries.” In addition, Schnepper said Jeff Peevy, AMAM, president/executive director of AMi, North Richland Hills, TX, recently gained approval to host a Fiat Chrysler Automobiles program. He said that program could be an important stepping stone for the current and future employees of our industry. “I am sure this will only further enhance the efforts of the new trustees the ASA board of directors recently approved,” Schnepper said. AMi’s current Board of Trustees members are Bill Haas, AAM, Haas Performance Consulting, Tyler, TX; Darrell Amberson, AMAM, LaMettry’s Collision & Glass, Minneapolis, MN, and Scott Brown, Diagnostic

Network, Claremont, CA. Newly appointed Board of Trustee members will include Amy Mattinat, Auto Craftsmen, Montpelier, VT, and Mike Schoonover, Schoonover Bodyworks & Glass, St. Paul, MN. ASA Executive Director Ray Fisher, AMAM, will assume the ASA president seat on the AMi Board of Trustees previously filled in an interim capacity by Tony Molla, ASA’s vice president of industry relations. In discussing the duties and responsibilities of the ASA board of directors, as written in the Automotive Management Institute bylaws, Schnepper said, “We meet certain criteria to maintain continuity through a very well thought-out set of bylaws. Those bylaws require us to maintain the interests of the automotive repair industry. I am proud that the ASA Board of Directors continued to do that with their choice of trustees. Our endless appreciation goes to all who served their terms to the fullest and to those who accepted the position to continue to maintain AMi on a positive road to success!”

CARSTAR EPG Set To Drive Network Performance

The CARSTAR proprietary EDGE Performance Group will continue to drive performance improvements across the CARSTAR network through national repair processes, performance standards and focused training on delivering those standards. To provide handson training, CARSTAR hosts zone-aligned regional EDGE Performance Group (EPG) meetings to allow more CARSTAR franchise partners to participate in the valuable training program. The winter 2019 EPG meetings were hosted this February in Tampa Bay, FL; Dallas, TX; and Denver, CO. At the meetings, more than 85 CARSTAR franchise partners, managers and team members heard from their zonealigned corporate partners on important updates specific to their zone. These updates included marketing, insurance sales and development. CARSTAR’s analytics team also hosted a training breakout session on CARSTAR’s new EDGE Scoreboard.

autobodynews.com / MAY 2019 AUTOBODY NEWS

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APCIA Opposition

cedures they never did. First and foremost, the III reports that insurance fraud is indeed a criminal offense in Texas. Body shops in the state also can be sued by a consumer for breach of express or implied warranty under the Texas Deceptive Trade Practices Act. The Texas Supreme Court in Melody Home Manufacturing Company v. Barnes nailed down a vendor’s responsibility. “We hold that an implied warranty to repair or modify existing tangible goods or property in a good and workmanlike manner is available to consumers suing under the DTPA,” the court wrote. It proceeded to define the concept and declare it unwaivable: We define good and workmanlike as that quality of work performed by one who has the knowledge, training, or experience necessary for the successful practice of a trade or occupation and performed in a manner generally considered proficient by those capable of judging such work. We do not require repairmen to guarantee the results of their work; we only require those who repair or modify existing tangible goods or property to perform those services in a good and workmanlike manner. In this case, the breach of the implied warranty was plainly within the common knowledge of laymen and did not require expert testimony. The jurors had sufficient knowledge to find that the failure to connect a washing machine drain would not be considered good and workmanlike by those capable of judging repair work. Consistent with the trend in recent consumer protection legislation and sound public policy, we further hold that the implied warranty that repair or modification services of existing tangible goods or property will be performed in a good and workmanlike manner may not be waived or disclaimed. (Emphasis ours.) All three national collision trade groups and the national insurer and repair training organization I-CAR have said for years OEM repair procedures are the standard of care. Automakers, who develop repair in34

structions they’ve proven will fix the vehicles correctly, also hold shops should follow their procedures. Finally, some of the other 98-99 percent of shops Woods deemed honest and adhering to OEM procedures would probably be happy to post-repair-inspect their rivals’ work for a suspicious insurer or customer.

Adjusters ensure repair quality? Woods’ testimony on repair procedures continued with another feat of logical gymnastics. He essentially made the case that insurers shouldn’t be compelled to pay for OEM repair procedures because the carriers are ensuring shops follow them. “So, this is a highly unregulated business,” Woods said. “The insurance adjusters are really the only people that … have any shot at regulating practices and quality.” Which is funny, because Nationwide just argued to the Pennsylvania Supreme Court in fall 2018 that it had no duty at all to verify quality (at least in Pennsylvania). “In the Bergs’ third question presented for this Court’s review, they seek to have this Court declare that Nationwide itself had a duty under Pennsylvania law to verify that the vehicle, and presumably every vehicle that gets repaired pursuant to an insurance policy, was repaired properly and that its failure to do so is bad faith,” Nationwide wrote regarding Berg v. Nationwide. “This question does not warrant this Court’s review because no such duty exists, and even if it did exist it would not prove that Nationwide acted in bad faith.” (Emphasis Nationwide’s.) Earlier in its motion against the Supreme Court hearing the appeal, the carrier pointed out that it wasn’t necessarily checking for quality at all on the Jeep at the heart of the case. Those repairs were overseen by a Nationwide direct repair program shop. “Nationwide’s Steve Potosnak testified that Nationwide representatives typically went to Lindgren only to ensure that the repair shop was complying with its prior appraisals,” Nationwide wrote. “Potosnak specifically testified that he would review the quality of repairs ‘only if there was a complaint filed’ about a vehicle. Here, of course, there is no evidence whatsoever that any complaints were raised with Nationwide. Thus, it

MAY 2019 AUTOBODY NEWS / autobodynews.com

is not surprising that there is no evidence that Nationwide re-inspected the Jeep. Likewise, it makes perfect sense that there are no completed reinspection reports. Rather than supporting the Bergs’ argument, the lack of a completed re-inspection form corroborates, rather than undermines, the fact that no repair inspection took place and that Nationwide was unaware of any issues. While the Bergs argue that ‘reinspection reports should exist in the claim file,’ … they fail to cite any precedent holding that a failure to perform re-inspections constitutes bad faith, as opposed to mere negligence.” (Emphasis Nationwide’s.) And State Farm certainly doesn’t seem to have caught John Eagle Collision’ infamous incorrect hail repair that Woods cited moments before. Instead, that case raised a question of broader insurance industry behavior that directly seems to suggest a need for bills like HB 1348. According to Willis’ deposition: A: (Adhesive) is — it is a accepted repair alternative, based on our cars and insurance certifications. Q: All right. And let’s have an agreement today that we don’t use the

word “insurance.” Can we — is that cool? A: Well, unfortunately we’re guided by insurance.· So—the—if you brought your car into my shop, right, the insurance company’s going to dictate what—how we’re going to repair your car. Q: I understand. But the — but you — your — as a certified body shop, you have to — you — the — the insurance company cannot trump the OEM specifications, correct, sir? A: Yes, they can. Q: Where does it say that? A: By not paying the bill.

Auto Body Association of Texas board member Chad Kiffe (Berli’s Body & Fine Finishes) acknowledged during the hearing that body shops have a responsibility to do the job right—it’s not just an insurer problem. He noted that many shops still didn’t use OEM repair procedures. “It’s within ourselves as well,” he said. “But we need to take out the excuse that we can’t get paid for it.” For more on this and related stories search this article title at repairerdrivennews.com.

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Autonomous Cars Can’t Recognize Pedestrians With Darker Skin Tones decreased by 5 percent when it was presented with groups of images of pedestrians with darker skin tones. And according to the published paper, the models showed “uniformly poorer performance” when confronted with pedestrians with the three darkest shades on the scale. These results take into consideration whether the photo was

by Jessica Miley, Interesting Engineering

A new report shows that the systems designed to help autonomous cars recognize pedestrians may have trouble recognizing people with darker skin tones. The worrying research has been uploaded to the preprint server arXiv. Evidence already existed that some facial recognition software struggled to work with darker skin tones. But the results of the study on autonomous cars have a potentially deadly outcome. World’s Best Show Bias Researchers from Georgia Tech investigated eight AI models used in state-of-the-art object detection systems to complete their study. These systems allow autonomous vehicles to recognize road signs, pedestrians and other objects as they navigate roads. They tested these systems using two different categories based on the Fitzpatrick scale—a scale commonly used to classify human skin color.

Credit: Wikimedia Commons

taken during the day or night. In summary, the report suggests that people with darker skin tones will be less safe near roads dominated by autonomous vehicles than those with lighter skin. Bias-Elimination Starts With Diversity in Research The report thankfully gives a brief

Darker Skin at Higher Risk Overall, the accuracy of the system

BMW Recalls 183,000 Vehicles for Takata Airbag Inflators by David A. Wood, CarComplaints.com

We thank CarComplaints.com for reprint permission. https://www.carcomplaints.com/news/2019/bmwrecalls-183000-vehicles-takata-air bag-inflators.shtml BMW is recalling about 183,000 vehicles to replace Takata airbags at risk of exploding. More than 170,000 of those vehicles had their original steering wheels replaced with the optional sports steering wheels, which contain frontal Takata airbag inflators at risk of rupturing. •

2000-2003 BMW 525i

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• • •

2000-2003 BMW 530i 2000-2003 BMW 540i 2000-2004 BMW X5

In a separate recall of 12,880 vehicles, BMW is recalling the 2015 X1 sDrive28i, X1 xDrive28i and X1 xDrive35i. These vehicles are equipped with driver’s side Takata airbag inflators used as original or replacement equipment. The recalls began March 4. Dealerships have been replacing the Takata airbag modules. Customers with questions should call BMW at 800-525-7417.

AUTOBODY

www.autobodynews.com

MAY 2019 AUTOBODY NEWS / autobodynews.com

outline on how to remedy this unfathomable reality. This starts with simply increasing the number of images of dark-skinned pedestrians in the data sets used to train the systems. Engineers responsible for the development of these systems need to place more emphasis on training the systems with higher accuracy for this group. The report, which the authors say they hope gives enough compelling evidence to address this critical issue before deploying these recognition systems into the world, is another reminder of the general lack of diversity in the AI world. Unfortunately, this isn’t the first report of potentially deadly racism in AI-powered systems. In May of 2018, ProPublica reported that software used to assist judges in determining the risk a perpetrator posed of recommitting a crime was biased against black people. Racial Profiling Is Lethal The system is used by judges in criminal sentencing; it provides a score based on whether the person is

likely to reoffend. A high score suggests they will reoffend; a low score suggest it is less likely. The investigative journalists assessed the risk score assigned to more than 7,000 people in Broward County in Florida in 2013 and 2014 and then watched to see if the same people were charged with any new crimes in the next two years. The algorithm not only proved to be unreliable—only 20 percent of the people predicted to commit violent crimes did so—but also racially biased. Black defendants were more likely to be flagged as future criminals, wrongly labeling them at almost twice the rate of white defendants, while white defendants were mislabeled as a low risk more often than black defendants. The AI development community must come together and take a public stand against this sort of massively damaging bias. We thank Interesting Engineering for reprint permission.

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autobodynews.com / MAY 2019 AUTOBODY NEWS

How Will These Recalls Impact Your Auto Glass Customers? by Emmariah Holcomb, glassBYTEs.com

The National Highway Traffic Safety Administration (NHTSA) recently issued three recalls with implications for the auto glass industry. The recalls affect New Flyer Industries, Volkswagen Group of America and Porsche Cars North America. New Flyer of America Hundreds of heavy-duty busses from New Flyer Industries are affected by the company’s latest recall. According to the NHTSA, the company is recalling vehicles due to the possibility of its rooftop glass panel shattering. The administration stated the glass breakage may affect driver visibility.

Glass shop representatives working on the recalled models can assure their customers that the tempered glass panel will be replaced for them at no cost. Shop owners can advise

their customers to contact New Flyer’s customer service center if they have more questions at 1-204-2246706 or the NHTSA Vehicle Safety Hotline at 1-888-327-4236.

Volkswagen Volkswagen’s recall impacts more than 4,000 2019 Beetle and Beetle convertible vehicles. The administration states the vehicle’s instrument cluster may not provide a visual warning if a driver has brake failure. The absence of a visual signal may increase the chances of that vehicle model getting into an accident.

Industry professionals can assure their customers that their instrument cluster software will be updated as necessary, at no charge. Shop owners can advise their customers to contact Volkswagen customer service at 1-800-8935298 if they have further questions. Volkswagen states it will notify all affected owners of its latest recalls.

MAY 2019 AUTOBODY NEWS / autobodynews.com

Porsche More than 14,000 Porsche owners are affected by the company’s latest visibility and electrical recall. Two dozen of the company’s vehicle models are affected. The NHTSA stated that drivers are not visually made aware when their brake pads are worn out. This can result in the driver losing control of their vehicle and increasing the likelihood of getting into or causing an accident.

Porsche stated it will notify all affected vehicle owners of the issue. Shop owners can assure their customers their instrument cluster software will be updated, free of charge. If customers have additional questions, vehicle shop owners can advise them to contact Porsche customer service at 1-800767-7243. We thank glassBYTEs.com for reprint permission.

