Here’s to 241 years of combined service excellence
This year, as Albert Kemperle Inc. celebrates its 83rd anniversary, BASF also celebrates its 158th anniversary. We are proud of our decades of partnership with BASF and years of serving the auto paint and body industry together. Kemperle’s founders would be proud of this relationship and the growth their company has experienced because of it.
Today, as we look forward to many more decades of service to our customers, we find ourselves filled with gratitude. The creativity, hard work, and sense of responsibility of the people working for our two companies have made us what we are today.
Thank you for your many years of loyalty. 626 E. Elizabeth Ave., Linden, NJ 07036
(908) 925-6133
(908) 925-4344 414-416 Madison Ave., Paterson, NJ 07524
BY ALANA QUARTUCCIO
Impactful talk about total loss trends.
MESSAGE PRESIDENT’S Summer of 2025
It has been quite the year so far, and the summer hasn’t disappointed. We have all been dealing with fewer repairable vehicles, claims down across the country and increased insurance downward pressure. What do you do when faced with adversity? We’ve chosen to double down and invest heavily in our team, equipment and facilities. As with all changes and challenges, there is opportunity for growth if you are willing to invest in training and tooling. We, as collision repair shops, need to look at the opportunities right in front of us.
We tend to default to finger-pointing and complaining when we need to look inside our own shops first. Do we have facilities that we are proud to show off and that give our team the best opportunity to correctly repair vehicles? First off, start with building your specific repair process with your techs. Ask them
WMABA OFFICERS
PRESIDENT Kris Burton kris@rosslynautobody.com - 703-820-1800
VICE PRESIDENT Phil Rice price@bapspaint.com - 540-846-6617
TREASURER John Shoemaker john.a.shoemaker@basf.com - 248-763-4375
SECRETARY Barry Dorn bdorn@dornsbodyandpaint.com - 804-746-3928
IMMEDIATE PAST PRESIDENT Steven Krieps steve@gregclineauto.com 304-755-1146
BOARD OF DIRECTORS
Rodney Bolton (boltonconsulting61@gmail.com) 443-386-0086 Tom Brown (thbrown@ppg.com) 703-624-5819
ADMINISTRATION
EXECUTIVE DIRECTOR
Jordan Hendler (jordanhendler@wmaba.com) 804-789-9649
WMABA CORPORATE OFFICE
P.O. Box 3157 • Mechanicsville, VA 23116
Kris Burton (703)-820-1800
kris@rosslynautobody.com
what they need to be successful. They will tell you more than you realize, whether it’s an outlet that isn’t working or it’s not bright enough in the shop or they need another welder or rivet gun. How are you getting OEM repair information to the person repairing the vehicle? Does the tech have his own tablet and access to a computer, or does your back-end writer print the file? Or can it be put up on a big screen in the shop for the tech to see during repairs? We are fortunate to have so many options. As my father always says, “We are lucky to have the instructions.”
Are you subletting mechanical repairs, wheel alignments, glass removal and replacements? Is there someone on the team who wants to learn? There are schools all around the country to send techs to, like Kaizen Auto Glass, Wheel Alignment, 3M Body and Paint classes, to name a few. Now is the time to take advantage and push your shop to be better.
I’ve been lucky enough to travel the country and visit some highly certified shops. While they are all beautiful on the outside – clean, organized, places you would be proud of – the most impressive thing is their teams. The people are committed to being better; they are open to change and trying new things. While not every idea or new process works, you keep trying without any “loss of enthusiasm.”
Don’t lose your desire to be better and keep leading your team to be better.
Call or email me if you want to talk further. H&D
HAMMER & DOLLY STAFF
PUBLISHER Thomas Greco thomas@grecopublishing.com
SALES DIRECTOR Alicia Figurelli alicia@grecopublishing.com
EDITORIAL DIRECTOR Alana Quartuccio alana@grecopublishing.com
SENIOR CONTRIBUTING Chasidy Rae Sisk EDITOR chasidy@grecopublishing.com
OFFICE MANAGER Donna Greco donna@grecopublishing.com
PRODUCTION Joe Greco COORDINATOR joe@grecopublishing.com
www.grecopublishing.com @grecopublishing
of your vehicle’s sensors and cameras, essential for the optimal functioning of advanced safety systems. This process is especially critical following significant repairs, part replacements, collisions, or windshield replacements, as these events can disrupt sensor alignment. It’s important to avoid driving without proper sensor calibration. Uncalibrated
ADAS calibration is the precise adjustment of your vehicle’s sensors and cameras, essential for the optimal functioning of advanced safety systems. This process is especially critical following significant repairs, part replacements, collisions, or windshield replacements, as these events can disrupt sensor alignment.
It’s important to avoid driving without proper sensor calibration. Uncalibrated ADAS sensors can compromise your vehicle’s safety features, leading to potential malfunctions and driving hazards.
The calibration of ADAS can be performed in two main ways: static and dynamic. Static calibration takes place in a controlled environment, ensuring accuracy and consistency. Dynamic calibration, on the other hand, involves driving the vehicle under specific conditions to fine-tune the sensors in real-world scenarios. This comprehensive approach ensures that your vehicle’s safety systems are reliable and effective, providing peace of mind on the road.
Make Sure They Know, Just How Much
When someone special departs the worldly plane, it’s a staggering reminder that we need to tell those we care about just how much they matter. A longtime WMABA champion, and industry legend, left us this month. To say Don Beaver made a difference in my life is a gross understatement. To say I deeply regret not telling him often just how much, falls just the same.
We will share with you in the next issue just how much of a mark Don made in our industry, but right now, I want to share with you the first thought I had when faced with the loss of someone so wonderful: I didn’t tell him often enough about the impacts he’d made on me.
When I first started with WMABA, I was trying to find my way and figure out how to make a difference for our repair community. Early on, Don was a voice I appreciated. He would be passionate about the issues, but still grounded, and he’d bring levity to every situation. His contributions to the association, and to our Board of Directors, were from a place of dedication and passion. He cared deeply for our community, and the shops trying to make their own difference. If you cut him, he’d bleed bodyshop.
I miss him, and I had every chance to reach out. I got busy, and distracted by the daily grind, and let it go too long. There are so many people I would love to catch up with on the regular, but it’s so hard to make the time. There’s only excuses left when we don’t go the extra mile for those who matter. And, believe me, Don matters.
