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36

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ADAS ‘Here to Stay,’ Says American Honda Asst.

Manager, Could Be New Income Stream for Shops

by Stacey Phillips

Adaptive Cruise Control, Blind Spot Information and Collision Mitigation Braking Systems are just some of the Advanced Driver Assist Systems (ADAS) in vehicles today. According to Scott Kaboos, the assistant manager of collision marketing for American Honda Motor Co., not only will these systems prevent accidents in the future, but there may also be fewer claims on vehicles that are equipped with these systems.

Kaboos discussed “Honda ADAS Systems: Today and Tomorrow” dur-

ing a recent Guild 21 podcast. Presentations are sponsored by VeriFacts Automotive.

“Love them or hate them, ADAS Systems are probably here to stay,” said Kaboos. “The question is: ‘Are they going to be effective?’” During his Guild 21 presentation, Kaboos shared information from a study compiled by a major insurance company partner regarding 26,039 Honda Civic vehicles from the 2016 model year.

“We compared how many vehicles were drivable vs. non-drivable after an accident,” he said. “We noticed See ADAS, Page 4

North Loveland, CO, Develops New Auto Businesses

Burger King If all goes as planned, the lot closest to the 57th-287 intersection will house a Burger King restaurant with two drive-thru lanes, according to the architect guiding the project through the city planning process.

Diana Oceguera, owner of DEO Architecture in Denver, said she has worked with the Colorado-based franchise owner, Ocedon, on a few previSee Loveland Auto Shops, Page 16

P.O. BOX 1516, CARLSBAD, CA 92018

The southeast corner of 57th Street and U.S. 287 in north Loveland continues to develop, with plans for a Burger King and two automotive-repair businesses working their way through the city approval process.

“That site is rockin’ and rollin’,” said Jennifer Hewett-Apperson, the city planner working on the development.

The area first came out of dormancy last year with the construction of a Tractor Supply Co. store, which opened in October.

The Denver-based developer, Drake Real Estate Services, has ap-

proval to build a Caliber Collision auto body shop just north of Tractor Supply and is dividing the development, called Loveland Commons, into four more lots, Hewett-Apperson said.

Change Service Requested

by Craig Young, Reporter-Herald

VOL. 36 ISSUE 2 FEBRUARY 2018

CCC Drops Proposed Charges, Makes Other ‘Secure Share’ Changes

would have to pay CCC $0.50 for each estimate they received. CCC has now Following months of industry criticism halted plans for the $0.50 toll.

The company also said that contrary as well as recent strategic announceto its announced plans, it will ments from its competitors, CCC Information Services still allow such data transfers to said in late December that be done via the commonly used “Estimate Management it was making significant Standard (EMS)” data export changes to its new “Secure file rather than requiring the Share” data exchange reuse of the newer “Business quirements scheduled to go Message Suite (BMS)” data into effect in April.

Mark Fincher of export file. This will allow CCC had said that beCCC Information Services said the third-party vendors more flexginning next spring, all CCC company was ibility in implementing sysONE collision repair shop estimate data transfers to dropping its plans tems to accept BMS files. for added fees and third-parties—such as shop making changes to CCC also said it has made management systems, rental changes to its terms of agreeother elements of car companies or CSI its “Secure Share” ment in an effort to alleviate data exchange some of the other concerns providers—would have to go system voiced by industry vendors. through Secure Share (rather “CCC is committed to facilitating than shops sharing the data directly as they do now), and those third-parties See Secure Share, Page 4

by John Yoswick

ABAT President Speaks on Todd Tracy’s Honda Fit Crash Tests

by Chasidy Rae Sisk

In December, Texas attorney Todd Tracy experimented with crash-testing several Honda Fit vehicles to evaluate the differences between improper repairs being performed and vehicles being repaired using aftermarket parts.

After the testing, Tracy issued a statement deeming the experiment a success.