Speak at CIECA CONNEX 2019 in Charlottesville, VA

CIECA is looking for a few additional thought leaders and industry professionals to speak at the upcoming annual conference—CIECA CONNEX 2019—in Charlottesville, VA, Sept. 16–18. CIECA invites you to share your knowledge and expertise as we work together to explore emerging issues, forecast for the future and discuss ways to prepare for the road ahead. CIECA CONNEX is the one event where CIECA members and business professionals from all segments of the collision repair industry gather to network and learn from one another. They include repairers, insurers, OEMs, parts and material suppliers, information and software providers, car rental companies, towing companies, salvage and recycled parts providers, auto glass replacement facilities, subrogation providers, general service providers and property restoration providers.

American Honda Enjoys Success at NORTHEAST 2019 by Ed Mayer

American Honda is pleased to announce its recent success at AASPNJ’s NORTHEAST 2019. “We’ve participated since I arrived at Honda five years ago, and the show has grown and matured each time,” said Ed Mayer, Honda collision group market manager. For the third straight year, Honda held its exclusive “Power Up With ProFirst” standing-roomonly guest speaker sessions for its ProFirst Certified shops. One-hundred-sixty lucky ProFirst shop representatives heard from a wide array of Honda dignitaries during two sessions, including Leigh Guarnieri, national collision group marketing manager; Rossana Alvarez, ProFirst certification assistant manager; Kirk Adams, collision parts assistant manager; and Duane Plankell, Honda service information systems manager. The speakers discussed Honda’s collaboration with CCC Information Systems’ Collision Parts Promote platform. “With Promote, repairers have significantly better opportunity to include OEM parts in the repair mix,”

noted Guarnieri, who described CPP as “tremendously effective.” Plankell’s real-time demonstration of service information access gave a live view of what Honda expects the ProFirst facilities to do when setting up and executing a repair plan. Mark Claypool, founder of Optima Automotive and a keynote speaker, gave a presentation titled “Maximizing Your Online Visibility and Honda ProFirst Certification.” During the segment, Claypool pointed out the advantages and ROI of actively managing your online presence and the unfortunate pitfalls of not doing so. Participants learned about specific strategies and several available resources to assist them in their pursuit of profitability and growth. Industry veteran Mike Anderson presented “Positioning Your ProFirst Facility in the Collision Repair Industry: How to Thrive and Not Just Survive,” a two-hour look at industry trends, how to stay on top of them, and how to be competitive in that environment. “Thirty-six percent of consumers prefer to do business with

you when you are closed. How are you positioned to capture those opportunities?” Anderson asked. He showed the shops specific areas for improvement and cited where the industry is today. “What you’ve done to become successful today is not what will make you successful in the future,” he said. As usual, Anderson’s sessions drew significant group participation. Several participants provided feedback saying the Power Up sessions were beneficial. “I come to these every year,” noted Claudio Tommolillo of Classic Auto Body in Paterson, NJ. “You learn something every time, and that’s what it is all about.” Larry Jaskowiak of Gerber Collision & Glass commented, “Honda has built a solid network of locations with an exceptional support team.” Honda thanks AASP-NJ for the opportunity to have participated and looks forward to 2020.

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Legislation To Enhance Cybersecurity Training

Two bills approved by a U.S. Senate committee in late March would provide ASA members one more tool to protect their shops from cyber threats. On March 27, the U.S. Senate Committee on Small Business and Entrepreneurship held its first markup of the 116th Congress approving three bills. Two of the bills being considered, S. 771, the Small Business Cyber Training Act and S. 772, the SBA Cyber Awareness Act, were both introduced by Chairman Marco Rubio (RFlorida). ASA wants to ensure its members have the best training and resources available to protect their shops and their customers from those who would do harm. If passed, the “two bills will give small businesses the tools they need to safeguard themselves against the growing cybersecurity risks of the 21st century,” Sen. Rubio said in a news release.

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HONDA CONNECTICUT

Lia Honda of Enfield Enfield

800-221-3131 860-741-3401 Dept. Hours: M-F 7:30-5:30; Sat 8-4 jdoucette@liacars.com

Manchester Honda Manchester

800-442-6614 860-645-3115 Dept. Hours: M-F 7-5; Sat 8-4 gabe.llantin@manchesterhonda.com

Schaller Honda New Britain

800-382-4525 860-826-2080 Dept. Hours: M-F 7:30-5; Sat 8-1 jkiniry@schallerauto.com MAINE

Berlin City Honda South Portland

800-640-6685 207-774-6685 Dept. Hours: M-F 7:30-5:30 mmmparts@berlincity.com

Prime Honda Saco

207-391-7910 207-282-0900 Dept. Hours: M-F 7:30-6; Th. 7:30-7; Sat 7:30-4 klavalle@driveprime.com MARYLAND

Criswell Honda Ger mantown

866-738-2886 Dept. Hours: M-Thu 7-9; Fri 7-7:30; Sat 8-6 hondaparts@criswellauto.com ACURA MASSACHUSETTS

Acura of Boston Brighton

800-254-1169 617-254-5400 Dept. Hours: M-F 8-5:30; Sat 8-5 bruce.fisher@acuraofboston.com

Acura of Peabody Peabody

800-878-3600 978-532-9110 Dept. Hours: M-Sat 8-5 dbritt@acurapeabody.com

MAY 2019 AUTOBODY NEWS / autobodynews.com

Please contact these dealers for your Honda or Acura Genuine parts needs. MARYLAND

NEW JERSEY

NEW YORK

PEN N S Y LVA N I A

Oâ€™Donnell Honda

Madison Honda

Brewster Honda

Ellicott City

Madison

B re w s t e r

York

410-461-5000 410-461-9654

800-648-0293 973-822-1710

845-278-4177

800-960-9041 717-848-2600

Dept. Hours: M-F 8-6; Sat 8-5 bshortt@odonnellhonda.com

Dept. Hours: M-Thu 7-8; Fri 7-6; Sat 8-6; mschumer@madisonhonda.com

Ourisman Honda of Laurel

Rossi Honda

Laurel

Vineland

800-288-6985 301-498-6050

800-893-3030 856-692-4449

Dept. Hours: M-F 7:30-7; Sat 7-4 julio.cruz@ourismanautomotive.com

Dept. Hours: M-F 6:30-5; Sat 7:30-3 dave@rossihonda.com

MASSACHUSETTS

LIA Honda Northampton Northampton

Route 22 Honda Hillside

973-705-9100

800-369-7889 413-586-6043

Dept. Hours: M-F 7-7:30; Sat 8-5 rt22hondaparts@route22honda.com

Dept. Hours: M-F 7:30-5:30; Sat 8-4 dstanisewski@liacars.com

Sussex Honda

NEW JERSEY

Clinton Honda Annandale

877-657-2787 Dept. Hours: M-F 8-5 chrish@clintonhonda.com

Honda of Turnersville Tur nersville

800-883-0002 856-649-1584 Dept. Hours: M-F 8-6; Sat 8-4 sbaptist@penskeautomotive.com

Hudson Honda West New Yor k

866-483-6917 201-868-9500

Newton

800-842-0557 973-579-3500

Dept. Hours: M-F 8-5; Sat 8-4 kbennett@liacars.com

Dick Ide Honda R o ch e s t e r

800-462-0056 (N.Y.) 585-586-4919 Dept. Hours: M-Thur 8-8; Fri 8-5:30; Sat 8-5 parts@dickide.com

Lamacchia Honda S y ra c u s e

315-471-7278 Dept. Hours: M-F 7:30-5:30; Sat 9-1 parts@lamacchiahonda.com

Lia Honda of Albany Albany

800-272-6741 518-482-2598

Apple Honda

Dept. Hours: M-F 7-6; Sat 7-4; Sun 10-4 applehondaparts@appleauto1.com

Baierl Honda Wexford

724-940-2006 Dept. Hours: M-F 8-5; Sat 8-4 johnryan@baierl.com

Shadyside Honda Pittsburgh

800-468-2090 412-390-2908 Dept. Hours: M-F 7:30-5 shadysidehondaparts@hotmail.com

Shenango Honda Her mitage

800-858-0849 724-981-7106

Dept. Hours: M-F 8-5 realhondaparts@sussexhonda.com

Dept. Hours: M, T, W, F 7:30-5:30; Thur 7:30-8; Sat 8-5 mjerard@liacars.com

Dept. Hours: M-F 7:30-5:30; Sat 8-4 parts@shenangoauto.com

VIP Honda

Lia Honda of Williamsville

Sussman Honda

North Plainfield

908-753-1680 Dept. Hours: M-F 7:30-6; Sat 8-3 kevinh@viphonda.com NEW YORK

Babylon Honda

Williamsville/Buffalo

Roslyn

877-659-2672 716-632-3800

800-682-2914 215-657-3301

Dept. Hours: M-Thu 7:30-8; Fri 7:30-5; Sat 8-5:30 liaparts@liacars.com

Dept. Hours: M-F 8-5; Sat 8-1 rendrick@sussmanauto.com

We s t B a by l o n

Ray Laks Honda

631-669-5800

We s t S e n e c a

Dept. Hours: M-F 7-7; Sat 7:30-3:30 babylonparts@aol.com

716-824-7852 Dept. Hours: M-F 7:30-8; Sat 7:30-5:30 ekuznicki@raylaks.com

VER M O N T

802 Honda Berlin

802-223-9700 Dept. Hours: M-F 7:30-5; Sat 8-Noon hondaparts@802cars.com

Dept. Hours: M-F 7-7; Sat 7:30-5; Sun 8-3 anthony.perrone@hudsonhonda.com

NEW JERSEY

NEW YORK

PEN N S Y LVA N I A

Acura Turnersville

Acura of Westchester

Smithtown Acura

Tu r n e r s v i l l e

We s t chester

St. James

Emmaus

888-883-2884 856-516-6060

914-834-8887

888-832-8220 631-366-4114

877-860-3954 610-967-6500

Dept. Hours: M-F 7:30-5:30; Sat 8-4 parts@smithtownacura.com

Dept. Hours: M-F 7-5; Sat 8-5 mustafa@vinart.com

Dept. Hours: M-F 8-5; Sat 8-4 kristen.powell@penskeautomotive.com

Dept. Hours: M-F 7:30-8; Sat 8-4; Sun 9-4 acura.parts@yahoo.com

Elite Acura

Curry Acura

M a p l e S h a de

856-722-9600 Dept. Hours: M-F 8-5; Sat 8-4 bmartinsen@group1auto.com

Park Ave Acura

S c a rsdale

800-725-2877 914-472-7406 Dept. Hours: M-F 8-6; Sat 8-5 parts@curryacura.com

M a y wo o d

Paragon Acura

888-690-7621 201-587-0028

718-507-3990

Dept. Hours: M-F 8-6; Sat 8-3 ron@parkaveacura.com

Wo o dside Dept. Hours: M-F 8-6; Sat 8-5; Sun 9-4 johnp@paragonacura.com

Lehigh Valley Acura

Sussman Acura

PENNSYLVANIA

Baierl Acura Wexford

800-246-7457 724-935-0800 Dept. Hours: M-F 8-5; Sat 8-1 johnsabella@baierl.com

Jenkintown

800-826-4078 215-884-6285 Dept. Hours: M-F 8-5; Sat 8-1 rendrick@sussmanauto.com

Davis Acura Langhor ne

866-50-ACURA 215-943-7000 Dept. Hours: M-F 7-7; Sat 8-4 markh@davisacura.com autobodynews.com / MAY 2019 AUTOBODY NEWS

In Reverse with Gary Ledoux

Gary Ledoux is an industry veteran with 48 years’ experience in the automotive and OEM collision parts industry. His column appears exclusively in Autobody News. He can be reached at YesterWreck@yahoo.com

The 1970s - Part 1 - The Collision Industry Starts to Mature If the 1940s and 1950s marked the industry’s earliest “modern” beginnings and the 1960s signified the industry’s “grammar school” years, the 1970s could be seen as its teenage years. Changes were happening, signs of maturity were beginning to show, and yes… there were some “growing pains.” Veterans of that period claim it was like operating in the Wild West. After calling on a shop, one former insurance adjuster noted, it was not uncommon to return to one’s car to find an envelope stuffed with $100 bills over the visor to ensure continued “favorable treatment.” Another veteran noted that during that time, the collision estimating guides were competing for market share. Each one tried to outdo the other by building in repair times here and there and then showing the

prospective shop how much more time and money they could make with their brand of estimating guide. It was not until the insurance companies started writing their own estimates that they started noticing the differences. It was a time of what one industry veteran called the “Infamous Two-Man Shop.” Young technicians wanting to strike out on their own, either because they didn’t like the work they were being handed or because they thought they would make a bundle of money as an owner. They would leave their shop, rent a small garage and start their own business. It wouldn’t be long before they’d realize they needed some help and would recruit a buddy from their former shop. They then would go to all the old shop’s insurance contacts, tell them they would do the work a little cheaper, and the cars would start to

MAY 2019 AUTOBODY NEWS / autobodynews.com

roll in. Unfortunately, in those days before job-costing, the new shop never knew if they were profiting or not. Many simply went bankrupt and closed the doors. The 1970s saw the seeds sown for what would become the model for 21st century collision shops. Before the days of ABRA, CARSTAR and Caliber, Pittsburgh industrialist Ward Wickwire signed the first franchising agreement to open an American Way International body shop in Pittsburgh, an early model of the MSO concept. AWI never became a household name and was never nationally recognized, but this period would give rise to those who were. In 1972, Anthony A. Martino opened his first auto painting shop in Wilmington, DE. Using the first letter of his last name and first letter of his first and middle name, he called his new business Maaco Auto