It’s something I don’t want to feel again, and I don’t want others to feel this way, either. While I know Don would laugh it off or
tell me he understands how much I have on my plate, it still doesn’t replace being able to hear it with my own ears, or even get it in a text. I missed that, and I miss him greatly.
We all have people in our lives who make an impact. They may be the quiet one who’s there to give you the support or kindness in small ways. They may be the boisterous one, who pushes you out of a slump and cheers you up, giving you the gumption to push through a tough time. It could be a friend, a family member or a work colleague, but these important folks in our lives need to know they have a special place within our lives, and that they are appreciated.
I hope, in Don’s amazing memories, I do better to tell all those who are in my orbit
how valued they are to me. More than any win we could claim, those who are next to us in all the struggles are what make this life meaningful. I’m cutting it off here, because I have more people to send my appreciation to. It’s what Don would want me to do, so how could I not?!
You go do the same. Let this be a reminder that the things are never more important than the people. Share with them the sentiments skipped over along the way.
Jordan Hendler (804) 789-9649 jordanhendler@wmaba.com
Audi Silver Spring
Direct: 301-890-3015
Fax: 240-471-6103
Email: wholesaless@mileone.com
Hours: M-F 7:30am - 5:00pm S 8:00am - 3:00pm
Mercedes-Benz Silver Spring
Direct: 301-890-3060
Fax: 301-890-5473
Email: mbsilverspring@mileone.com
Hours: M-F 7:30am - 5:00pm S 8:00am - 3:00pm
Porsche Silver Spring
Direct: 301-890-3015
Fax: 240-471-6103
Email: wholesaless@mileone.com
Hours: M-F 7:30am - 5:00pm S 8:00am - 3:00pm
Sprinter Silver Spring
Direct: 301-890-3060
Fax: 301-890-5473
Email: mbsilverspring@mileone.com
Hours: M-F 7:30am - 5:00pm S 8:00am - 3:00pm
Free delivery on our fleet of 15 GPS-equipped delivery trucks - delivering all Silver Spring brands on the same truck throughout Maryland, D.C. and Virginia
We use IRF automotive systems including CCC, CollisionLink, OPSTrax, partslink24, PartsTrader & RepairLink
Highly knowledgeable, experienced and dedicated wholesale specialist team
Large inventory of OEM parts and tires
Contact our dealers for all your Genuine Parts needs!
BMW of Silver Spring
Direct: 301-890-3015
Fax: 240-471-6103
Email: wholesaless@mileone.com
Hours: M-F 7:30am - 5:00pm S 8:00am - 3:00pm
Herb Gordon Subaru
Direct: 301-890-3065
Fax: 301-847-2239
Email: herbgordonsubaruwholesaleparts@mileone.com
Hours: M-F 7:30am - 5:00pm S 8:00am - 3:00pm
Volvo Cars Silver Spring
Direct: 301-890-5456
Fax: 301-847-2239
Email: herbgordonvolvowholesaleparts@mileone.com
Hours: M-F 7:30am - 5:00pm S 8:00am - 3:00pm
NEWS NATIONAL
SCRS Leaders Stand Strong in Advocating and Educating for Safe Repairs
“True leadership means using one’s voice to position and elevate the rights of others.”
Those words, spoken by Society of Collision Repair Specialists (SCRS) Executive Director Aaron Schulenburg, summed up the message the newly reformed Board set out to convey as they held their Open Board meeting in Philadelphia this past July.
During his opening remarks, Schulenburg spoke of how inspiring it was to hold this meeting in a city where the country’s independence was born. “If you go to Independence Hall, you’ll feel goosebumps. It’s special; it’s not a touristy thing. If you care about the landscape of what this country looks like, that’s where it all started.”
His inspiring words were meant to drive home the point that SCRS is the voice of collision repairers all across the nation and its Board members are committed to listening and advocating on their behalf. Michael Bradshaw, who served his first meeting as Chair, stated that the Board’s focus is to listen in a way that serves the needs of those they represent. “We are
here to serve. That’s a big focus for me. Also, we continue to look for ways to innovate.”
Schulenburg welcomed the newest Board members, Justin Lewis (Accurate Auto Body; WA), Ben Bowman (Cliff’s Body Repair; NY) and Kena Dacus (Dacus Auto Body & Collision Repair; KS) and reminded the room full of repair professionals and affiliates that the men and women serving on the SCRS Board are committed to listen in ways that serve the needs of the industry.
On behalf of the education committee, Andrew Batenhorst (Pacific BMW Collision Center; CA) set out to dispel some common misconceptions about ceramic coatings which have been making their way into the collision repair space. An early adopter of these coatings, Batenhorst said, “There’s a lot of misinformation out there that can confuse people, especially shops that are considering bringing this into their operation.
“Coatings can get a bad rap sometimes,” he continued. “Some think they are a cure-all to make your paint look nice, but they are still prone to problems,
mainly with mineral deposits. That’s probably the number one thing that I see happening when people wash their car. Because there’s hydrophobic properties to the coating, they think it will eliminate the risk of getting mineral deposits, but mineral deposits are still going to occur as the water evaporates off the panel, and those things will remain. They’ll actually damage the coating to the point where if it sits on the surface for too long, you’ll no longer be able to extract them chemically. And now you have to abrade them in order to remove them, which will take the coating off at the same time.”
Coatings will not stop rock chips from forming. “A lot of customers believe it can, but unfortunately, it cannot.”
When it comes to determining the strength and hardness of a coating, Batenhorst recommended personally researching coatings, as “there’s only a select few ceramic coating manufacturers that actually do the proper testing,” according to the Mohs mineral hardness scale. “A lot of them just like to throw in the descriptor to tell the consumer it’s a very durable, very strong product that will last for
SCRS Executive Director Aaron Schulenburg addresses the audience while Michael Bradshaw looks on
Michael Giarrizzo (DCR Systems)
a long time. But when you really look at the type of materials and compounds that are on this scale, that may not line up very well.”
He went over types of coatings, including graphene, silicon dioxide (SiO2) and silicon carbide (SiC). “SIO2 coatings are probably the most popular that are on the market right now. They’re very affordable. They’re easy to apply.”
During the check-in process at this shop, Batenhorst will work with the customer to get all the details about the coatings brand used, when it was applied and if they have a receipt which is “really important, especially when you’re going towards the insurance company for some type of reimbursement for that.”
sensors, radar or anything like that.”
of the great content. “These collaborative videos where we showcase the best of the perspectives from the shop side and the trainer side, just really shine through. If you haven’t had a chance to watch, please check them out.”