“Now, for the first time, we have a scientific engineering basis to refute any insurance company who insists on bullying a repair shop into using nonOEM-approved repairs or aftermarket parts… Insurance companies need to get out of the repair business and let the repair shops repair vehicles so that people aren’t riding around in ticking time bombs,” Tracy said.

The tests, which took place Dec. 18–20 at the KARCO Engineering fa-

cility in Adelanto, CA, consisted of crashing three Honda Fits into a honeycomb aluminum barrier at 40 mph using a narrow frontal offset test in order to test the repairs in the most rigorous and dangerous way possible.

An unrepaired black 2010 Honda Fit was used as a control vehicle to demonstrate how it should hold up in an accident, compared to a red 2009 See Crash Tests, Page 18

Presorted Standard US Postage PAID San Bernardino, CA Permit #2244

2 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

REGIONAL

Arkansas Has Lower Auto Insurance Rates

Than Nearby States . . . . . . . . . . . . . . . 16

ASA Supports U.S. Congressman Carter’s

Vehicle Data Access Bill. . . . . . . . . . . . 55

ASA-AZ Chapters Celebrate Holidays

With Golfing Fun . . . . . . . . . . . . . . . . . . 6

AZ Community Members, Service King Give

Former Homeless Mother a New Car . . . 6

AZ Science Center Aims to Inspire Future

Auto Experts . . . . . . . . . . . . . . . . . . . . 12

BBB Warns Texans of Dent Repair

Scammers Targeting Local Parking

Lots, Claiming Shop Affiliation . . . . . . . . 3

Professionals With Essential Skills . . . . 36

Phillips - Model Vehicles With Emerging Technology Will Rely on Pre- and

Post-Scanning, Recalibration . . . . . . . . 44

Yoswick - Industry Foundation Helped Storm Victims 5 Years Ago,

Continues Today . . . . . . . . . . . . . . . . . 32

NATIONAL

3 Varying Assessments of Wholesale

Car Price Changes . . . . . . . . . . . . . . . . 54

ADAS ‘Here to Stay,’ Says American

Honda Asst. Manager, Could Be New

Income Stream for Shops . . . . . . . . . . . 1

CARSTAR Quality Collision Services

AGRR Magazine Survey: What’s the

Classic Recreations Adds Restoration

Applications Open for 2018 University of

Gerber Collision & Glass Opens Repair

Auto World Goes ‘Back to the Future’

Griffith Autobody Returns to Burlington Ave.

Bosch, ASA Partner for Advanced Collision

Little Rock, AR, Domestic Violence Survivor

CCC Drops Proposed Charges, Makes

Maaco Recognizes Top-Performing

CREF To Offer More Than $200,000 in

Maylan Newton Leads ASA-CO Informative

Driverless Car ‘Guidelines” Allegedly

Service King Graduates 25 Apprentice

Elon Musk Promises Tesla Pickup Truck

Service King Opens 37th DFW Collision

Ford Issues Recall for 2006 Ford Rangers

Sisk - ABAT President Speaks on

GM To Make Autonomous Car Without

Utah Vehicle Inspection Laws Undergo

LKQ Corp. Renews $25,000 Contribution

Services in OK . . . . . . . . . . . . . . . . . . . 10 Location in Glenwood Springs, CO . . . . 10

in Fort Morgan, CO . . . . . . . . . . . . . . . 15

Gets Christmas Surprise With New Car. . 11 Franchisees . . . . . . . . . . . . . . . . . . . . . 50 Training Session . . . . . . . . . . . . . . . . . . 6

Technicians . . . . . . . . . . . . . . . . . . . . . 11

Repair Center. . . . . . . . . . . . . . . . . . . . 10 Todd Tracy’s Honda Fit Crash Tests . . . . 1