Painting. He soon opened additional shops that provided a good overall paint job at a reasonable cost. By1977, he had almost 200 locations. Innovative ideas were popping up all over the place. Early 1972 saw a short trade magazine article suggesting that a car should be totally torn-down in order to write a complete and correct damage estimate. This was perhaps the first time this was mentioned in a trade magazine, indicating this might have been a “novel” concept. Industry associations were growing in numbers, strength, and savvy. State and regional associations were popping up all over the place and joining with national associations. The industry’s voice was getting louder. This was spurred by the growth in number and popularity of industry trade magazines. It was be-

coming easier for a shop owner to see what was going on outside his four walls and easier for them to take an active part in the industry. Traditional part jobbers had been carrying paint and related collision repair products since the 1930s. By 1970, of the roughly 25,000 full line automotive parts jobbers in the U.S., about 15,000 carried paint and body supplies to one extent or another, but only 2,000 or so actually promoted the sales of these items. This left the door wide open through the 1960s and early 1970s for a slightly different business model—that of the paint, body and equipment (PBE) jobber. The Automotive Service Industry Association (ASIA) defined a PBE jobber as a store for whom at least 70 percent of their sales come from paint, abrasives, tape, collision repair equipment and the like sold to body shops. At a 1972 industry show, ASIA recognized the PBE jobber as an official industry entity. Automotive technology continued to move forward—although it was not always a pretty sight. In 1973, the 5-mph bumper was intro-

duced. Still made of chromed steel, the bumper was supported on the frame by shock-absorber units allowing the bumper to move in and out. In 1974, similar bumpers became standard equipment for the rear of the car. The bumpers were described as “monstrosities” and appear to have been added to the car as an afterthought because essentially, they were. In the 1970s, vehicle engines and transmissions were more durable but lacked today’s e-coat to prevent rusting. An otherwise well-running car would rust out in 3–4 years, especially in areas where road crews used salt and sand on snow-covered roads. Salt, water, and sand, combined with exposed sheet metal all contributed to some serious rust problems. Fixing rust holes correctly and legitimately was time-consuming and expensive … and not covered by insurance. In many cases, the entire panel had to be replaced, including rocker panel rear quarters or front fenders. And even when panels were replaced, rust would break through someplace else. It was like a cancer.

Used-car dealers found themselves with lots full of otherwise good used cars—except for the rust holes—that they wanted fixed as quickly and cheaply as possible. Left to their own devices and being paid on a “percar” basis, creative body technicians found quick and easy, albeit non-permanent, ways to fill the holes and make the car look good—and just long enough to get it sold. This led to some sore customers, and a black eye for the used car industry and body repair industry. Paint technology started to change in the 1970s as well. Paints became more durable but had some unforeseen consequences. In the early 1970s, DuPont introduced its Centari line of paint—a polyurethane-based product that required an isocyanate hardener. Little thought was given at the time to safety measures and little was known about the effects of isocyanates. Suddenly, painters began experiencing asthma symptoms. Many ended up in their local hospital emergency room. Depending on their length of exposure or how they were exposed to it—either by inhaling it or being exposed by touch—the ill ef-

fects could have been short-lived or permanent. The ill effects of shooting Centari and paints with similar chemical properties were not the only hazards body shops faced in the ‘70s. In the days before we as a country and as a culture grew environmentally conscious, body shops had some horrendous ways of disposing of highly toxic waste products. Many times, leftover paint was stored for a while until it gelled, then was thrown in the trash. Other times, it would be thrown on waste paper and burned. Some shops threw all waste products, including paint, thinner and primer, into a 55-gallon drum. When the drum was full, it was dumped off in some remote area—sometimes with the drum and all, or sometimes just the contents were dumped and the drum was reused. Some poured the barrel’s contents on the gravel parts of their lots or driveways to keep the dust down. The Resource Conservation and Recovery Act (RCRA), enacted in 1976, was the principal federal law in the United States governing the disposal of solid See The 1970s, Page 46

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From the Desk of Mike Anderson with Mike Anderson

Mike Anderson is the president and owner of Collision Advice, a consulting company for the auto body/collision repair industry. For nearly 25 years, he was the owner of Wagonwork Collision Center, an OEM-certified, full-service auto body repair facility in Alexandria, VA.

Industry Misses 2 Important Aspects of John Eagle Collision Case In the 18 months since a Texas couple was awarded $42 million by a jury who found a dealership body shop had improperly repaired the vehicle in which the couple were injured in a subsequent accident, I’ve probably been asked about the case at least 20 times a week. Even now, I continue to get phone calls, emails and questions about it from those in my classes. Based on those exchanges, I think there are two important things related to what happened that a lot of people seem to miss. The first is a fundamental difference between a warranty and a liability. We all understand a warranty, defined as the “written guarantee issued to a purchaser.” Let’s say you repair Suzy Smith’s car, and she later sells that car to Joe Brown. Joe later notices the paint is starting to flake off the bumper, and he brings the car back to your shop. Under the terms of the warranties I see most shops providing to their customers, you can kick Joe to the curb. Most shop warranties say the work is guaranteed only to the customer who had the work done at the shop. It doesn’t transfer to any subsequent owners of

that vehicle. But liability, defined as “the state of being responsible for something,” is different. I will preface this by saying I’m not an attorney, but from my understanding, if you repaired Suzy Smith’s car and didn’t do something related to the safety of that vehicle, you could be held liable even if it’s Joe Brown, as a subsequent owner of that car, who is injured in the vehicle based in whole or in part on the repairs you did. That’s essentially what happened in the Texas lawsuit. Matthew and Marcia Seebachan purchased a used Honda Fit that had previously been repaired by the John Eagle Collision Center. If the Seebachans had decided the paint didn’t match and took it back to the dealership, John Eagle wouldn’t have to warranty the work, presuming the shop’s warranty extends only to the owner who had the work done to the car. But the shop was still found liable for the couple’s injuries in the subsequent accident. The jury ruled the repairs made to the vehicle before the Seebachans owned it weren’t performed correctly. The replacement roof the dealership had put on the vehicle

was bonded rather than welded to the vehicle as called for by Honda—and the roof’s separation in the Seebachan’s collision, the jury found, led to the degree of their injuries. To my way of thinking, that means you’re still potentially liable for the repairs you made to a vehicle eight years ago, even if that vehicle has been resold two, three or 10 times since. I see too many shops confusing “warranty” and “liability.” I haven’t studied all the documents and transcripts from the case, but the second key point I think a lot of people miss is this: If you tout your shop as being certified by certain automakers, yet you fail to follow the repair procedures called for by those automakers, that could be construed as negligence, which is defined as “failure to take proper care in doing something.” Again, I’m not an attorney. But

Continued from Page 43

gust 1971 issue of Automotive Service and Body News magazine noted that shop owners had to comply with federal inspectors who were able to stop in and inspect their shop at any time with fines for safety infractions reaching as high as $10,000. ASBN suggested 10 areas where inspectors were liable to look for safety hazards. The article also noted that the federal government was poised to “plague shop owners.” Shop owners now had something else to keep them awake at night.

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The 1970s

waste and hazardous waste, which essentially ended shops’ practices of indiscriminant waste-dumping. And if managing hazardous waste wasn’t enough to give shop owners a headache, OSHA entered the industry lexicon in the early ‘70s as well. The Occupational Safety and Health Act of 1970 took effect April 28, 1971. An article in the Au-

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the legal argument that could be made goes something like this: As a car owner, I saw on your website, in your advertisement and on your signage at your shop that you’re certified by ABC Automaker. That tells me you are going to do everything ABC Automaker says to do in repairing one of their vehicles. If you deviate from that, that’s negligence on your part because you portrayed yourself as being certified and knowledgeable in repairing ABC Automaker’s vehicles. I think that could conceivably extend beyond just automaker certifications. Think about other ways you portray yourself as a qualified expert, whether it be the I-CAR Gold Class designation, or training or certifications from other organizations. Warranty, liability and negligence are three terms this industry really needs to understand.

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Day Job/Night Job

Ed Attanasio is an automotive journalist based in San Francisco, California. He can be reached at era39@aol.com.

with Ed Attanasio

From Rock Star to Crash Star

owner of 1Collision Network—but they nearly did. It all began when Keller saw the Beatles perform on “The Ed Sullivan Show” when he was 10 years old. “I knew right then that I wanted to be a musician and specifically a drummer,” he said. “I was immediately drawn to Ringo and shortly after that, I began drumming along to songs on the radio on an improvised drum set that consisted of two upside-down wastebaskets and a pair of rulers. I cut out a picture of a real drum set from a JCPenney catalog and taped it to the bathroom mirror, and I guess my parents got the hint because I The Baxters consisted of (from left) drummer Jim Keller, got an $89.95 three-piece lead guitarist Martin Krohne and bass player Greg Scott drum set for Christmas.” Keller learned how to monetize Things didn’t go exactly that way for Jim Keller, collision lifer and his love for the drums and entered In the song “Takin’ Care of Business” by Bachman-Turner Overdrive, the band offers their prescribed formula for rock star success: “Get a secondhand guitar, chances are you’ll go far if you get in with the right bunch of fellows.”

the collision repair industry at the before joining a few local rock bands and playing cover songs by Jimi same time. “At 12, I was making $25 cash Hendrix and Savoy Brown. “We played a lot of blues-influon Saturday nights performing at weddings with a polka band,” he enced music and acid rock,” he said. said. “I was also working at my “A few years later, a friend of mine friend’s father’s body shop, sanding encouraged me to audition for a band called In a Hot Coma, and I cars, picking up supplies on got the gig.” my bike and driving cusGood things happened tomers home, even though I quickly for In a Hot Coma. obviously didn’t have my The band was soon asked to license yet. I made $40– open up for Cheap Trick right $100 weekly there, which before their debut album on made me the richest kid in Epic was released, Keller town.” Today, Keller is said. After taking some forthe owner of the After several years, mal lessons, Keller started 1Collision Network. The network has Keller left In a Hot Coma playing percussion for his 43 body shops and played in local bands, high school’s band, includand counting including a short stint playing marching band, jazz ening with Howie Epstein, who later semble and orchestra. To become a better drummer, became the longtime bass player for Keller practiced his drums for 90 Tom Petty and the Heartbreakers, as minutes in his basement every day well as The Shivvers, a popular Mil-

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waukee power pop band. He then joined a Rockford-based pop group called The Names until he joined The Baxters with Martin Krohne on guitar and Greg Scott on bass. After capturing second place at a State Fair Battle Of The Bands competition in West Allis, WI, The Baxters made their debut at a popular

later, “Don’t Run Away” appeared on a CD featuring iconic Milwaukee band Great Lost Brew Wave, while “What Ya Gonna Do” made it onto a 2001 CD set called History in 3 Chords. In addition to Ringo Starr, Keller said, several other legendary drummers have influenced him over

punk club, Zak’s, Milwaukee’s first punk club, on New Year’s Eve. For the next two years, the trio wrote original songs and played shows in cities such as Rockford, Chicago, Milwaukee and Madison. With 200 original songs in their repertoire, The Baxters came up with two tunes that got some attention in 1980: “What Ya Gonna Do” and “Don’t Run Away,” both of which can be heard on YouTube. The band recorded the songs at Star Studios on National Avenue but couldn’t put together enough money to release a record. Seventeen years

the years, such as John Bonham (Led Zeppelin); Keith Moon (The Who) and Bun E. Carlos (Cheap Trick). Keller got to know Carlos when his band opened for Cheap Trick and helped him in one unique way. “I would use the same drumsticks over and over and beat them up because they’re not inexpensive,” he said. “One day, I came offstage and Bun E. saw that my sticks were all nicked up, so he got one of his roadies to give me a large box full of his used sticks. I used them for the next two years and will never forget Bun E. for that!”

“At 12, I was making $25 cash on Saturday nights performing at weddings with a polka band,” — Jim Keller

The Baxters broke up at the end of 1981. Keller opened a body shop and put his drumsticks down, while his two bandmates formed a top 40 band called Tommy Gunn. “It was the right time for me to give up my rock star dreams and pursue a career, as well as get married and have some kids,” he said.

Keller now plays the guitar and piano to relax and unwind

In 1985, Keller purchased his second shop and subsequently merged them with a large MSO and became a partner in a business that eventually operated 27 shops. He then got involved with Crash 1 and in 2013, it became 1Collision, which was headquartered in Milwaukee, WI. 1Collision has grown from eight

shops to 43, and Keller is signing up new ones all the time, he said. “We’ve proven that we can help our network shops by maintaining excellent relationships with our insurance company partners, processing claims quickly, using the latest claim processing and OEM repair technologies and processes by the implementation of our SMART Performance System. We also enable them to succeed by utilizing our marketing, business strategy, HR & recruiting, equipment and material purchasing programs, financial management programs, and utilizing O.E. parts. We also offer consumers a written, limited lifetime warranty,” he said. Although he is now a successful businessman who is well-known in the collision repair industry, Keller looks back fondly at his years as a rocker and still loves playing music, he said. “I play the guitar and the piano to relax and unwind, but not the drums anymore,” he said. “The Baxters never hit big, but it was a great experience, and I’m happy to know that people still listen to our songs almost 40 years later.”

autobodynews.com / MAY 2019 AUTOBODY NEWS

Truck Topics with Gary Ledoux

Truck Topics 1: Heavy Duty Events Address Collision Issues People have been repairing collisiondamaged trucks since August Fruehauf stuck a trailer behind a Ford Model T in 1914 to create the first semi-trailer rig. Oddly, it is only within the last year or so—over 100 years later— that the collision repair side of the trucking business started to coalesce as an industry. The industry’s development was recently accelerated by two key events.