On behalf of the Affiliate Engagement Committee, Tony Adams (AkzoNobel) and Andy Tylka (TAG Group) planted seeds for the discussion and presentations set to take place at the annual Affiliate Conference which was held later that week. The affiliates meet virtually several times a year and conduct one in-person event annually which, according to Tylka, was expected to have “over 30 people from state associations attending, and that translates to over threefourths of the country being represented at this annual event.” Jill Tuggle (Auto Body Association of Texas) and Jeff Butler (Washington Independent Collision Repair Association) planned to make presentations on their recent legislative wins.
Shops will also have to consider if they can do the work in-house or sublet it. Ceramic coatings can be an opportunity for shops to explore with new customers. “If this car doesn’t have a ceramic coating, this is a great opportunity to have that conversation with the customer to tell them you’re putting fresh paint on their vehicle, and you can do a paint correction on the rest of the car at the same time and get their vehicle looking even better than it did when it came in.”
Michael Giarrizzo (DCR Systems) gave the SCRS audience an update on behalf of the Media Committee, reviewing the weekly video content and the stats they have achieved via the SCRS Quick Tip videos on via YouTube (available at youtube.com/@SCRSCollision). From customer service training to destructive weld testing, organizing clips and fasteners, booth maintenance and more, the valuable content is meant to be shared and be circulated, Giarrizzo stressed. He pointed out that SCRS gained 122 subscribers since the last meeting. “I think we can do a lot better than that. We’ve had almost 16,500 views since the last meeting, but I want to challenge myself and my own organization to do a better job of really sharing the content within our own networks and with our own teams, because that will help it grow.”
When asked if ceramic coatings interfere with sensors, Batenhorst explained, “In my experience, they are so thin that they have not affected the functionality of parking
The videos are filmed at the I-CAR training facility in Appleton, WI and also feature some of their subject matter experts. Giarrizzo reported the most watched videos released were a result of the collaboration featuring Barry Dorn (Dorn’s Body and Paint; VA) and Randy Kabble (I-CAR) on rivet installation (bit.ly/SCRSrivetinstallation), which got over 1,000 views within just a few days of its release.
Schulenburg reiterated the benefit
Both spoke of their appreciation for the affiliate group via SCRS. Tuggle relayed, “The affiliate group and our conference is a huge tool in my toolbox. There’s no playbook on how to be a collision repair director.” Butler indicated that he too got “a lot of value from the affiliates conference meetings and the ability to share thoughts and brainstorm” with others.
Schulenburg devoted time to updating the audience on the success of the member benefits SCRS has been able to bring to body shops all across the country, which evolved from listening to those who came forward about their struggles trying to compete with other businesses in the marketplace for top talent. He spoke of successes with the healthcare program through Decisely, bringing to light a story from a New Jersey body shop whose office manager told him, “Your benefits program saved our technician’s life.” Prior to the shop joining the SCRS healthcare program, the employee didn’t have the means of going to the doctor. As a result, he saw the doctor
Industry leaders filled the room for the SCRS Open Board Meeting.
continued from pg. 11
who discovered something that saved his life.
“This is impactful for us because our goal is to try to make lives better for the people who choose to be in the collision repair industry,” shared Schulenburg, who added his excitement for the growth of the program and the ability to add resources and different types of programs. He spoke about Decisely’s ICHRA (Individualized Coverage Health Reimbursement Arrangement), which offers “affordable and flexible healthcare models that are designed to allow employees to purchase ACA compliant plans.” The plan allows employers to give employees tax deducted dollars to spend in the ACA marketplace rather than a specific employer-chosen plan.
SCRS’ 401(k) retirement program also continues to grow. He encouraged participation as the more people who join, the more savings are achieved due to its declining fee structures. “The more who participate benefits everyone and everyone wins,” he reported.
Danny Gredinberg led a discussion about the latest success with the Database Enhancement Gateway (DEG), which has received 1,141 inquiries between January and June of this year with a 43.4 percent correction rate. Gredinberg relayed updates from some of the information providers (IPs) based on the inquiries. For example, MOTOR made updates to vehicle chapters utilizing R1234yf refrigerant with labor time to evacuate and recharge has been updated to 1.7 from 1.4 hrs.
Schulenburg also updated attendees on efforts in support of SCRS’ proposed federal legislation of the SAFE Repairs Act that puts safety first as opposed to other legislation that appears to have a focus solely on accessing data. “If safety is governed at a federal level, then we should be making sure that consumers’ right to safety is also championed and protected at a federal level. SCRS believes in the idea of Right to Repair and supporting independent repairers. And we believe this is the way that we can help support our customers through those businesses.
Schulenburg announced registration is open for the 2025 Repairer Driven Education (RDE) series to be held at SEMA in Las Vegas and off to a great start with a 10 percent increase in registration from this time last year. “I think that’s just a strong indication of what the market’s looking for out of the education program and their SEMA show experience.“ A lot of first-time speakers are on deck, and the IDEAS Collide Showcase will feature an array of newcomers as well. Although he wasn’t ready to give details away just yet, Schulenburg encouraged all to visit the SCRS booth on the SEMA show floor which will have some exciting features this year. Visit bit.ly/2025SEMAShow to register for SCRS’ RDE series. H&D
Vans. Born to run.
Get your customers back on the road faster with Genuine Sprinter Parts.
Call our Sprinter Certified Parts Advisors today to get started.
SEMA 2025: A First Look at SCRS’ Repairer Driven Education Series
September is here, and that can only mean one thing –SEMA 2025 is just around the corner. And of course, that means the BEST collision repairer education around as the Society of Collision Repair Specialists’ (SCRS) Repairer Driven Education (RDE) series returns with its comprehensive collection of industry training designed to leave attendees refreshed and energized with new tools and ideas to take back to the shop.
SCRS’ popular educational series takes place in conjunction with SEMA from November 4 through November 8 at the Las Vegas Convention Center.
There is much to be excited about this year as the 2025 slate not only features some of the best industry influencers around, but it also welcomes many fresh faces and ideas.
SCRS Executive Director Aaron Schulenburg is really excited for this year’s lineup of presenters. “One of the things that has always been a focus for us is finding ways to bring in new people with new ideas to fill the classrooms to address the issues that are most important to our members and those who attend the show. So, I’m excited that we are able to bring in a lot of new voices from different companies with content on topics important to the collision repair audience.”