Major Changes . . . . . . . . . . . . . . . . . . . 8

COLUMNISTS

Cost of Doing Business? . . . . . . . . . . . 55

the Aftermarket Foundation Scholarships. 52

With VW Microbus Design . . . . . . . . . . 56

& Diagnostic Training Webinar Series . . 52

Other ‘Secure Share’ Changes . . . . . . . . 1

Aid to Collision Students . . . . . . . . . . . 51 Not Working. . . . . . . . . . . . . . . . . . . . . 59

in Tweet. . . . . . . . . . . . . . . . . . . . . . . . 52

With Takata Airbags . . . . . . . . . . . . . . . 19

Steering Wheel, Pedals . . . . . . . . . . . . 48

to CREF . . . . . . . . . . . . . . . . . . . . . . . . 12

Management Success Teaches Shops to

Attract Business Using Social Media . . 43

Attanasio - The Legend of Lavell Chisum,

Progressive Evolves its Service Centers

Attanasio - Youngblood Kustomz Shines in

The Future of Takata Airbag Claims. . . . . . 59

Creator of the Chief EZ Liner. . . . . . . . . 34

Limelight for Creativity, Style in GA. . . . 38

for Customers . . . . . . . . . . . . . . . . . . . 47

The Sad Pathway to Airbag Injury. . . . . . . 40

Chess - Obtain, Review Repair Data

U.S. Auto Sales Forecasted to Fall Below

Ledoux - OE Certification Programs — Ford. 26

Uptick in Domestic Auto Sales; Vehicle

Phillips - How an AMi-Accredited

Vehicle Repaired With Aftermarket Parts

Every Time You Repair A Vehicle . . . . . 22

Ledoux - The Colorist: H. Ledyard Towle . . 20 Designation Can Help Industry

17 Million in 2018 . . . . . . . . . . . . . . . . 54

Repair, Insurance Prices Also Increase. . 56

To Be Crash Tested in CA . . . . . . . . . . . 14

originally declined the services they both report to us that the men were very persistent with them and pushy with them,” Horton said.

“We don’t go to people’s homes to solicit work,” Rica said. “We don’t go into parking lots looking for work you know, if somebody needs an estimate, they can come into the shop and receive the estimate.”

If you fall victim by a stranger soliciting auto body repair work, BBB suggests to:

● Be wary of anyone operating a mobile dent repair business. Good auto body repair work usually requires sophisticated tools, not materials carried in the trunk of a car. ● If approached, try to get a good description of the solicitor, including a description of their vehicle in the event you need to report the incident to police. ● If you feel pressured, either leave the area immediately or contact law enforcement. ● Victims can report their experience to BBB Scamtracker.

Publisher & Editor: Jeremy Hayhurst General Manager: Barbara Davies Contributing Writers: John Yoswick, Janet Chaney, Toby Chess, Ed Attanasio, Chasidy Sisk, David Luehr, Stacey Phillips, Victoria Antonelli, Gary Ledoux Advertising Sales: Joe Momber, Sean Hartman, Bill Doyle, Norman Morano (800) 699-8251 Office Manager: Louise Tedesco Digital Marketing Manager: Bill Pierce Art Director: Rodolfo Garcia Graphic Designer: Michelle Lucas Online and Web Content Editor: Rochelle Beckel Accounting Manager: Heather Priddy Editorial/Sales Assistant: Randi Scholtes

Indexof Advertisers

Opens in Prescott Valley, AZ. . . . . . . . . . 8

‘Tis the season many parking lots are packed with idle cars of busy shoppers.

Some of those parking lots could have potential scammers walking around to see if they’re able to fix a car dent or two. The Better Business Bureau says they’ve received similar reports in Wichita Falls, TX. “In one situation, one of the victims—one gentleman, was speaking to her and talking to her. While the other one was already doing the work on the bumper and then they turn around and then try and charge you money for the work that they’ve done.” BBB president Monica Horton says the pair of roaming repair operators claim they’re working for local collision company, Gilmore Collision.