TMC Event The Technology and Maintenance Council, better known simply as the TMC, has been around since 1956. It brings fleets, manufacturers, suppliers and other industry stakeholders together to solve the industry’s toughest

(l to r) Brad Keiterand and Nick Notte

problems regarding transportation equipment. The TMC is an integral part of the American Trucking Association, formed in 1933 to represent the nation’s motor carrier industry. The TMC’s latest event, dubbed “Beyond the Frontier of Maintenance,” was held at the Georgia World Congress Center in Atlanta from March 18–21. The main focus of the TMC has traditionally been fleet maintenance and mechanical repair, although a year ago the organization started looking at the complexities and dynamics of HD collision repair. Repair Roadmap Everyone knows that it’s bad enough 50

to be in a collision with the family car, even if there aren’t any injuries. But when a commercial truck is involved in a collision, there is a lot more to consider. This is explored in the “Repair Procedures Roadmap” initiative chaired by Joey Fassett, president of Al’s Auto and Truck Repair in Exeter, NH. The Roadmap begins with “preplanning” for an accident along a truck’s usual route. (Trucks are rarely near their home port when an accident occurs.) It also covers how to deal with damaged freight or preserving freight, how to preserve and deal with accident evidence, and more.

Collision Repair Guidelines Unlike the auto industry, the HD truck OE manufacturers do not provide collision repair procedures and guidelines, or even position statements on collision repair, for several reasons. The HD industry is then left to its own devices to create its own repair procedures based on best practices, accepted protocols and what information they can glean from the manufacturers of a truck’s component parts. Chris Sterwerf of Fairfield Auto and Truck Service in Fairfield, OH, is the chairman of TMC’s Heavy Duty Collision Repair Guideline Task Force and is leading the charge to create HD collision repair procedures. Currently, exploration and guidelines for frame repair and refinishing are on the table. During a break-out meeting at the TMC event, Sterwerf took several other suggestions for areas to explore, including how and when to check other chassis components such as steering mechanisms. HD Repair Forum Event On April 2 and 3, the second annual HD Repair Forum was held in Fort Worth, TX, drawing an enthusiastic crowd of about 250 HD repairers, shop owners, consultants, technical advisors and OE executives. It was founded in 2018 by Brian Nessen, perhaps best known for his work with the Stone Fort Group managing

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the auto collision industry’s NACE show, and long-time collision industry veteran Dan Risley, known for his work with Automotive Service Association and the Society of Collision Repair Specialists.

(l to r) Brian Nessen presents John Spoto with the Service Provider of the Year award

The Forum featured a wide array of speakers from several different disciplines within the truck

and auto collision repair industry. Among those featured on the truck OE side were Bill Kahn, applications engineer for Peterbilt Motors; T.J. O’Hanlon, director of private label brands for Navistar; and Gregory Treinen, advanced technology marketing manager for Daimler representing Freightliner and Western Star Trucks. Also featured were presentations from Bob Morris of the Gas Technology Institute and Wally Dubno, sales managers for Clean Energy Fuels, who talked about the future of CNG and LNG as fuels for heavy trucks and some of the things about which repairers need to be cautious. Among the other presenters were two representatives from 3M who provided highly detailed presentations on practical repair of HD trucks, a representative from Chief See HD Events, Page 55

autobodynews.com / MAY 2019 AUTOBODY NEWS

New Car Technology Benefits Drivers, But How Does It Affect Body Shops? by Ed Attanasio

I was talking to a group of body shop owners the other day at a trade association meeting, and one said, “I’m not in the repair business anymore; I’m in the computer business! “These new cars are great for the consumers, but fixing them is getting tougher and more expensive.” In the end, diagnostics have quickly become a huge part of the collision repair process and a reality that shops need to accept. The ones that embrace the technology and become adept at using it will get more work while stragglers will eventually lose their spot in line. To find out about the present and future of automotive diagnostics, we interviewed one of the country’s leading experts on the subject. Michael Flink, national trainer/commercial product sales manager, has more than four decades of aftermarket experience. He has spent the last seven years with Autel, one of the world’s leading manufacturers and suppliers of professional diagnostic tools, equipment and accessories in the automotive aftermarket.

pair?

When did diagnostics become such a big part of collision re-

In 1982, diagnostics really took off, even though the very first computer-controlled system hit the market in 1979, when Chrysler introduced its Lean-Burn system in the K car (Aries, Reliant, LeBaron) An early computerized spark-advance control system consisted of three parts: the carburetor, the spark-control computer, and a group of eight external sensors. By the early or mid-80s, GM had the Electronic Spark Control System (ESC), which was the beginning of the computer age in cars with check engine lights , followed by OBD-II and then CAN (Controller Area Network) and then the beginning of ABS (Antilock Brake Systems) and TPMS (Tire Pressure Monitoring System). I witnessed all of these generations and evolution with those systems and now we’re going through it again with ADAS (Advanced Driver-Assistance Systems).

Are more and more shops joining the diagnostics world out of choice or necessity?

The collision repair industry is now going through the same thing the mechanical repair industry went through in the ‘90s and early 2000s. When OBD-II came around, shops realized that they had to have a scanner to do anything on these cars, and when CAN hit around 2004, it be-

to be able to repair on newer vehicles?

These carmakers are coming up with new systems and features all the time, so the shops have to stay on top of it. Audi recently announced a new system called V2I (Vehicle to Infrastructure Communication) that will display the ideal speed to drive in order to make all the green lights. It’s only currently

“The collision repair industry is now going through the same thing the mechanical repair industry went through in the ‘90s and early 2000s.” — Michael Flink

came more important for body shops. The collision repair industry has done a wonderful job within the last few years of pricing out any type of technician because body shops didn’t want to spend money for diagnostic time and the equipment required. They were subletting the work and battle with the insurance companies to get paid for it, and now it’s come home to roost in the middle of their world. So, the insurance companies are starting to pay for diagnostics and the body shops are going to have to have someone on their staff that has these abilities. The early adopters are going to make more money and lead the way, while the latecomers are forced to farm stuff out. It’s killing their cycle time because the dealerships have their own work and can keep the shop’s cars there for 1–5 days, in many cases. The insurance companies are complaining that they have to pay these costs, whether the shop is farming it out or doing it inhouse. But if you’re subletting the diagnostics to the dealership, you have to pay for that rental car for an additional week, for example. The dealer’s own work is going to be a priority, so you never really know when you’re going to get the car back. As a result, the body shops that are doing their diagnostics in-house are favored by the insurance companies while those that are jobbing it out are not.

What are some of the newer systems that shops will have

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available in 13 cities, but if it works, I imagine it will be introduced in every major city in the U.S. Tesla is constantly developing features associated with autonomous cars; Audi has always been a front runner and Mercedes has some interesting new stuff as well. I travel around the country a lot, so I get to

play with all of the new technology, especially when it comes to the selfdriving and safety stuff, and I am very surprised and impressed at what KIA and Hyundai are doing. Their lane departure technology seems to be fairly advanced in comparison to others. The supercruise systems from GM and Cadillac are up there with advancements, and Ford is focusing more on the technology in their SUVs and trucks where they’ve developed a system that gives Ford truck drivers (blind spot) trailer coverage, so that the driver can look further and wider with their backup systems. The radar is in the tail light so if you back into something, it’s more than just replacing the light. Carmakers are also further developing new facial recognition systems that deal with the driver’s eyes and where they’re looking and also by monitoring the position of the steering wheel. The ADAS system will attempt to steer the vehicle between the lanes, but if it doesn’t detect some kind of minimum re-

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sistance from your hands on the wheel or if it detects that you’re looking down and not at the road ahead. These systems are going to alert drivers with haptic messages that will cause the steering wheel or the seats to vibrate in order to alert the driver. Some of the OEMs are also working on heart rate monitors, so we will likely see a lot of new systems leveraging that.

By 2025, will a large percentage of the costs associated with a collision repair be more involved with software calibrations as opposed to actual paint and R & I?

Absolutely. Front collision avoidance, automatic emergency braking, lane departure warning, as well as all of the cameras, sonar, radar and LiDAR are all now connected to some of the braking and wheel speed sensors, brake pressure, electronic power steering, and all of these are reporting. So, it’s the cross-pollination of these systems because it’s not just the ADAS part that’s involved. Active ADAS means that the system is doing something

rather than just warning you, and that is where I think that area will really expand considerably within the next 2–3 years. A few years ago, many shops didn’t think that diagnostics were a must, but now they realize they’re becoming more important to fix cars, right?

Diagnostics is at an all-time high with body shops because now the insurance companies are requiring them to do pre- and postscans, which means they need to own at least one scanner. In the old days, we could just walk around the car and inspect it visually to write the estimate, but today we can’t see everything. What happened was that shops were writing estimates, but then while fixing the car they found out that one sensor was bad, this wire was pinched or module is going to be reset. So, now the shop has to write a bunch of supplements, which is a pain for the body shop and the insurance company, plus it lengthens that cycle time. Another problem is with

a car that is near its total threshold, and then the shop finds $1,000 in additional work. Had they done the proper diagnostics, the vehicle would have been totaled, but they’re already committed. That’s why the insurance companies started insisting on getting pre- and post-scanning on each car, so that now they can write estimates for additional sensors, labor time, programming, which allows the shop to write a more complete estimate to start off. By performing diagnostics, you get a definitive view instead of speculating and take all of the whatifs out of the equation for both parties. Any shop working on cars made within the last four years is going to need at least one individual in-house who can perform diagnostics and have at least one full-functioning scan tool, not just a code reader. That’s the end game, but how do small independent shops get there affordably? Maybe they start out using a subscription service, and once they have someone on their crew who can do the diagnostics, they invest in a scanner. That seems to be a logical path to take.

Modules Added to Estimatescrubber.Com

VehicleOwnersGuide.com, a provider of technology, connectivity and information solutions to the Collision Repair market, announced the addition of customizable estimating SOP’s and consumer engagement modules to EstimateScrubber .com. Subscribers can now customize scrubber review results (SOP’s) using their shop specific verbiage and attached documentation in place of the default review results. Shops can create estimating SOP’s for individual insurance companies, vehicle manufacturers, fleet, walk-in or other customers. Estimating SOP’s leverage knowledge across all estimators in real time. It take the knowledge of the best shop estimator and makes it available to everybody. It also provides a mechanism for managers/ owners to provide instructions to their estimators. It has a place in small, large and MSO shops.

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HD Events

who addressed HD truck damage analysis, and a representative from technology company Diesel Laptops who talked about HD truck scanning. In addition, about 25 vendors, including Axalta and PPG, featured tabletop displays providing attendees a chance to talk directly with company representatives. Awards Presented During the event, three awards were presented. Nick Notte of I-CAR presented Brad Keiter, manager for Penske Collision of Norcross, GA, with a plaque designating him as the very first I-CAR Gold Class HD truck shop. This designation is now available to any HD truck shop that qualifies. Nessen and Risley presented two additional awards. John Spoto, national heavy duty truck commercial fleet manager for 3M, was presented with the Service Provider of the Year award for his part in creating a number of training classes for

3M and for his tireless help in the planning and creation of the HD Repair Forum. Additionally, Nessen and Risley awarded in absentia the Repairer of the Year award to Sterwerf for his work as the chairman of TMC’s Heavy Duty Collision Repair Guideline Task Force, his industry position as a recognized leader in the HD collision repair industry, and for his work in helping create and promote the HD Repair Forum. Based on the success of this year’s event and positive feedback from attendees, speakers and exhibitors, Nessen and Risley are already planning next year’s event, although exact dates and location are not yet available.

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GEICO Files Lawsuit Against Auto Glass Shop Suspected of Fraud To prove it has a zero-tolerance policy regarding insurance fraud, GEICO has filed a federal lawsuit in Arizona against an auto glass repair shop suspected of submitting fraudulent glass repair bills, according to a March 25 press release. GEICO seeks to recover damages under civil RICO statutes, as well as for unjust enrichment and fraud. GEICO says the Arizona action is also a preview of future lawsuits. GEICO alleges that its customers’ signatures were forged on invoices submitted by A & E Auto Glass for repairs that were never performed. Specifically, GEICO was billed for repairs associated with recalibration of advanced driver assistance systems using falsified documents. In many instances, such a system was not even available on the specific make and model of the vehicle being repaired. In addition to billing for services that were never provided, the suit alleges that the defendants submitted fabricated documents from Arizona automobile dealer-

ships for reimbursement of glass parts that were never purchased. “GEICO has a zero-tolerance policy when it comes to insurance fraud,” said Shane Wheeler, assistant vice president of claims in GEICO’s Tucson, AZ, office. “These incidents of fraud hurt consumers because they cause premiums to increase.” Wheeler went on to say that GEICO has a long history of seeking out individuals willing to commit fraud. GEICO intends to file future lawsuits to continue making every effort to protect its customers and the public from fraudulent glass repair operators. GEICO filed its case—Government Employees Insurance Company, et al. v. A & E Solheim, LLC, d/b/a A & E Auto Glass, et. al.—in the U.S. District Court for the District of Arizona. GEICO also seeks a declaration that any pending claims are not owed. GEICO is represented by Barry Levy, Rivkin Radler LLP and William Thorpe, Thorpe Shwer P.C.