Much like previous years, RDE sessions will take place on Tuesday and Wednesday, with the IDEAS Collide Showcase and
the OEM Summit rounding out the programming on Wednesday afternoon and Thursday.
According to Schulenburg, the program highlights key trends in the collision repair industry, including workforce development, advancing automotive technology and developing more customercentric practices. It even expands on ways for businesses and employees to develop increased financial literacy, expanding on business and personal solutions during challenging economic developments.
Everything is on deck in this jam-packed series! Subject matter experts will discuss just about every topic related to today’s collision repair world from repair planning to marketing to financial stability and then some. In fact, one session will touch on uncharted territory with a look at how businesses might leverage AI and humanoid robotics.
SCRS is proud to welcome the following first-time RDE presenters: Kyle Motzkus (Quality Collision Group) and Kyle Neely (Schaeffer Auto Body) will highlight the benefits of “Creating Harmony in the Collision Repair Process through Collaboration,” while Shauna Davis and Jason Horne (Kaizen Glass Solutions) will show attendees how to “Take Control: How Bringing Auto Glass In-House Can Boost Profit and Procedural Compliance.”
continued on pg. 17
THEY’RE CALLED “ORIGINAL BMW PARTS” FOR GOOD REASON. FOR UNCOMPROMISING PRECISION AND INCOMPARABLE QUALITY, YOUR BMW CENTER IS YOUR ONE-STOP SHOP FOR EVERYTHING BMW.
For Original BMW Parts, contact one of these authorized BMW centers:
Passport BMW 5000 Auth Way Marlow Heights, MD 20746
301-423-0733
Fax: 301-423-2717 passportbmw.com
Richmond BMW 8710 West Broad Street Richmond, VA 23294
800-237-0130
Direct: 804-527-6860
Fax: 804-965-6254
Email: tdailey@crownauto.com richmond-bmw.com
BMW of Catonsville 6700 Baltimore National Pike Baltimore, MD 21228
855-996-2906
410-744-2000
Fax: 410-818-2600 bmwofcatonsville.com
NATIONAL NEWS
continued from pg. 14
Maria Quintero (Collision Advice) will talk “Financial Fundamentals for Collision Repair Centers” with Tracy Dombrowski (Collision Advice). Also, newcomer Adi Bathla (Revv) will team up with veteran speaker Josh McFarlin (AirPro Diagnostics) for “Shaping the Future of ADAS in Collision Repair: A Community-Driven Approach,” and Sokal teammates John Burchardt, Jasmine Shaw, Katelyn Shadowens, Andrew Wagner and Garrett Zafuto will educate on “Automotive Advertising: The Road Map to Building a Successful Online Presence.”
Many familiar faces will also be back, including AkzoNobel’s Tony Adams and Tim Ronak, John Shoemaker (BASF), Danny Gredinberg (Database Enhancement Gateway), Ryan Taylor (BodyShop Booster), Dave Gruskos (Reliable Automotive Equipment), Mike Jones (Discover Leadership Training) and more.
The IDEAS Collide Showcase – a favorite segment in the series – will also feature a whole new set of fresh faces and ideas.
Some of the names are familiar, Schulenburg says of WMABA Executive Director Jordan Hendler (Admin Concepts), John Yoswick (CRASH Network) and Rachel James (Torque Financial), but they have not been featured as part of the program previously. “While they may be known and recognized by everyone, this is a nice way
Genuine Replacement Parts For the Road Ahead.
Get your customers back on the road faster with Genuine Sprinter Parts.
Call
on technology and emerging trends with a forward-looking industry aspect, all three segments will share the related theme of safety inspections. The one-and-only Mike Anderson (Collision Advice) will lead all three discussions. It’s intended to be a deep dive into “the technology that requires safety inspections, the OEM expectations around those safety inspections and the actual implementation of that in the repair process, conversation with the customer and how to address it as a business.”
Certified
Be sure to look for more details on SCRS’ 2025 RDE Series in next month’s issue of Hammer & Dolly. Meanwhile, don’t waste another minute and sign up for these courses now. Early bird pricing ends on September 27! Visit bit.ly/2025SEMAShow to register. H&D
Whether
You’ve got the right tools, staff, technology and procedures to give your customers the best repair possible. The missing piece of the puzzle? Genuine Volkswagen Collision Parts. Contact an authorized dealer today and find your perfect fit.
Alexandria Volkswagen 107 West Glebe Rd. Alexandria, VA 22305
703-684-7007
Fax: 703-684-4138
e-mail: parts@alexandriavw.com
Karen Radley Volkswagen 14700 Jefferson Davis Hwy. Woodbridge, VA 22191
703-550-0205
Fax: 703-643-0081
Fitzgerald Volkswagen 114 Baughmans Lane Frederick, MD 21702
Toll Free: 800-545-4745
Fax: 877-696-1841
e-mail: parts@fitzmall.com www.fitzparts.com
Fitzgerald Volkswagen of Annapolis 34 Hudson Street Annapolis, MD 21401
Phone: 410-224-4636
Fax: 410-224-4264 www.fitzmall.com
Ourisman Volkswagen of Laurel 3371 Ft. Meade Rd. Laurel, MD 20724
Phone: 301-498-6050
Fax: 301-498-0157 www.laurelvolkswagen.com
Ourisman Volkswagen of Rockville 801 Rockville Pike Rockville, MD 20852
A full-day of discussions centered on loss turned out to be a huge win for the collision repair industry.
The July Collision Industry Conference (CIC) held in Philadelphia was the first of its kind. Breaking out of the mold of having each committee present on various hot button issues, all committees themed their discussions on the boiling concerns centered around the growing trend of total loss.
CIC Chairman Dan Risley shared data to support the concerns that “over the last six to nine months in particular, I”ve heard a lot about the industry seeing a decrease in claim volume or seeing a drop in accident frequency. When this happens, everyone looks to find out why and this could be one of the reasons shops are seeing a drop in repairables.”
During COVID, there was a decrease in total loss claims, but what’s happening now is the direct opposite. Risley posed the question, “What is the new norm? We’re looking at Q1 2025, and almost 24 percent of non-comp losses resulted in a total loss. It’s pretty timely for us to have this conversation as it’s impacting the large majority of people in this room, whether you’re a repairer, insurer or car manufacturer. Everybody’s impacted by
this.”