“They do not work for us,” Gilmore Collision manager Nathan Rice said.

“They’re actually scamming people out of money at this point.”

Rice says they first heard about the incident a few months ago, getting complaints of it happening along Lawrence Road, all the way to Burkburnett.

“Even through both consumers

A Few Old Shops . . . . . . . . . . . . . . 20 Ancira Volkswagen . . . . . . . . . . . . . 38 Audi South Austin . . . . . . . . . . . . . . 36 Audi Wholesale Parts Dealers . . . . 53 AutoNation Chevrolet . . . . . . . . . . . 24 AutoNation Chrysler-Dodge-JeepRam NRH . . . . . . . . . . . . . . . . . . . 6 AutoNation Chrysler-Jeep-DodgeRam of North Phoenix. . . . . . . . . 15 Berge Ford . . . . . . . . . . . . . . . . . . . 11 Bill Luke Chrysler-Dodge-JeepRam . . . . . . . . . . . . . . . . . . . . . . . 16 BMW Wholesale Parts Dealers . . . . 51 Bob Howard PDC . . . . . . . . . . . . . . 21 Car-Part.com . . . . . . . . . . . . . . . . . . 19 Chapman Chevrolet . . . . . . . . . . . . 40 ChemSpec USA, LLC . . . . . . . . . . . 27 Chevyland . . . . . . . . . . . . . . . . . . . . 32 Classic BMW . . . . . . . . . . . . . . . . . . 43 Classifieds. . . . . . . . . . . . . . . . . . . . 58 Dallas Dodge . . . . . . . . . . . . . . . . . 60 Diamond Standard Parts, LLC . . . . . 9 Don Carlton Auto Group . . . . . . . . . 22 ECS Automotive Concepts . . . . . . . 12 Equalizer Industries, Inc . . . . . . . . . 33 Finnegan Chrysler-Jeep-Dodge . . . . 2 Flatirons Subaru . . . . . . . . . . . . . . . 41 Ford Wholesale Parts Dealers . . . . 49 GM Wholesale Parts Dealers . . . . . 57 Greeley Subaru . . . . . . . . . . . . . . . . 44 GYS Welding USA. . . . . . . . . . . . . . 14

Serving Texas, Oklahoma, Louisiana, New Mexico, Arkansas, Colorado, Arizona, Utah and adjacent metro areas. Autobody News is a monthly publication for the autobody industry. Permission to reproduce in any form the material published in Autobody News must be obtained in writing from the publisher. ©2018 Adamantine Media LLC. Autobody News Box 1516, Carlsbad, CA 92018 (800) 699-8251 (760) 603-3229 Fax www.autobodynews.com editor@autobodynews.com

Southwest

Contents

BBB Warns Texans of Dent Repair Scammers Targeting Local Parking Lots, Claiming Shop Affiliation

Honda-Acura Wholesale Parts Dealers. . . . . . . . . . . . . . . . . . 30-31 Hyundai Wholesale Parts Dealers. . 54 Insta Finish Car Care . . . . . . . . . . . 13 Island Clean Air, Inc. . . . . . . . . . . . . 17 Kia Motors Wholesale Parts Dealers . . . . . . . . . . . . . . . . . . . . 45 Killer Tools and Equipment Corp.. . 39 Mazda Wholesale Parts Dealers . . . 56 Mike Calvert Toyota. . . . . . . . . . . . . 28 Mitsubishi Wholesale Parts Dealers . . . . . . . . . . . . . . . . . . . . 48 MOPAR Wholesale Parts Dealers . . 35 North Freeway Hyundai . . . . . . . . . 46 Original One Parts™ . . . . . . . . . . . . 25 Polyvance . . . . . . . . . . . . . . . . . . . . 29 PPG . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Ray Huffines Chevrolet . . . . . . . . . . 47 Robaina Industries, Inc . . . . . . . . . . 37 SATA Dan-Am Company . . . . . . . . . 7 South Pointe Chrysler-Jeep-Dodge. 10 Spanesi Americas . . . . . . . . . . . . . . 23 Subaru of Little Rock . . . . . . . . . . . 34 Subaru Wholesale Parts Dealers . . 55 Symach . . . . . . . . . . . . . . . . . . . . . . . 8 Toyota of Laredo . . . . . . . . . . . . . . . 18 Toyota Wholesale Parts Dealers . . . 50 Volkswagen Wholesale Parts Dealers . . . . . . . . . . . . . . . . . . . . 52 Young Chevrolet . . . . . . . . . . . . . . . 42