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Industry Insight with John Yoswick

—John Yoswick is a freelance writer based in Portland, Oregon who has been writing about the automotive industry since 1988. He is the editor of the weekly CRASH Network (for a free 4-week trial subscription, visit www.CrashNetwork.com). Contact him by email at jyoswick@SpiritOne.com.

Panel Discusses Strategies for Shops Dealing with ADAS with Sublet Vendors, Insurers Just getting a basic invoice from a dealership or other vendor for any advanced driver assistance systems (ADAS) calibration work that your shop sublets to those companies may not be adequate evidence that the work was done fully and correctly, two speakers said at the Collision Industry Conference (CIC) earlier this year. “Remember, the liability still remains with you since you chose that third-party,” Roger Cada of Accountable Estimating said. “Some third-party providers don’t do all the things you think they should be doing. So how do you keep records to show that it was done correctly?” Jake Rodenroth of asTech noted that many of these calibrations are new procedures for everybody: dealerships, glass providers, mechanical repair shops—even companies such as his that are establishing centers specifically to conduct calibrations.

Jake Rodenroth of asTech said shops shouldn’t presume dealerships or other sublet providers necessarily know all the necessary steps of ADAS calibrations

“Don’t assume that they did it right,” Rodenroth said. “You really need to audit them. To do that, you need to understand the requirements yourself. Just handing if off to a sublet is not good enough.” Those requirements for calibration of the blind-spot monitoring system on a 2018 Honda CR-V, for example, include ensuring the suspension has not been modified, that the tire size and pressure are correct, that the gas tank is full, that all excess cargo is removed, and that there are no objects on the instrument panel, 56

hood or windshield. Rodenroth suggests getting documentation that tire pressures were checked, getting a receipt for fuel that was purchased, and documenting vehicle mileage before and after calibration to help ensure required test drives were done. “If you’re using dealers or [any sublet provider], go there and take photos for the claim file of the vehicle actually set up with the targets,” Rodenroth advised. “That helps document and justify that it was done.” One panel discussion at the conference revolved around the relationship between insurers and repairers when it comes to the increasing technology of vehicles. There have been efforts in at least six states this year to enact legislation requiring shops to follow OEM repair procedures and for insurance companies to pay those shops accordingly. But one repairer said that while such mandates could be helpful, they won’t resolve all shop-insurer disputes, in part because in some instances those OEM procedures are somewhat vague. “We need some more help from the manufacturers with some clarity,” said Darrell Amberson of LaMettry’s Collision in Minnesota. “Getting into the calibrations, I’m seeing some wording, for example, that says calibrate a radar system if there’s an impact in the surrounding area. What is the ‘surrounding area’? Is that within a foot, 2 feet, 3 feet? We need some help on that.” He said other procedures call for a calibration of a particular system “in the event of a collision,” without further defining if that means any type of collision, no matter how minor. “What is a collision? I find myself often having discussions with insurance companies, testing us on that,” Amberson said. “At what severity do we do this step?” Panelists at CIC were asked how a shop can address an insurer who says that decisions about whether they pay for vehicle scanning are made on a “case-by-case basis,” given that au-

MAY 2019 AUTOBODY NEWS / autobodynews.com

tomaker repair procedures call for such scanning on virtually every vehicle shops are repairing. Amberson said that when he presses someone making

Darrell Amberson of LaMettry’s Collision in Minnesota said he addresses insurers saying they pay for scanning on a case-by-case basis by asking for their criteria in making those decisions

that statement, they “have a hard time articulating the standards.” “I ask them, ‘What’s the criteria? When do you pay for it and when do

you not?’ Often, they struggle to answer that,” Amberson said. “For us to come up with standards on our own, by our own assumptions, frankly just doesn’t make sense. When it comes to electronics, the only way to look at a system is through a scan tool. So under what circumstances do I look at it and when do I not? They struggle to answer that. So for our company, we have the philosophy that whether we get paid for it or not, we do a pre- and post-repair scan on every car. If nothing else, I can sleep at night by doing that.” Jason Bartanen, director of industry technical relations for I-CAR, compared scanning to 3-dimensional measuring, saying “it’s impossible to analyze all the damage on a vehicle” without it. Rodenroth said he tells shops to put the automaker position stateSee Dealing with ADAS, Page 67

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Stacey Phillips is a freelance writer and editor for the automotive industry. She has 20 years of experience writing for a variety of publications, and is co-author of “The Secrets of America’s Greatest Body Shops.” She can be reached at sphillips.autobodynews@gmail.com.

Tips for Busy Body Shops with Stacey Phillips

Best Practices When Interpreting & Documenting Scan Data, Trouble Codes & Calibrations Today’s vehicles and those manufactured over the last two decades contain a wealth of electronic information that can help shops effectively and efficiently perform a proper repair, according to Chuck Olsen, executive director of AirPro Diagnostics. “If we don’t look for all of the clues there are within the system, it will make the job much more difficult than it has to be,” he said. As a result, Olsen said, a capable scan tool is a critical component of strategy-based diagnostics. “They give order and method on how we diagnose, service and reprogram vehicle control modules on these increasingly complex inter-related systems to restore vehicles to sound operation condition,” he explained. With more than 40 years of experience in the automotive repair and technology industry, Olsen recently shared insights on interpreting and documenting scan data, trouble codes and calibrations during a CIECAst webinar. The following is a summary from the presentation:

scan tool data definitive or infallible. Understanding and being able to fully employ the functionality available to us with modern and emerging scan

Q: A:

What is essential to know about scan tools today?

For many in the industry, there’s a certain mystique in relation to using a scan tool and what they can do. Scan tools are engineered and designed to be directly connected to the vehicle utilizing the most current diagnostic software available. Depending on the tool, it might only read out diagnostic trouble codes (DLCs) or can have additional capabilities such as calibrating or programming modules. Most scan tools require a pass-through device with a subscription to an OEM provider to fully reprogram the modules. Scan tools have many functions and ways they can be used, but the most common is doing a pre-scan, post-scan or what is known as a health check of a car. This is always the starting point. By no means are scan tools and 58

you know what your tools can and cannot do. In certain instances, some functionality may have to be given up in order to achieve a lower price point or you’ll need to access the dealer tool. Be honest with yourself about what your shop cannot do and be prepared to sublet or decline the job if it’s the best option. Remember that honesty still resonates as a reason your customers do business with you.

What needs to be analyzed when you are going through a strategy-based diagnostics process?

First, it’s important to visually inspect the car and determine what is broken, damaged, leaking, etc. Next, look at the symptoms of what is not working properly, such as the malfunction indicator lamps or system functional checks. The third step is to reference the service information. This

Sean P at AirPro Diagnostics’ Calibration & Testing Center requests scans directly from his cell phone to complete a calibration on a 2019 Toyota

tools are acquired skills. It’s important that our knowledge and skills keep pace with technology changes and the associated scan tool functionality. Can you share some of the differences between an aftermarket and OEM scan tool?

I’m often asked this question. Aftermarket top tier scan tools are now competitive with OEM dealer scan tools; however, they are not exactly the same. I’m not an advocate of one over the other. It’s necessary to understand their capabilities and the strengths and weaknesses of each. There is no one aftermarket or OEM scan tool that can do everything on all vehicles. The key is in the mix of vehicles that you are repairing or servicing. You’ll want to look at the brands your shop specializes in, if any, and then use the correct tool or service for the job at hand. There are certain functions, procedures and OEM certification requirements that will dictate when OEM scan tool applications are your only option. The one caveat is to make sure

IN ENU

What is important to know about accessing the raw electronic data from the scan tool?

The raw data is managed by several different specifications and can be characterized as languages that the vehicle must adhere to in order to communicate. You need a tool that can speak these languages. The software adopted by all OEMs allows the independent aftermarket the ability to reprogram, diagnose and access data from the electronic control units (ECUs) without the need for

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includes the inspection requirements, repair procedures, testing procedures, option content and calibration requirements. Finally, it’s time to check the electronic data from the vehicle. This includes using a capable scan tool to determine the DTCs, live data stream values and calibration verification.

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a dealer-only tool. The OEMs provide the scan tool application programs available for independent purchase with user license agreements.

Q: A:

Why should a shop always conduct research?

For every single repair, research is required. That can be sourced from the OEM as well as third-party suppliers that purchase the service information and repost it. There will be times you’ll have to go to the OEM direct subscription to obtain the latest updates. You must review every repair and procedure performed on a vehicle to identify calibration or programming procedures that will need to be performed with a scan tool and also to determine that the scan tool being used is capable of the procedure. Part of this is knowing that most times, scanning a car is not going to alert you that a calibration is needed or must be performed. This is almost always found in the service information. The only exception is if a component has been replaced that has never been calibrated. In this instance, we’ll often

see a code set for a calibration requirement, but you can’t count on it. It’s imperative that you review the repair procedures and find out if a calibration needs to be done. You’ll

Technicians test the calibrations on a 2019 Toyota at the Calibration & Testing Center

then need a capable scan tool and, in many cases, additional equipment such as targets or seat weights to execute that calibration.

Is it common for a scan tool to miss a DTC?

With the complexity of today’s vehicles, there is always the chance for a scan tool to miss control units or DTCs during a general health check. There are two distinct reasons for this. First is that the non-reporting control units can be filtered out by some scan tools. Although it is rare, you must be aware of it when using a scan tool independently or relying on a service. This is normally caused by an impact at or near the area of the control unit, damaged wiring harness, connector damage, blown fuses or poor ground connections. Another reason is due to a busy automotive network or the control unit returning information slowly because of a large amount of data stored in that module. Modules have timing parameters that must be adhered to, and at times while they are returning large trouble code records, that request can time out and the scan tool will move on and possibly miss something. This is when it is necessary to check systems individually on a vehicle or go back and rerun a scan

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multiple times to make sure everything was received. Both OEM and aftermarket scan tools can be subject to this and is why there are so many update requirements with scan tools.

Why should repairers be aware of the build list in the software’s internal database?

When you are reading the scan tool data, be aware that the wrong options can sometimes be reported in the scan tool database. Where we usually see this happen is when there are added accessories or option modifications done by the dealership or the aftermarket. An example is if a customer wants foglamps installed at the dealership; these will not be included in the vehicle option content list and may or may not be accessible by a scan tool. As a result, you must do an inspection and pay close attention to what optional equipment is included.

How can they overcome these issues?

DTCs are just the starting point of drilling down the problem(s) on a vehicle. Each system is made up of a group of components, and it’s important to be aware of them during the diagnosis. We call it Component Level Scanning (CLS). This is much different than just reading trouble codes. With CLS, we get as close to the raw or live data as possible.

Once the car has been repaired, it’s crucial to document everything. This includes what we started with and what we found, what parts we replaced and/or repaired, as well as removed and reinstalled. Also, document what the OEM service information says, the diagnostic procedures and calibrations performed, the functional quality control test results, and even what we did not do—the non-related issues on a vehicle. Documentation helps protects the customer and your business.

What steps should my business take when it comes to privacy?

Chris C completes a scan on a Honda using the HDS software at the AirPro Diagnostics office

CLS gives us a complete picture of the health of the system. In fact, we can determine faults from data streams before they are reported as a DTC by the control unit.

What should be included in the documentation?

A customer needs to know you are going to be accessing data from their vehicle. My advice when it comes to privacy is to incorporate a statement for the customer into your work authorization form and let him or her know you are going to be accessing all types of data to repair the car properly and/or to make decisions on insurance, warranty or customers’ responsibilities.

Matrix Wand Joins CIECA as Corporate Member Matrix Electronic Measuring, Inc. (MEM) recently joined CIECA as a Corporate Member. Founded in 2003 and based in Salina, KS, the

company developed the Matrix Wand, a patented, stereoscopic 3D computerized measuring system. The hand-held, portable, targetless stereoscopic imaging system uses photogrammetry and was designed to solve problems associated with structural collision repair, calibration and 3D vehicle integrity documentation. After learning about CIECA over the past year, MEM decided to join the organization and is curAUTOBODY

rently part of CIECA’s new Calibration Committee. “Matrix is passionate about collision repair and dedicated to the future of our industry,” said Jan Srack, founder of MEM. “Standards and calibrations are critical in the collision repair world, and CIECA is dedicated to both of these. Matrix is excited about the opportunity to work together.” Srack said 3D data is an important part of the industry and Artificial Intelligence (AI). “AI expects the vehicle to be perfect and may operate off a structurally imperfect sensor thinking it is perfect,” she said. “By evaluating the sensors and cameras where they need to be to operate correctly, it will help technicians repair the vehicle back to OEM specifications and give customers peace of mind about their safety. We believe that by working with CIECA, we’ll be able to help standardize our industry’s calibrations.”