Risley outlined some of the trends the industry needs to keep an eye on, particularly related to the fact that “we’ve had almost a 50 percent increase in total loss on drivable vehicles in the last three years.” He also pointed out that the climb started in 2021 and 2022 growing from six and seven percent to almost 10 percent on newer model vehicles; total loss is up to 32 percent on vehicles that are seven years or older. This last figure is significant because “that seven-year-old vehicle right now is a 2018. How many ADAS features are on vehicles older than 2018? Not that many, but as that [trend] continues to play out and vehicles with more ADAS features start to slide over into the seven years and older category, what impact will that have on total loss?” With the average adjusted value of total losses on vehicles seven years and older at about $9,000, Risley asked, “What’s going to happen to all these vehicles that have ADAS features on them seven years from now? Those cameras and sensors are not inexpensive. That could result in more total losses. It’s something for us to keep an eye on.”
Liz Stein (Certified Collision Group) led the OEM Industry Relations committee in a thorough panel discussion that
examined how total loss information is affecting consumer brand loyalty and what OEMs are doing to address this. Consumers are switching from “buying just one type of vehicle to buying multiple brands of vehicles,” Stein relayed. Consumers are taking safety features into consideration as well as varying their options between gasoline and electric vehicles. These factors have led OEMs to have real conversations about how to keep consumers driving their brands. “We certainly don’t want them switching brands for any reason,” relayed Paul Samuelson (Nissan North America). “Consumers may
Liz Stein (Certified Collision Group)
be unsatisfied with different things about the collision experience, so we really want to make sure we can keep them in our ecosystem.”
Stein pointed out some consumers don’t want to deal with insurance especially after a total loss experience, seen as a “total disruption” to a consumer and causing some to even opt to rent Zipcars, instead of purchasing a new vehicle.
Total loss increases appear to be happening across the board with gasoline, hybrid and electric vehicles. Samuelson reported an interesting factor that hybrids appear to total more quickly than gasoline or electronic vehicles.
Data shows it’s an industry wide problem. If a third of an OEM’s customers defect after a total loss, and total losses continue to increase, “that is bad news for an OE. We want to make sure that we somehow mitigate that as it is a complex situation for all of us in the industry,” offered Samuelson.
Even paint manufacturers are affected by total loss increases since they are likely to sell less product “because you can’t paint a vehicle that’s not being repaired,” Stein pointed out. “This is an industry-wide issue that I think all of us are kind of scratching our heads, working to address. We all own this challenge, and we have to work together to solve it.”
She offered possible solutions body shops can consider to help make things easier on consumers. “Consumers feel they are not heard or cared for and that we treat them with a ‘do you want fries with that order?’ [mentality]. We need to listen and realize a total loss is a new thing to happen to them. This accident may be the first accident they ever had. Can you help them figure out a solution that’s better for them? Think about how you can make it a better experience.”
Another triumph on the CIC stage was the debut of a podcast-styled segment called “The Industry Experiment,” featuring Aaron Schulenburg (Society of Collision Repair Specialists) and Brunno Moretti (Ascential Technologies) who shone a light on some new considerations concerning ADAS calibrations.
The back and forth conversation between the two was a highlight of the day as Moretti shared the findings of an ADAS study that looked at how a 2024 vehicle performed following a good calibration, a poor calibration and zero calibration.
There’s all this industry talk about the severe consequences of not calibrating correctly, but there’s no data to back it up, Moretti spoke of the action behind the study. The baseline vehicle had 13,000 miles on it “so it had some love. That is the average amount of miles driven per year,” he explained. Some modifications were done to the vehicle with “no calibration,” so it no longer knew what “home” was, while “poor calibrations” were done with uneven flooring, inconsistent lighting, improper radars, etc.
Not surprisingly, the “good calibration” vehicle outperformed the baseline which shows “there was enough wear and tear
at 13,000 miles from pot holes or other factors to make the ADAS in the vehicle drift in its performance.” This opens the door to the idea of ADAS maintenance. Several considerations were weighed, including whether the responsibility to maintain would fall on the consumer.
Schulenburg stated, “As someone who fields a lot of concerns from the repair market, I worry that the idea of ADAS safety as a maintenance item is going to be on the consumer to maintain. My question to you is, from your research, even if you have to maintain ADAS as a consumer, an event is still going to change it and readdress it.”
“100 percent,” Moretti concurred. “Things get knocked off, sensors don’t know where home is. It needs to be corrected.”
ALANA QUARTUCCIO
Aaron Schulenburg (SCRS) and Brunno Moretti (Ascential Technologies)
Jill Tuggle (ABAT), Stephen Madrak (Pennsylvania Department of Transportation Motor Vehicles), Max Keller (Conestoga Collision and Auto Body Repair; Berwyn, PA) and David Willett (SPARK Underwriters)
COVER STORY
continued from pg. 23
Both agreed that more education is needed in the ever-evolving world of ADAS.
ADAS maintenance could be a revenue stream for the body shop. “Doing the right thing could make shops more money,” suggested Moretti.
Led by Jill Tuggle (Auto Body Association of Texas), the Governmental Committee explored total loss and salvage vehicle laws at the state level. There’s no universal definition for total loss or salvage, Tuggle stated, adding “every state makes its own definitions or uses different terms, and each state has different rules for salvage vehicles.” Iowa has a state total loss threshold of 70 percent, although it’s still in the insurer’s hands to determine if a vehicle is a total loss even if under 70 percent. Rhode Island is the only state that gives the customer the right to determine if they want their vehicle repaired below an 80 percent threshold. In Pennsylvania, every total loss vehicle gets a salvage title.
Via a panel including Stephen Madrak (Pennsylvania Department of Transportation Motor Vehicles), local shop owner Max Keller (Conestoga Collision and Auto Body Repair; Berwyn, PA) and David Willett (SPARK Underwriters), discussion focused on consumer safety and the qualifications for determining if a vehicle is eligible for the reconstructive process.
“We have an enhanced safety program in Pennsylvania that ensures that the post-repair vehicle is on-the-road worthy and branded properly so the consumer is aware of the history of the vehicle,” Madrak explained.
Most people aren’t familiar with the laws in their state, and therefore, states could do a better job at educating people on those laws, Tuggle noted. As a shop owner in Pennsylvania, Keller reported seeing about 50/50 total loss versus repairable. As for handling the customer when their car is deemed a total loss, “These days, the insurance companies are beating us to that conversation and totalling the car before we are even notified,” he claimed. “We will try to let the customer know there may be a chance and we will try to prepare them for that conversation and suggestions on how to
SPECIAL REPORT:
Industry Leaders Stand Up to I-CAR on Behalf of Independent Repairers
Auto body association leaders took advantage of CIC’s Open Mic opportunity to make sure their concerns about I-CAR’s recent actions were heard loud and clear.