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 3

Continued from Cover

Secure Share

efficient, collaborative and secure communication between our customers and thsto do that, and [this] announcement is in response to that feedback.”

Change Faces Criticism Since first announced more than a year ago, elements of “Secure Share” drew fire from various segments of the industry, often voiced at the quarterly Collision Industry Conference (CIC) meetings.

CCC’s support for use of BMS (rather than EMS) was widely praised, because the newer standard gives the user more control over which portions of the data from an estimate are shared.

It can limit a parts vendor’s access, for example, to only the portions of the estimate needed to accurately fill the parts order (while not including, as an EMS file does, data relative to the customer and labor times).

But critics felt CCC’s scheduled elimination of the option to use EMS as of April 2018 was arbitrary and unnecessary. Some third-party vendors not set up to receive data via BMS said that that change alone, even aside from the $0.50 fee they would have to pay CCC for each estimate data file received, was an undue expense.

Others felt the mandatory transfer of data files through CCC gave the company too much control, in theory enabling CCC to decide which thirdContinued from Cover

ADAS

that with an ADAS system, the number of vehicles that were non-drivable after an accident decreased 31.5 percent. A lot more people drove home with their ADAS-equipped Civics than they did with the ones without ADAS.” They also studied how ADAS affects frequency—the percentage of time the vehicles were involved in an accident. “We found that the vehicles equipped with ADAS systems had a frequency rate of 12 percent. Those without ADAS had a frequency of 17 percent,” said Kaboos. “That’s a decrease of nearly 30 percent in frequency, which means drivers are 30 percent less likely to get into a collision at all with ADAS systems vs. without them.”

party vendors or “applications” are in cated securely, as can BMS. Neither the system and able to receive a shop’s one of them has inerrant security built data, as well as which portions of the within. We don’t see any reason at this estimate they receive. Secure Share, time to cut off EMS, and so we won’t.” critics said, also gave CCC Secure Share was also facunprecedented access to ing push-back from a variety what information is being of segments of the industry. sent to which vendors, inGeneral Motors’ John Eck, cluding some CCC competifor example, said his company tors. was concerned about the “im“They will know which pact on the [parts] procureCSI companies are successment process for our dealer Jack Rozint ful, and they will know who network.”

Dan Friedman of of Mitchell International said [those companies’] cusEnterprise said his company his company will tomers are,” Jack Rozint of wouldn’t participate in Secure continue to support Mitchell International cited Share and vowed instead to the “EMS” data as an example, noting that “keep collaborating and partexport file rather CCC competes for business nering with businesses that than requiring the use of the newer with other CSI providers in believe in open technology “BMS” data the industry. “And if they platforms.” export file want to target those products and customers, they now have a perOther Data-Sharing Lawsuits fect platform to do it.”