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Truck Topics with Gary Ledoux

Truck Topics 2: Truck Vs. Auto Collision Repair – An Overview We see them all the time—semi trucks, trailers, buses, RVs, dump trucks and other pieces of heavy equipment wrecked in what had to be a horrendous crash. So where does this heavy equipment go for collision repair—and how different is it from repairing an auto or pick-up truck? As one would imagine, there are some vast differences given the sheer size, weight, substrates used, and construction methods of such vehicles. But there are a few things that don’t change regardless of what vehicle is being repaired or who is doing it. For example, the phrase, “This is the way we’ve been doing it for 30 years… so why change?” is something heard in both camps and something industry leaders on both sides are trying to fight through education and awareness. One of the biggest differences between Class 8 and 9 trucks (commonly known as semi tractors) is the availability of repair information for both mechanical and especially collision repair. In the auto or light truck world, (thanks to the Right to Repair initiative started in 2001), one trip to an automaker’s website will give repairers pretty much everything they need to make a safe and proper repair. On the truck side, that information may or may not exist, and even if it does exist, it is difficult to find. The truck OE will likely refer the independent shop to the component manufacturer—who may or may not be able to provide the information. Most trucks are custom-built to a customer’s specifications, making component identification (such as axles, wheels, suspension parts) challenging. John “Jack” Legler is the technical director for the Technical and Maintenance Council (TMC) of the American Trucking Association (ATA). Its mission is to develop best practices and maintenance procedures for Class 8 (semi) trucks. The 65-year-old association has always been busy, but is now even more so as it tackles the proper way to make

collision repairs with the advent of new advanced driver assist systems (ADAS) and other new technologies—such as high-strength steel. They have only been looking at the collision side of things for the last year or so and are making headway. However, as Legler puts it, “We’ve seen more changes in the trucking industry in the last 10 years than the previous 35 years.” (Sounds a lot like the auto side!) The Technical and Maintenance Council’s “S-16” study group is working with OEs and companies that supply engines, transmissions, axles, springs, electronic components and others to come up with best practices and procedures for making safe and complete repairs. Legler noted, “Unlike the auto industry where the OE provides a one-stop place for all information regarding the vehicle, repair informa-

tion for a heavy truck can come from a number of different sources and in several different formats. It’s often difficult to find and when found, can be rather vague or of little help. It is fortunate that we all get along and work together within the industry. Representatives of the OEs as well as other component providers all serve on our committees and study groups.” When asked what the biggest challenge was today in the world of collision repair for heavy trucks and equipment, Legler was quick to reply with, “New technology. It’s coming at us faster than we can deal with it. That includes electronics, new frame alloys and composite materials for the cabs. Some of the electronic components on these trucks hold a high electrical charge and if approached the wrong way can seriously hurt the truck and the technician.” (This should sound familiar to those on the auto and

light truck side.) Legler went on, “Many of the latest trucks are aerodynamically designed to optimize fuel economy. Today’s body technicians need to restore that truck’s aerodynamic design for optimum fuel economy. That’s a big deal when that truck travels 100,000 miles per year.” When asked how the industry was dealing with ADAS systems, Legler said, “We have only had to deal with that for the last couple of years. But we have to come up to speed quickly. It’s only a matter of time before autonomous trucks using these technologies start hitting the road.” Chris Sterwerf is the chief finance and operations officer for Fairfield Auto and Truck Service in Fairfield, OH, the chairman of TMC’s Heavy Duty Collision Repair Guideline Task Force and a noted industry

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autobodynews.com / MAY 2019 AUTOBODY NEWS

leader. When asked about the issue of repair information, Sterwerf agreed with Legler that it was hard to come by. He noted, “About 20 years ago when the auto repair shops were pushing for the ‘Right to Repair’ act, nobody on the heavy duty side went to their party, so we were left out.” He said the problem might have been due to the great diversity in the industry. “Under the umbrella of heavy duty, we have shops that fix only semi-trucks, or only buses, or only RVs,” he said. “Some shops can handle a heavy wreck from soup to nuts; some only do cosmetic work. The industry is very fragmented, and it shows. It makes things tough sometimes.” Collision shops on the auto side are still somewhat fragmented but nowhere near as much as they were before the advent of industry associations in the 1950s and trade magazines as a means of communication in the 1960s and 1970s. Sterwerf continued, “And then there are all the shops that don’t look like shops—large fleets that repair their own trucks that are not visible to the public or even within the industry.” On the auto side, it’s pretty easy to find an independent repair shop using an internet search engine. On the heavy truck side, some large fleets maintain their own mechanical and collision shops, which tend to stay off the “commercial radar.” When asked what the biggest challenges were in the industry, Sterwerf replied, “There are a few things. One is the challenge of getting parts and repair information. Conversely, some component manufacturers, such as Bendix has all kinds of information online—and it’s all free. Sadly, few people use it. “The other issue I hear from a lot of shop owners is finding people. It’s tough to work in an industry that is so dependent on experience and knowledge when you don’t have any. but it may be the culture of the shop. “From my perspective, there are a lot of heavy duty shops out there that are only existing. Their repair methods, equipment and mind-set are stuck in an industry that existed years ago. They are not keeping up 66

with technology and not moving forward.” (Hmmm… this has a familiar ring to it.) One of the major differences between the heavy duty collision repair world and the auto collision repair world is who pays the bill. On the auto side, easily 90 percent of collision repairs are covered by an insurance company. Conversely, most fleets are self-insured, so the company foots the bill for repairs. Any shop working exclusively on the auto side would find this arrangement ideal because there would be no more fighting with an insurance company over what they would or would not cover. Sterwerf explained the issues encountered with fleet-paid repairs. “Bigger fleets don’t mind paying to have the truck fixed correctly and safely. They know that skimping out on a repair now may mean a catastrophic failure later; which means more down time and possibly injury to a driver or other parties. Rather than try to fix something, it’s quicker and safer to replace the entire component—so that’s what we do. Then there is no question about [the repair being] right or not. Conversely, some managers of small fleets, operating on a small budget, want to do only what is absolutely necessary to put the truck back in service—despite the repair not being complete or even safe. I just tell those guys to keep going. I know the shop is still liable for those repairs regardless of what they say or want—and I don’t need the headaches.” When asked for an overall assessment of the industry, Sterwerf noted that as part of the Heavy Duty Collision Repair Task Force, he has met a lot of shop owners, many of which are considered to be some of the best in the industry. “But even among the best, there is a wide variation of skills, knowledge, experience and equipment,” he said. “We need to get more people involved and more people to take an active role in this industry to make it better and bring us all to the next level.” The equipment needed to work on heavy trucks carries a proportionally large physical size and cost. Getting into the business is not for the faint of heart. Some of the challenges encountered while performing a heavy

MAY 2019 AUTOBODY NEWS / autobodynews.com

truck repair are conversely diminutive, yet equally important. Many truck bodies are made of aluminum to save on weight. (This should sound familiar to the auto repairers.) So when a lamp is attached to a body, or screws are needed to hold two body panels together, it’s crucial to use stainless steel screws to prevent galvanic corrosion. Just like the auto side, as one might expect, the paint companies have taken a lead role in supporting the HD collision repair industry. Axalta has its legendary Imron coating. Introduced in the early 1970s with about 12 different basic colors, it is now available in more than 25,000 colors and is the coating of choice for 5 out of 6 U.S.-based heavy duty truck manufacturers. Its coatings used on the production line and in the field are identical making an “original factory finish” possible in the field. Axalta also has what they call a “Business Council” in which noncompeting shop owners can come together, learn from each other, share experiences and receive words of wisdom from Ron Kuehn.

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Sherwin-Williams has its own line of polyurethane topcoats specifically for heavy truck and equipment use. According to its website, in 1939, Sherwin-Williams was instrumental in devising the color we know today as school bus yellow as the standard color for all school buses. BASF has its own line of commercial paint and will even customcreate a special color for an individual fleet. In addition to its durable commercial coatings provided through its Sikkens brand, AkzoNobel provides analysis and recommendation for fleets to minimize down time for maintenance and repair and a coaching and training program for individual shop employees. To summarize … are there differences between heavy truck and auto collision repair? Sure. But it seems there are just as many similarities. Fortunately, in both truck and auto repair, there are a handful of dedicated industry leaders working toward the betterment of each side of the industry—to identify and find solutions to problems to effect a safe and complete repair for the customer.

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Continued from Page 56

Dealing with ADAS

ments on scanning away and instead pull the actual specific repair procedures for the job. “There’s a lot of opportunity to justify the diagnostic requirements [aside from] just the position statements.” Rodenroth said. Greg Potter of the Equipment and Tool Institute pointed out that you can’t go to your doctor’s office without them doing some basic screening. “If I go in there just to get a signature, I’m getting weighed and my blood pressure taken,” Potter said. “It’s unfathomable to me to think that you’re going to work on a vehicle and not [scan] it. If there’s something very wrong with it, and you give it back to the customer [without doing] anything about it, and then something happens, I think you’re going to have some explaining to do.” Cada, who had a 30-year career in insurance, said the key is tying the need for the scan to “the event” covered under the insurance policy.

“If you can relate that back by documentation to the types of damages on the car, then you’re going to have success,” Cada said. “But if you’re scanning and find that what’s in there is nothing that was related to this loss, then it’s going to have to fall back on somebody else, because it’s probably not covered by the contract.” Panelists were asked how a shop can address being challenged by an insurer on increases in total repair costs when such increases are largely being driven by factors, such as vehicle technology and materials, beyond the shop’s control. “I think the opportunity for repairers is to have more complete line notes that explain what you can and cannot do with those substrates or electronics,” Rodenroth suggested. He also suggested pointing to instances where the shop used OEM repair procedures—such as those offered by some automakers for repairing headlight brackets—rather than just installing a new part. “That way it doesn’t appear to be too one-sided,” Rodenroth said. “Bumper covers are another opportu-

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nity. Some OEMs say no, you can’t repair that bumper cover because of ADAS technology. But GM and Audi, for example, give direction about what you can and cannot do with regards to repairs. When you encounter those repair opportunities, and it is a good repair supported by the repair manual, certainly bring it to the bill-payer’s attention.” Amberson offered his own straightforward suggestion. “My advice to the repairer is simply to do the right thing,” he said. “Fix the car properly. Pay attention to the repair procedures. And let the chips fall where they may. We’re businesses. We deserve to be paid for what we’re doing. Nothing more and nothing less. I know it’s a challenge sometimes to convince an insurer they have to pay for extra steps. Statistically, we know that shops that scan cars and perform calibrations [have] a little higher severity than other shops. Our cycle time is a little worse than some other shops. But we’re doing the right thing on a more sophisticated, safer car. It’s to be expected they’re not going to be as inexpensive to repair.”

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PPG announced that its automotive refinish business has named CHC Paint & Body Shop Supplies of Toronto, Canada, its 2018 Platinum Distributor of the Year. The annual award honors the distributor that demonstrates outstanding performance, loyalty, product knowledge, and customer service and support. John Parran, PPG director, Platinum Distributor program, U.S. and Canada, presented the award at the annual PPG Platinum Distributor Conference held Feb. 21–24 at the Loews Royal Pacific Resort in Orlando, Florida. The annual conference brings together PPG Platinum Distributors from across the United States and Canada. Pino Chiappetta, CHC president, and the company’s senior leadership and regional managers accepted the award on behalf of the CHC organization.

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autobodynews.com / MAY 2019 AUTOBODY NEWS

National Associations with Chasidy Rae Sisk

Chasidy Rae Sisk is a freelance technical writer from Wilmington, Delaware, who writes on a variety of fields and subjects, and grew up in a family of NASCAR fans. She can be contacted at crsisk@chasidyraesisk.com.

ASA’s ‘Washington Watch’ Webinar Features Industry Association Leaders On March 20, the Automotive Service Association (ASA) hosted “Washington Watch with Robert L. Redding Jr.” as part of its Webinar Wednesdays series. Redding, ASA’s Washington, D.C., representative, was joined by Aaron Schulenburg, executive director of the Society of Collision Repair Specialists (SCRS); Roy Littlefield IV, director of government affairs for the Tire Industry Association (TIA); and Tom Tucker, director of state government affairs for the Auto Care Association (ACA). Tony Molla, ASA vice president of industry relations, welcomed attendees to the update on the 2019 state legislative sessions and promised they would learn about legislation impacting shop owners, the legislative agenda for 2019 and what’s of interest to the automotive industry. Redding’s first topic was OEM repair procedures. He explained that ASA and industry partners, including SCRS, kicked off legislation related to OEM repair procedures in August of 2018. He noted that multiple states are building support for this issue for 2020 and stressed that interest in the issue was somewhat stimulated by the 2017 Seebachan/John Eagle Collision case in Texas. However, interest had risen long before then. The OEM repair procedures draft states: “Any insurer licensed to issue policies of automobile insurance providing bodily injury, property damage liability, comprehensive or collision coverages shall not condition payment to any person conducting a collision repair upon the utilization of any repair procedure or specification if that repair procedure or specification is in conflict with the repair procedures and specifications for that vehicle as recommended by the original equipment manufacturer of such vehicle. If a repair procedure or specification from an original equipment manufacturer includes a directive to conduct a scan of vehicle electronic systems before or after the commencement of repairs, such directive shall be considered as a re-

quired part of the repair procedure.” Redding explained, “The draft language is meant to be a template for various states since this issue should be handled at the state, not federal, level. The bill language is intentionally very narrow and focuses on OEM

repair procedures only, with no discussion of parts or the mandated use of OE parts in the statement.” In 2018, legislation regarding OEM repair procedures was introduced in three states. Indiana Senate Bill 164 died in conference, and Illinois House Bill 4926 was not approved. Rhode Island Senate Bill 2679 was signed into law but is quite stringent and applies only to OE repair procedures on OE parts. Numerous bills on this issue have been introduced so far in 2019, including Connecticut House Bill 7266, New Hampshire House Bill 664, Minnesota House File 2234, Illinois Senate Bill 2104, Nevada Assembly Bill 173, Montana House Bill 252, and Texas House Bill 1348. “Interest in OEM repair procedures is not a new phenomenon, but this subject has generated a lot of attention in the past few years due to the increasing complexity of modern vehicles,” Schulenburg said. “SCRS and ASA worked collectively with partner groups in 2011 to address this topic. Collision repairers recognize OEM repair procedures as the documents for repair, but we need to be able to identify in a way that repairers can point to. Our groups collectively issued a statement that we recognize published repair procedures from OEMs as the official recognized standard for collision repair. “I think it will only become a bigger issue, especially as that technology increases and vehicles become more complex. Consumers want the