“We are super grateful for all that I-CAR does for this industry, but there’s a critical component that continues to be overlooked, and that’s the voice of the independent collision repairer,” voiced Jill Tuggle, executive director of the Auto Body Association of Texas. “Recently, we were made aware of a situation where I-CAR determined that association leaders are not eligible for a seat on their Board. We wholeheartedly disagree with that sentiment, especially because we really are the voice of independent shops and small MSOs.”
Tuggle expressed her extreme disappointment over having received an “automatic response” to the concerns she expressed in writing. “It didn’t address any of the issues that I had brought up, including the amendment of their bylaws to uphold the opinions of the Board on the director being ineligible.”
Tuggle’s frustrations were echoed by several fellow independent repair professionals who took to the mic to call the canned response disheartening and discouraging.
Amber Alley (Barsotti’s Body and Fender; CA) called the lack of communication disturbing. “After they denied or determined that [SCRS Executive Director] Aaron Schulenburg’s nomination wouldn’t move forward and they decided to change the bylaws, there were comments made that they didn’t have any other nominees. That’s not true. I had made it clear that I intended to run for the independent repairer position after I completed my [SCRS chairperson] role.” She added that she was discouraged she wasn’t contacted and that I-CAR did not seek to fill the seat with an independent
repairer.
Washington Independent Collision Repairer’s Association President Justin Lewis echoed the sentiments. “I look around the room and see tons of associations represented here. To Jill’s point, the associations are not just one voice; they are the voice of a collective group of shops.”
SCRS Chairman Michael Bradshaw accused I-CAR of not listening. “The fact that we sent that letter and nobody’s reached out to me should show everybody in the room how tone deaf you guys have become to what the independent repairers need, and they need you. They need you to be what you’re supposed to be, but you’re too busy catering to big money!”
I-CAR CEO and President Kyle Thompson took the mic to admit, “We could’ve done better, and that lands certainly on me,” he said of the canned response sent. Addressing the issue regarding Schulenburg, he insisted, “Bringing on somebody who represents many different entities changes the balance and runs the risk of altering the way the Board’s votes stack up; that is the reason the associations aren’t allowed. You can disagree with it. I have shared the information, and the Board is well aware [and could] choose to address it through the government process. They have seen
I-CAR CEO and President Kyle Thompson
CIC OPEN MIC RECAP
the letters and the feedback, so we’ll see what happens down the path.” Thompson also claimed I-CAR didn’t receive additional nominations.
Thompson’s claim seems incongruent with the way a governance board works in general; Board members are tasked with representing the interests of stakeholders in making organizational decisions, and regardless of how many stakeholders an individual Board member represents, each Board member still only gets ONE vote. I-CAR appears to recognize this fact by allowing Board seats to be filled by executives from General Motors, Nissan and Ford, who each represent thousands of dealerships nationwide, as well as Caliber Collision and CARSTAR/Driven Brand representatives who vote on behalf of thousands of MSO locations across the country. Yet, independent repairers’ voices are restricted to just one shop owner. Logic dictates that filling a Board seat with someone (like Schulenburg) who can speak on behalf of a larger number of independent repairers would establish more balance on the Board, by giving independents the same consideration that their OEM and MSO counterparts receive.
Jeff Hendler continued to challenge I-CAR on their stance. “If you don’t recognize the voice of the independent repairer, you’re going nowhere. Aaron is probably the ultimate voice of the independent repairer. I-CAR comes to SCRS meetings at least twice a year asking
have the one voice that was needed, you found some BS, for lack of a better term, to eliminate it. All of your statements today about the Board, the makeup of the Board and all of that goes by the wayside when you’re not listening to the collision repairer. I’ll go back some 40 years and tell you that was the goal then, and it should be the goal now.”
Schulenburg took the mic to acknowledge the comments made by his fellow industry colleagues and to address I-CAR’s actions.
“You’re acknowledging, but you’re not listening,” Schulenburg told Thompson, adding that 35 emails could have been easily addressed with phone calls. He also refuted Thompson’s insistence that filling a single Board seat with one independent repairer is proper representation. He pointed out that the Board has “a fourth seat that’s undefined,” and despite the industry making their discontent and frustrations with I-CAR leadership known, I-CAR chose to just say, “We have one independent repairer, we don’t need any more,” instead of being thoughtful and identifying somebody else who could also represent the independent body shop.
“When you shut the industry out, this is where it unfolds,” Schulenburg added. “You have all these people in the industry telling you ‘we believe in I-CAR’s potential,’ but I-CAR is not listening. We need you to do better.”
work out the value.”
Willett gave some food for thought suggesting OEs start to play a bigger role in the areas of total losses. “OEs come up with ways to repair the car, should they be coming up with ways on how to total a car. It seems to me that it should be more reliant upon the manufacturers’ engineers and certified repairers to make that [total loss] determination. Some are saying that there are vehicles that could be repaired. It seems like we’re missing an opportunity to use the expertise and knowledge of the OEs. I believe that for the betterment of our industry, that’s something that should be explored.”
Several audience members polled Madrak looking for more details on what type of inspection goes into making sure these vehicles are safe to re-enter the roadways.
“In Massachusetts, when a [salvage] vehicle has been branded repairable and someone goes to repair it, their main concern is making sure the parts are legally sourced, for lack of a better word,” stated Lucky Papageorg, executive director of the Alliance of Automotive Service Providers of Massachusetts. “Not once have I seen them get under the vehicle to check if it’s structurally sound. I think that is a key part in what is happening with salvage vehicles. Are the proper repairs being done, not just structurally, but also with ADAS?”
Madrak explained Pennsylvania conducts a mechanical inspection to determine if the vehicle is “road worthy and structurally sound.”
On behalf of the Data Access, Privacy and Security Commission, Brian Burbridge (Caliber Collision) drew light to the unanswered questions that lie in what happens to a consumer’s personal identifiable information (PII) when a vehicle is totaled.
“How do we protect a customer’s personal info? The customer is not thinking about this in the event of a total loss. Trust me. They are not.”
It’s not something the industry is thinking about either, Burbridge stressed. “Who is liable for PII if it’s not removed? I
Aaron Schulenburg addresses Thompson about concerns raised by fellow industry leaders.
continued from pg. 25
don’t think the industry has that information. We have to resolve that.”