MAY 2019 AUTOBODY NEWS / autobodynews.com

technology, a lot of which is safetyrelated, and their interest drives the demand for it, which will continue to perpetuate the issue. It’s important to point out that the insurance industry is also pushing for technology. While the collision industry feels resistance to the necessary steps to restore functionality on the claims settlement side, the insurance industry is very supportive, if not driving, the development of these technologies to increase highway safety and reduce frequency.” Redding agreed that the interest in OEM repair procedures hasn’t lessened and reiterated the question he has heard from others about why it isn’t happening more quickly. Comparing the 2018 and 2019 bills, Schulenburg emphasized the importance of industry organizations documenting what is recognized as the industry’s standards and being the

voice of the industry when necessary. He noted, “In 2019, it’s important for the proposed language to be rather narrow and focused. When we see it coupled with other industry issues, such as claims practices, rates or parts, it opens the door for opposition that may not enter into the conversation if we were just focused on procedures. Disregarding documented procedures opens the industry to unnecessary liabilities, so it’s much more beneficial to propose narrow, focused legislation.” Schulenburg agreed that this has been the most pressing issue he has seen among SCRS members for quite some time now. “If you look at how frequently this conversation comes up, there’s no doubt that it’s one of the top issues our members face today,” he said. “Shops are challenged by the desire to perform a proper repair, and

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it impacts them on a daily basis, increasingly as the pace of technology advances. The largest challenge is that even regulatory bodies responsible for the insurance industry don’t have firm language guiding their responsibilities; there’s a general lack of understanding from regulators on what role procedures play in safety and proper repairs. Consumers deserve support from the industry and from their elected officials to ensure they receive a safe repair, and that requires us to put some language around these requirements so claims are settled in accordance with those specifications as well.” Redding then provided a brief history lesson on state vehicle safety inspections. He explained that federal law in the 1970s mandated states have some type of safety program to participate in federal programs. However, after Congress revoked that mandate, what started as more than 30 state vehicle safety programs was eventually reduced to just 15 state programs. Currently, the only states with vehicle safety inspection programs in place are Hawaii, Louisiana, Maine, Massachusetts, Maryland, Missouri, New Hampshire, North Carolina, New York, Pennsylvania, Rhode Island, Texas, Virginia, Vermont and West Virginia. Redding stated, “We are proud of these remaining programs and want to defend them. They are regularly attacked in state legislatures, and concerns have already been raised this year due to bills introduced to eliminate or significantly alter these programs.” Those bills include Missouri House Bill 451, Texas House Bill 3665, Hawaii House Bill 85, and Virginia House Bill 2068. Missouri House Bill 451 would repeal the requirement that all motor vehicles must obtain an inspection before the vehicle may be licensed. ASA, ACA and TIA all opposed the bill, stressing that periodic vehicle safety inspection programs help protect property and lives. “The Missouri bill is a mirror image of what was presented last year. We fought it in 2018, and the bill died in legislature, but each year, these bills get a little further. We’ve been banning together to stop the Missouri bill, but there are others,” Redding said. 70

Redding introduced Littlefield and Tucker, who expressed concerns with states trying to take safety programs away. Tucker stated, “ACA strongly believes in safety programs and regular vehicle maintenance and care. Vehicles are becoming more technologically sophisticated. My car affects your safety, and your car affects my safety, so if a car isn’t adequately

there was no good data to prove that the safety inspections save lives, but that’s because when there’s an accident, the first priority is getting the vehicle off the road so traffic can move. Public safety officials aren’t trained to look at the causes of these accidents. States aren’t required to report traffic accidents into the federal database unless there’s a fatality involved, so a lot of good data goes un-

repaired or inspected, we are all in danger. Every vehicle on the road should meet minimum safety standards, and that’s why these programs are so important. We need to rethink our strategies and become more proactive in the states where these programs are being attacked.” Discussing third-party evidence of how inspection programs impact vehicle safety, the group referenced the University of Texas – Austin study, which looked at economics and safety and affirmed that inspection programs save lives and enhance safety. Tucker pointed out, “You can’t get any better evidence than that. A safety inspection in Texas costs just $9, which is a small price to pay to ensure all vehicles on our roads are safe. Pennsylvania and Missouri also published reports that validate these findings. If we have three groundbreaking safety inspection studies that all say the same thing, the real question is: Why aren’t policymakers listening to real data instead of emotional arguments?” When Redding asked why we see such passion to eliminate these programs from some policymakers, Tucker suggested, “Most policymakers really try to be responsive to the needs of their constituents, so if a constituent brings a concern, the elected officials often try to pursue legislation to fix it, but that’s not always the best solution. “Also, we were missing effective data until the University of Texas issued their report last year. Opponents of the programs have often said

reported, leaving policymakers to believe the inspection programs are ineffective. We need to do a better job of educating elected officials with good data that demonstrates why these programs are effective.” Redding, Tucker and Littlefield discussed the need to get more people involved. Littlefield suggested, “Maybe it’s time to reunite and try to make a

“Interest in OEM repair procedures is not a new phenomenon, but this subject has generated a lot of attention in the past few years due to the increasing complexity of modern vehicles,” — Aaron Schulenburg

MAY 2019 AUTOBODY NEWS / autobodynews.com

run for it at the federal level. If we can change some minds in Washington, maybe we can work from the top down.” Tucker added, “Safety is the one thing that brings us all together.” The webinar concluded with a Q and A session, during which Schulenburg noted, “It’s important for the industry, regardless of the issue, to have collaboration. Consumers and the industry deserve a concerted effort to fix these problems.” On April 17, ASA will host its next Webinar Wednesday, titled “Increase Sales and Your Customer Value Proposition with Financing” and presented by Scott Schwalm, assistant vice president, relationship management for Synchrony Car Care. On April 24, ASE campus administrator Dave Capper will present “609 Certification” for technicians. ASA’s May 15th webinar, “Stop Reacting and Start Succeeding,” is intended for shop management and will be presented by Rick White of 180 Biz Solutions. For more information on ASA, visit asashop.org.

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autobodynews.com / MAY 2019 AUTOBODY NEWS

Color Match 101: A Visit to Axalta’s Customer Experience Center by Barbara Davies, GM at Autobody News

On March 21, I attended Axalta’s Media Day on behalf of Autobody News at its customer experience center in Concord, NC. This was my third year attending the event, the focus of which was “Speed & Accuracy Without Sacrifice.” Dan Benton, Axalta’s color match manager, started the day by providing an overview of Axalta’s Color Match and Color Theory history. Benton explained that Axalta has a rich 153-year history of innovation: • In the 1920s, Axalta developed the first sprayable paint used at a production plant. This reduced paint time from days to hours. • In 1990, Axalta developed the “Vindicator,” the first digital tool used to select a color formula based on where the vehicle was manufactured. It’s basically the car’s “fingerprint” and identifies where and when a car was made. • In 2017, Axalta launched its latest innovation, the Acquire™ Quantum EFX spectrophotometer, with

Why Is Color-Matching So Important? Painters need a precise color formula so they can match the paint color the first time and mix the smallest amount of paint necessary to repair the vehicle. They don’t get paid to remix or paint more of the vehicle than what was damaged. The faster they can get it through the shop, the better for the customer and the shop. Why Is Color-Matching So Difficult? What surprised me most was the fact that even though an OEM plant may use the same color mix for a new car line in two different parts of the country, the actual paint color could vary based on the temperature and humidity of each plant. After the color history overview, Benton brought us outside the training center to get some hands-on experience with how color matching happens in the real world. Bob Little, Axalta’s customer experience center manager, let us use his own grey Chevy Silverado truck for the demos.

Hands-On Demonstration #1: Fan Deck Each of the five media participants got a chance to hold the fan deck up to the truck and try to determine the closest match. As easy as that sounds, it wasn’t easy at all. Depending on the angle you looked at the fan deck against the truck, a different paint color in the deck looked like the perfect match. Very frustrating! There was no consensus among the group on the best match. Demonstration #1: Barbara tries out the traditional color Even though this type of fan deck to match the truck color color-matching is a bit “lowWi-Fi connectivity. This tool allows tech,” many painters grew up with it painters to key in the VIN to gener- and still use it. They know how to ate the exact color formula specific make slight adjustments to come up to that vehicle. with the exact color match. This is a skill, and not everyone has it; hence Benton then went on to explain the the need for Demo #2. art and science of color-matching. I had never really thought about all the Hands-On Demonstration #2: color variations available to painters. Our next demo involved the use of All the new colors that we see with Axalta’s Acquire™ Quantum EFX their micro-flakes that reflect light so spectrophotometer, fondly referred beautifully in different lighting condi- to as “the camera.” We learned that tions also make it very difficult to de- one benefit of the camera over the fan termine the exact color match needed chip is that the camera has a database to repair a vehicle. of tens of thousands of colors, while 72

MAY 2019 AUTOBODY NEWS / autobodynews.com

it pulls up the color match. Quick Results: The camera has Wi-Fi, so when we went inside the color-mixing room, the results were already there and provided the color mix formula that most closely matched the truck’s paint. This would allow the shop to then mix the specific formula without waste and paint just the secDemonstration #2: Bob Little, Axalta’s customer experience center manager, assists Barbara with Axalta’s Acquire™ tion of the vehicle that was Quantum EFX spectrophotometer, fondly referred to as damaged. Very efficient! Ax“the camera,” to take a digital color reading of the truck alta also offers an automated dispensing system for even the fan deck may only have 5,000 greater mixing accuracy. total color chips. Better Wash It First! Little’s truck looked clean, but we were quickly informed that the first thing a shop needs to do is thoroughly clean the part of the vehicle on which the camera will be used. We each took a turn using the camera to take a reading of a section of the car. Simple Process: Take the picture and plug into the computer, and

Some other interesting facts from the day: • Color Fashion Show: Each year, the five major paint companies (of which Axalta is one) put on a color fashion show of sorts for each of the OEM car manufacturers. In this presentation, they present a “color board” of what colors they believe will be the most popular 2–3 years down the road.

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The paint companies’ color teams track fashion trends and other style markers (possibly economic and environmental factors, etc.) and present their color board to the OEM brand design team. After much back-and-forth between the teams, certain colors are selected from each manufacturer, and

Peter Maier in front of one of his paintings

then each manufacturer is required to formulate each color so they have it available for their shop customers. • Ports of Entry: When a new model vehicle is released with a new paint color, Axalta and the other paint manufacturers will have people from their laboratories go to rail head or shipping port points of entry and take tens of thousands of camera readings on the actual vehicles coming off the

rails or ships. They do this to compare the actual new vehicle reading to what the formula stated so that they can “tweak” their paint formulas if necessary before they provide it to their customers.

After lunch, we met Peter Maier, who creates photorealist paintings of cars. A former employee of General Motors, Maier worked as a senior designer for Cadillac, Pontiac and Chevrolet and went on to pioneer the use of automotive paint in fine art. For example, “1959 Sting Ray” (1996), which is scaled to the exact dimensions of its subject, acquired its shine and saturation of color through more than 20 coats of metallic silver paint. His process of applying layers of color and clear varnish “produces an illusion of depth, surface and saturation not possible with traditional mediums,” Maier said. “Often, my cars and motorcycles look like they are under glass.” Not surprisingly, Maier uses Axalta paints.

‘Who Pays for What?’ Surveys Find Growth in Shops Billing (& Being Paid) for Masking for Priming An upward trend in the percentage of shops across the United States regularly being paid by the eight largest national insurance companies to mask as necessary for priming continued this year. Back in 2015, a “Who Pays for What?” survey conducted by Collision Advice and CRASH Network found that less than 1 in 4 (24 percent) shops said they were paid “always” or “most of the time” when charging for the “not-included” labor required prior to the priming process to protect the vehicle from overspray. That grew to 37 percent in the last several years. But the same survey this past January found that 43 percent of the more than 600 shops responding to the question reported regularly being paid for masking during the priming process. Only about one-third of shops said they have never sought to be paid for that procedure. Mike Anderson of Collision Advice said the change is a good indication the industry is increasingly aware of the not-included procedures shops often perform without

seeking compensation. He said the latest of the four 2019 “Who Pays for What?” surveys, which focuses on “not-included” body labor operations, is open now through the end of April at: https://www.surveymonkey.com/ r/S3FQ8X3 Anderson said the survey, which will take about 15–25 minutes, can be completed by any shop owner, manager or estimator who is familiar with the shop’s billing practices and the payment practices of the largest national insurers. Each shop’s individual responses are kept confidential; only aggregated data is released. Survey participants receive a report with complete survey findings at no charge, broken down by region, insurer and DRP vs. non-DRP. The report also includes analysis and resources to help shops better understand and use the information presented. The results of previous surveys are also available online (https:// www.crashnetwork.com/collision advice).