Led by Danny Gredinberg (Database Enhancement Gateway) and Kye Yeung (European Motor Car Works; CA), the Repair Process and Procedures and Estimating and Repair Planning committees teamed up for “Total Loss…Total Process” with panelists Andrew Batenhorst (Pacific Collision Center; CA), Christina Sepulveda (SPARK Underwriters), Matt Pitta (Lucid Motors) and Scott Weber (Copart) who covered all bases – from determining total loss to admin duties and storage to safety concerns and salvage auction pick up.
For the body shop, dealing with a total loss is “more than taking a quick photo and parking it out back,” clarified Gredinberg.
“We’re administrative processors these days,” he said, listing all the things a shop has to deal with involving a total loss, including communicating with the customer, the insurer, transporting the vehicle from the storage yard or accident scene and then some. There’s also the work that goes into understanding where the vehicle has been if there are unknown details which could open the potential for exposure to hazardous materials if it were involved in a crime scene or drug abatement situation.
OEM research and proper repair planning still needs to be done, insists Gredinberg, who has known some to just write whatever with “a couple clicks, and that’s it.”
“Once it’s deemed a total loss, and a vehicle is at your facility longer than it needs to be, make a call; be proactive with it,” advised Sepulveda regarding liability concerns.
Yeung pointed out a concerning void in the salvage process. “Are we responsible for that car from cradle to grave because we touched it last? What happens if you have an electric vehicle with a compromised battery, and we know it is because it’s a total loss. Some OEs have instructions on how to power down the battery to a certain percentage or even power down completely. When that car gets picked up by the salvage company, there’s no form that they sign or that we give them to say we’re done with that vehicle. How do we notify them this vehicle could still potentially have a thermal reaction because of battery damage? It’s cause for concern.”
The CIC audience learned about the process the global online vehicle auction
company goes through to pick up vehicles as Weber outlined Copart’s process for picking up vehicles and deeming them roadworthy. “We do rely on the shop and will question the shop,” says Weber about its condition and if any dangers are present.
Discussion focused on how very little is known about the safety of transporting EVs. Pitt noted, “There’s no federally mandated state of charge for transporting an electric car. At Lucid, we just default to California’s rules, which is 30 percent or lower. There’s no regulation on totaled cars. Our organization has discussed whether 30 percent is low enough, should it be below five percent…or drained completely and have the pack removed from the vehicle.” Lucid plans to release documentation and special tooling to help shops learn how to deal best with total loss vehicles being prepared for the salvage yard.
Improper handling of electric vehicles can lead to negative consequences as well.
“We had a vehicle come to us that didn’t appear to be a total loss at the time based on the exterior damage that we found,” shared Batenhorst whose team discovered a damaged battery pack because the car had been put on a forklift which is “really dangerous on an EV as the forks pass directly underneath the battery pack. After recommendations we got from Lucid, that battery pack now needed to be replaced, and the vehicle would end up becoming a total loss.”
Pitt addressed security concerns involving the removal of consumers’ PII. He confirmed there are steps to remove the information and noted that Lucid “is working on a visual document along with a checklist, so if a car is a total loss, there will be a pass/fail.”
In response to Weber confirming that Copart sells vehicles to “all parts of the globe,” Yeung questioned, “Are these international buyers driving up the salvage sales and causing more vehicles to be totaled?” to which Weber responded, “It depends because it drives up the competition. Having a large consumer base has been beneficial to our customers by driving up that salvage.”
Excitement is growing for the next CIC to be held November 4 in conjunction with SEMA 2025 in Las Vegas. For more information, please visit ciclink.com H&D
Kye Yeung (European Motor Car Works; CA)
Andrew Batenhorst (Pacific Collision Center; CA)
Christina Sepulveda (SPARK Underwriters)
Matt Pitta (Lucid Motors)
Scott Weber (Copart)
Toll
Phone: 703-385-3994
Fax: 703-591-5348
Fax: 410-224-4264 www.fitzmall.com
807 Rockville Pike
Rockville, MD 20852
Toll Free: 800-345-4640
Direct: 301-424-5332
Fax: 301-294-6381 www.rockvillechevrolet.com
OURISMAN CHEVROLET 4400 Branch Avenue
Temple Hills, MD 20748
Phone: 301-899-6990
Fax: 301-899-9375
www.ourismanchevrolet.com
WHAT IS ADAS CALIBRATION?
ADAS calibration is the precise adjustment of your vehicle’s sensors and cameras, essential for the optimal functioning of advanced safety systems. This process is especially critical following significant repairs, part replacements, collisions, or windshield replacements, as these events can disrupt sensor alignment.
It’s important to avoid driving without proper sensor calibration. Uncalibrated ADAS sensors can compromise your vehicle’s safety features, leading to potential malfunctions and driving hazards.
ADAS calibration is the precise adjustment of your vehicle’s sensors and cameras, essential for the optimal functioning of advanced safety systems. This process is especially critical following significant repairs, part replacements, collisions, or windshield replacements, as these events can disrupt sensor alignment. It’s important to avoid driving without proper sensor calibration. Uncalibrated ADAS sensors can compromise your vehicle’s safety features, leading to potential malfunctions and driving hazards.
The calibration of ADAS can be performed in two main ways: static and dynamic. Static calibration takes place in a controlled environment, ensuring accuracy and consistency. Dynamic calibration, on the other hand, involves driving the vehicle under specific conditions to fine-tune the sensors in
The calibration of ADAS can be performed in two main ways: static and dynamic. Static calibration takes place in a controlled environment, ensuring accuracy and consistency. Dynamic calibration, on the other hand, involves driving the vehicle under specific conditions to fine-tune the sensors in real-world scenarios. This comprehensive approach ensures that your vehicle’s safety systems are reliable and effective, providing peace of mind on the road.
Importance of a Clean Room for Aluminum Repairs
When performing aluminum repairs, preventing crosscontamination is crucial. Aluminum is highly sensitive to contamination, especially from steel. If you don’t prevent steel dust from settling on aluminum-intensive vehicle surfaces, galvanic corrosion will occur and weaken aluminum components. When aluminum exterior surfaces like the hood, roof or door panel are exposed to steel dust, galvanic corrosion can damage a paint job. Aluminum dust also is explosive when exposed to a spark.
A clean room minimizes the risk of cross-contamination by providing a controlled environment free from airborne dust, metal shavings, and other contaminants. This ensures that the aluminum repair process is conducted in optimal conditions, prevents surface damage and helps maintain the integrity of the repair as required by OEMs.
The RAE Body Repair Station features a curtain that has special light reflection as well as fire approved properties. This will isolate your aluminum work area from nearby bays. Accepted by leading OEM certified collision repair facility programs, the body repair station features an e-glass curtain that meets fire retardation standard EN-13501-1 (required by OEM certification programs across the globe). A built-in viewing window meets standards for eye protection of workers outside the aluminum bay. LED lighting helps provide ideal lighting
The RAE Body Repair Station isolates your aluminum work area from nearby bays.
conditions when performing intricate repairs, while a speciallycoated welding curtain separates and protects the surrounding area from the aluminum bay. Please contact Reliable Automotive Equipment to learn more about how we can help you perform aluminum repairs safely, efficiently and cleanly. Visit Booth #32135 in the South Upper Hall at SEMA for more information on our full line of collision repair equipment, products, training, service and more.
That’s because print advertising works. Especially when it’s connected to a powerful trade association.
For over 30 years, Greco Publishing has partnered with the best of the industry to provide trade associations a voice, and to give advertisers a direct outlet to reach buyers.
Today’s shop is inundated with solicitations; advertising with Greco Publishing breaks through the noise to align your company as an association ally, and get you in front of your next customer.
ADVICE INDUSTRY ASK MIKE:
What Are the Main Considerations for Safe Welding Best Practices?
This month, we “Ask Mike” to share his thoughts on safe welding best practices. We at Hammer & Dolly hope you find the following exchange useful, and we encourage you to reach out to us if you have a question for Mike on this or any industryrelated matter that he can answer in a future issue.
Hammer & Dolly: We’ve had various conversations over the years about best practices, but not specifically when it comes to welding. What do you see as the best practices shops are following to ensure their welds are being performed safely and properly? How do training, equipment and OEM procedures factor into that?
Mike Anderson: I’m going to turn that around and focus on what I don’t see. People are not setting up and performing destructive tests, which every OEM requires for proper repair validation and safety assurance. Unfortunately, I don’t see that very often, which is very concerning to me and should be to others in the industry as well. When we do our Collision Advice ‘Who Pays for What?’ Surveys, we see that the reimbursement percentage is very low across the board. It may be that people are not asking for it, aren’t documenting properly or simply don’t understand its importance — but I suspect the main reason is that people are not doing it at all, which presents a serious liability issue.
Obviously, when you weld, you want to make sure you’re using the correct specification of welder according to the OEM. Some OEMs — such as Audi or Mercedes-Benz — require that you use a welder that’s been specifically tested and approved by them. I also see a lot of shops failing to properly maintain their welders, whether it’s with a software update or checking the pressure on a spot welder regularly. In other cases, people aren’t checking the amount of power coming into their building. When I had my shop, there was a big shopping center across the street. We noticed that the power coming to our building would actually drop. We had to contact the electric company to do some things to ensure we had enough power coming in. In other cases, I’ve seen people use really long extension cords on a welder, which can sometimes be detrimental to the welding process.
Some OEMs require that you use a specific gas mixture or wire. Shops also must think about whether they’re performing the appropriate type of welds or welding in the right area. Obviously, wearing the appropriate personal protection equipment is essential. A vehicle repair could require several types of welds, which may require several practice welds and destructive tests. As always, it is important to refer to the OEM repair procedures for that specific vehicle.
Also, if you’re welding on something that’s galvanized, there will be fumes coming off, so you should be wearing a welding respirator. Always consult the manufacturer’s guidelines and prioritize safety equipment.
Welding near electrical components is another important consideration, as different OEMs say different things about that. One might specify 12 inches, and another might require
WITH MIKE ANDERSON
24 inches of clearance or more. Knowing what each OEM says is absolutely essential to avoid damaging sensitive electronics or creating safety hazards. You can only determine the correct approach by following the proper, up-to-date repair procedures — there’s no substitute for that. Technicians must consistently research and verify OEM guidelines for every vehicle, every time, to ensure safe, compliant and high-quality repairs.
H&D: Are people not performing these procedures properly due to the insurance industry’s reluctance to pay for them?
MA: Honestly, I don’t think insurance reimbursement is the issue — people just aren’t doing it. I know of at least one example where a shop discovered a problem with its welder by doing a test weld and destructive test. They would never have known that without going through the process. People will sometimes say they don’t know how to get the coupons. Car-O-Liner sells them, and you can get them through I-CAR.
The quality of welds I see at some shops is scary. I don’t mean to be disparaging, but the welds I see at a lot of shops are horrible. There’s a lot of welding training and coaching out
Mike Anderson is an Accredited Automotive Manager (AAM) and the former owner of Wagonwork Collision Centers, two highly acclaimed shops located in Alexandria, VA. He has served as a member of many industry organizations throughout his career, including the WMABA Board of Directors, the Mitchell Advisory Board, the MOTOR Advisory Board, the ASE Test Review Committee, the National Auto Body Council, the Collision Industry Conference and the Society of Collision Repair Specialists. Additionally, he is a past Virginia SkillsUSA chairman, serves as a facilitator for Axalta Coating Systems’ highly recognized Business Council 20 Groups in both the US and Canada and facilitates numerous courses for Axalta Coating Systems’ Educational Series. He currently offers expert industry consulting via his latest venture, Collision Advice (collisionadvice.com) H&D
there, but most people learn by having another technician at the shop teach them. That’s not appropriate; people need to receive proper training and follow the correct procedures. Weld quality isn’t just cosmetic — it directly affects safety and performance. Poor training leads to bad habits and dangerous shortcuts. Shops should invest in training and regular assessments to ensure every technician meets industry standards.
H&D: Here’s another point: What happens when that poorly welded vehicle gets into another collision? If someone isn’t welding properly, who’s to say a seemingly safe car won’t split in half in a subsequent incident?
MA: If you use the wrong weld or weld in the wrong place, the vehicle could be compromised. Also, you can’t use structural adhesive for a weld. I’ve seen people use structural adhesive when it wasn’t an OEM-approved procedure. It was just a shortcut. Look at the John Eagle case; that’s a perfect example of an improper repair. That case showed how cutting corners can have devastating consequences. Following OEM procedures isn’t optional.
At your local MINI dealer, we believe that using Original MINI collision replacement parts will speed your repairs and increase your profitability. Original MINI parts assure an absolute perfect fit and function.