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Marcia Seebachan Joins Shops to Back Insurer-OEM Procedure Legislation in Texas

MAY 2019 AUTOBODY NEWS / autobodynews.com

sions, she said. It would never be known how many times fatalities or injuries could have been prevented by a correct repair, but lawmakers could

done correctly,” she said. HB 1348 will hold insurers to OEM repair procedures. It declares that a carrier can’t “disregard a repair operation or cost identified by an estimating system, including the system’s procedural pages and any repair, process, or procedure recommended by the original equipment manufacturer of a part or product.” In addition to demanding insurers acknowledge repair procedure, the bill defines “(r)easonable and necessary amount” as “the amount determined by the original This 2010 Honda Fit burned following a collision with a equipment manufacturer’s hydroplaning 2010 Toyota Tundra. manufacturer and estimating stop some future harm by passing systems required to repair a vehicle to the bill and requiring OEM proce- the condition before the covered damage to the vehicle occurred.” dures. It also defines “like kind and Seebachan said her current vehicle has expereinced hail damage. quality” for aftermarket parts and adBecause of what happened to them, dresses steering and questionable they don’t feel capable of taking it prevailing rate surveys. The bill is currently pending in somewhere for repairs, she said. “We don’t know that it would be the Insurance Committee.

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as it caught on fire, burning his legs and “exposing the bone in some Marcia Seebachan, one of two oc- places,” she said. cupants who suffered severe injuries Seebachan said her husband following the crash of a vehicle re- couldn’t come to the hearing, doubtpaired outside of OEM procedures, ing that he could “endure this.” testified April 9 in support of a bill The jury largely agreed, holding requiring insurers to reimburse those the shop 75 percent responsible for procedures. their suffering and determining John Eagle Collision should pay the SeeSee cover stories this issue. She and her husband, Matthew bachans $31.5 million. (The couple Seebachan, were traveling in the Fit and shop later settled for an undison a 75 mph stretch of road in 2013 closed amount.) when a 2010 Toyota Tundra in the Honda OEM repair procedures other lane hydroplaned into their demand a shop tack-weld the front path, leading to the Fit striking the and rear corner edges of the new roof and then perform a combination of two- and three-plate spot welds and MIG plug welds. More than 100 welds are required by the manufacturer, Seebachan said. John Eagle Collision Center body shop director Boyce Willis in a deposition agreed the facility bonded the roof with 3M 8115 adhesive despite little concrete evidence or engineering knowledge to support the decision — particularly as 3M and Honda instructions state otherwise. Seebachan said testimony at the trial held that were the vehicle repaired correctly, Matthew and Marcia Seebachan were seriously injured her husband’s outcome after their 2010 Honda Fit collided with a hydroplaning would have just been a bro2010 Toyota Tundra. Credit: Tracy Law Firm via PRNewsFoto ken leg—the same limb “I right front quarter of the Tundra in a cleaned his bones on.” T-bone collision. “… It is unconscionable that Experts for the plaintiffs said in companies can undermine this court documents that the severity of process by approving insufficient rethe crash and the Seebachans’ in- pairs,” Seebachan told the commitjuries were the result of John Eagle tee. Doing so keeps Texans from Collision Center adhesive-bonding the Fit’s roof during a $8,500 hail re- making informed decisions, she said. pair for the prior owner. The Seebachans also had no “We were both seriously injured, idea the vehicle had received body and it is exceptional that we are alive work when they bought the Fit, as today,” Marcia Seebachan told the the CARFAX report only reflected Texas House Insurance Committee upholstery work, according to their on on Tuesday during a hearing on attorney Todd Tracy. House Bill 1348. Representatives The report was “completely infrom Texas auto body repair trade accurate,” for the vehicle had actugroups also testified in support. ally been “repaired poorly,” Marcia Seebachan said two of her in- Seebachan agreed. juries should have killed her, and anUsed car sales in Texas outnumother could have. ber new car sales, but those buyers “Matthew was not as fortunate,” are “no less deserving of the right to she said. He was trapped in the car be safe” and make informed deciby John Huetter, RepairerDrivenNews.com

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autobodynews.com / MAY 2019 AUTOBODY NEWS

Honda, Acura Recall 1.1 Million Vehicles Over Takata Airbags by David A. Wood, CarComplaints.com

We thank CarComplaints.com for reprint permission. Honda is recalling more than 1.1 million Honda and Acura vehicles that were previously recalled, or the airbags were used as replacements to prevent the inflators from exploding. • • • • • • • • • • • • • • • • • •

2003 Acura 3.2CL 2013-2016 Acura ILX 2013-2014 Acura ILX Hybrid 2003-2006 Acura MDX 2007-2016 Acura RDX 2002-2003 Acura 3.2TL 2004-2006 and 2009-2014 Acura TL 2010-2013 Acura ZDX 2001-2007 and 2009 Honda Accord 2001-2005 Honda Civic 2003-2005 Honda Civic Hybrid 2001-2005 Honda Civic GX NGV 2002-2007 and 2010-2011 Honda CR-V 2003-2011 Honda Element 2007 Honda Fit 2002-2004 Honda Odyssey 2003-2008 Honda Pilot 2006-2014 Honda Ridgeline

The vehicles were originally recalled to replace the driver’s side frontal Takata airbag inflators with different Takata inflators that con-

tained a desiccant to keep the chemical propellant dry. The chemical, ammonium nitrate, can become unstable when exposed to heat and moisture over time. Honda believed replacing the non-desiccated airbag inflators with desiccated inflators would solve the problem of ruptured inflators. But the crash of a 2004 Honda Odyssey altered that perception when the desiccated inflator exploded and injured the driver’s arm. The automaker opened an investigation and determined manufacturing errors occurred at a Takata plant in Mexico where the inflators were exposed to excessive moisture.

This can cause over-pressurized airbag deployments that send metal debris into the vehicle cabins and the occupants.

Honda says affected customers will be mailed recall notices April 17, but Honda and Acura dealerships already have the required replacement parts in stock. Owners shouldn’t wait to contact their Honda and Acura dealers to schedule appointments to have the driver-side inflators replaced. Free rental cars are available in the event replacement airbag inflators or airbag modules are temporarily unavailable. Honda owners with questions or concerns should call 888-2342138 and ask about recall number O41. Acura owners may call the automaker at 888-234-2138 and ask

Auto Industry: Blocking Trade With Mexico Would Be Disruptive by Nora Naughton, The Detroit News

As President Donald Trump threatens to close the U.S.-Mexico border in an attempt to curb illegal immigration, some in the U.S. auto industry are warning the move could cause major disruptions. Trump told reporters March 29 he “could” close the U.S.-Mexican border to “all trade” as part of a larger effort to force Mexico to crack down on immigration from Central American countries. “If they don’t stop them, we are closing the border,” Trump said. “We’ll close it. And we’ll keep it closed for a long time. I’m not playing games.” The Alliance of Automobile Manufacturers, a Washington-based group that lobbies for most major automakers, pushed back April 1 against any closure to trade. “Automakers rely heavily on cross-border trade throughout the North American region,” the alliance said in a statement. “In many instances, auto parts can cross the border seven to eight times before being integrated into the final assembly of a vehicle. 76

“We urge all parties to work together to avert a border closing that would result in significant disruptions to the North American auto industry, because ultimately increased costs hurt customers.” Some 37 percent of all auto parts imported to the U.S. come from Mexico, the country’s third-largest trading partner. Cutting off U.S.Mexican trade could create a ripple effect in the industry that wouldn’t just slow or stop the delivery of vehicles—it could shut down entire plants in the United States. “Building a vehicle becomes very difficult if you don’t have all the pieces to make it work,” said Kristin Dziczek, vice president of Ann Arbor-based Center for Automotive Research. “Depending on how long a closure lasts, there could be some vehicle shortages. But the more immediate effect is shutting down U.S. plants.” In Michigan alone, some five plants stand to be affected if trade between the U.S. and Mexico is brought to a standstill. Among the most vulnerable are Fiat Chrysler Automobiles’ Warren Truck and Jefferson North Assembly

MAY 2019 AUTOBODY NEWS / autobodynews.com

plants, and General Motors Co.’s Flint Truck plant, according to data provided by the Center for Automotive Research. Those three Michigan plants all source engines from plants in Mexico. GM and Fiat Chrysler declined to comment, deferring to the Alliance for Automobile Manufacturers. The American Automotive Policy Council, a different trade group that represents GM, Fiat Chrysler and Ford Motor Co., issued a strongly worded statement April 1. “Any action that stops commerce at the border would be harmful to the U.S. economy, and in particular, the auto industry,” said AAPC president Matt Blunt. “Access to Mexico’s market place and North American integration are critical to operations in the U.S.” The White House said April 1 that up to 2,000 inspectors who screen cargo and vehicles on the Mexican border may be reassigned to help handle the influx of migrants. That could slow the movement of goods even if trade isn’t cut off completely. Senior aides defended a border

for information about recall number U40. CarComplaints.com has complaints from owners of the Acura and Honda vehicles named in the Takata airbag recall: • • • • • • • • • • • • • • • •

Acura CL Acura ILX Acura ILX Hybrid Acura MDX Acura RDX Acura TL Acura ZDX Honda Accord Honda Civic Honda Civic Hybrid Honda CR-V Honda Element Honda Fit Honda Odyssey Honda Pilot Honda Ridgeline

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closing on March 31 news shows, with acting White House chief of staff Mick Mulvaney saying it would take “something dramatic” to avoid the closure. Trump’s threats to close the border are part of the president’s longer-running effort to install a wall at the U.S.-Mexico border. After declaring a national emergency at the border in February, an attempt to access wall funding voted down by Congress, the president has said he would end aid to Guatemala, Honduras and El Salvador. As the industry braces for a possible closure of the Mexican border, several other trade issues hang in the balance. A proposed replacement for the North American Free Trade Agreement—known as the United State-Mexico-Canada Agreement— is still up in the air. And an investigation into whether the Trump administration can levy tariffs on imported cars and parts in the name of national security still sits with the president, who has until May to act on the report. We thank The Detroit News for reprint permission.

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autobodynews.com / MAY 2019 AUTOBODY NEWS

House Republicans Push for Action on Self-Driving Vehicles Bill by Eugene Mulero, Transport Topics

Three Republicans in the U.S. House of Representatives are ready to re-legislate on the technology for self-driving vehicles. And, to do so, they are asking the chamber’s new Democratic leadership to proceed with a bill. Energy and Commerce Committee ranking member Greg Walden of Oregon was joined by his colleagues, Reps. Bob Latta of Ohio and Cathy McMorris Rodgers of Washington, in calling on committee Chairman Frank Pallone (D-NJ) to set up the consideration of a comprehensive bill on self-driving technology. “We are at a critical moment in the development of self-driving technology. We have the opportunity to support life-saving technology, create mobility benefits for many communities, and support U.S. jobs and innovation against foreign competition,” the trio of Republicans wrote on March 13. “We have outdated standards and unnecessary barriers, which are slowing the development and deployment of self-driving technology.” The Republican lawmakers pointed to the technology’s potential

to enhance safety on the roadways through automation designed to reduce driver error. Also, such vehicles could likely be utilized to assist the elderly and people with disabilities to access convenience stores or medical

gressional session’s adjournment. In February, Senate Majority Whip John Thune (R-SD), who had championed the bill in the previous congressional session, said he was aiming to restart talks on a similar bill.

facilities. And establishing the country as a leader in the technology’s development could lead to myriad economic benefits, they added. Latta is ranking member of the Communications and Technology Subcommittee, and McMorris Rodgers is ranking member of the Consumer Protection and Commerce Subcommittee. The committee’s Democratic leadership has not issued an update on the legislation’s consideration. A self-driving car bill easily advanced in the House last year but failed to reach the Senate floor amid disputes over key safety provisions. The bill ended its run upon the con-

Amid the industry’s recent achievements in developing the technology, federal regulators have issued a series of guidelines. In the fall, the U.S. Department of Transportation emphasized that safety, technology neutrality, consistent regulations and a proactive preparation for automation were key aspects of updated guidance. Additionally, speaking to reporters March 11, Transportation Secretary Elaine Chao indicated there was “very good news” in President Donald Trump’s fiscal 2020 budget proposal regarding autonomous technology. According to the proposal,

“We have outdated standards and unnecessary barriers, which are slowing the development and deployment of self-driving technology.” — Greg Walden

DOT “will continue efforts in 2020 to enable the safe testing and integration of autonomous vehicles within the nation’s transportation systems by reducing regulatory barriers and conducting research.” Meanwhile, the Alliance of Automobile Manufacturers urged federal lawmakers to craft autonomous policy. Mitch Bainwol, president of the alliance, wrote in February, “Many of the rules that currently govern the operation of a motor vehicle were created at a time when a self-driving vehicle was a science-fiction fantasy, rather than a technological breakthrough on our doorstep.” Meanwhile, groups such as the U.S. Chamber of Commerce and companies such as Amazon.com Inc., Waymo and Uber also press Congress to legislate on provisions that would govern autonomous vehicles. Used by permission of Transport Topics. Copyright Transport Topics, American Trucking Associations, Inc. For more information, visit www .ttnews.com

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