CCC’s about-face may also have been Mitchell and AudaExplore also influenced by some lawsuits related to added to the pressure on CCC to amend data-sharing arrangements in another its plans for Secure Share by vowing to automotive industry segment. Authencontinue to support data exchanges ticom is a “data scraper” that collects, using EMS (while also moving toward compiles and sells information from using BMS) with no additional fees. dealership management systems, with “We see no compelling reason at the permission of the dealers whose this moment to stop supporting EMS,” data it gathers. It is now suing two Rozint said at CIC in November. companies—Reynolds and Reynolds, “There is somewhere between 100 and and CDK Global—that dominate the 200 different services and applications market for dealership management systhat consume EMS data today. Those tems. In recent years, both Reynolds applications and services are fundaand CDK implemented technology to mental to processing claims, repairing block data scraping. The two compacars and ensuring that our industry is nies, Authenticom’s antitrust suit aloperating efficiently without the need leges, also formed agreements to to rekey data. EMS can be communiallow each other’s own data analytics Then they looked at severity. The average claim for a 2016 Civic vehicle without ADAS was $3,002. The average with ADAS was $2,769. “It was a surprise when we found out that the ADAS-equipped vehicles were less expensive to fix as a whole by about seven percent,” said Kaboos. “Our assumption is that it is because they may have needed to do some calibration and extra work, but the damage didn’t go as deep into the car.” Kaboos used the example of repairers needing to aim a radar rather than replacing a rail.

As part of Honda’s 2030 vision, Kaboos said the OEM’s goal is to have a zero-collision society at some point in the future. An important aspect of this is incorporating ADAS technology.

The ADAS systems on Honda and Acura vehicles are called Honda Sensing and AcuraWatch. The OEM’s use of ADAS dates back to 2011 when the

4 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

company used its first system on a Honda Odyssey. Up until 2016, ADAS systems were offered a la carte. Over the last two years, consumers had the opportunity to order Honda Sensing and AcuraWatch as a full suite of products.

With the release of the 2018 Accord, Honda introduced its first mass production vehicle to include the Honda Sensing Suite as standard equipment on all trim levels. This is regardless if it is the base model or the touring edition. “I do believe that’s probably going to continue as we release new models; we are going to see this become standard,” said Kaboos. “By 2022, we want to have our entire fleet equipped with this equipment.”

Levels of Automation The Society of Automotive Engineers explains the five different levels of au-

subsidiaries—which compete with Authenticom—to access the data from the other company’s system, while pledging not to help any other business gain access to one another’s systems.

Those who had previously purchased compiled data from Authenticom said they have seen their monthly bill for such data rise from the $35 they had been paying Authenticom to more than $700 to receive the data from Reynolds or CDK. Authenticom’s lawsuit was the first, but not the only, related to data sharing by CDK and Reynolds. Cox Automotive, the parent company of Kelley Blue Book, Autotrader and Manheim, filed suit in December against CDK, saying the company is colluding to eliminate competition in the market for compiled data from dealership management systems. Other dealership groups and businesses that rely on dealership data from those systems also have filed similar suits against CDK or Reynolds.

CCC Moving Forward Whether those lawsuits played into CCC’s decision is unclear. For its part, CCC is working to put a positive spin on the changes it has made to the Secure Share program as the April deadline for its required use approaches.

“Repairers and application providers will now have more choice and flexibility in how they work with one another,” CCC’s Fincher said in announcing the company’s changes.

tomation ranging from level 0 to 1— which includes some driver assist capabilities—to level 5 where the vehicle will be fully autonomous and have no steering wheel. Currently, the majority of Honda vehicles utilize level 1.

Three categories of level 1 ADAS: 1. Driver Information Systems: Blind Spot Information, Lane Watch and Cross Traffic Monitor 2. Preventative Measure Systems: Adaptive Cruise Control, ACC with Low Speed Follow, Forward Collision Warning, Lane Departure Warning and Lane Keeping Assist System 3. Avoidance Assistance Systems: Collision Mitigation Braking Systems and Road Departure Mitigation The 2018 Acura RLX will be released in November and include a new ADAS feature—Traffic Jam Assist.

“This is the first time Honda has See ADAS, Page 14

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 5

Maylan Newton Leads ASA-CO Informative Training Session

by Chasidy Rae Sisk

On Monday, Dec. 18, ASA-CO hosted an informative training session for service advisors, owners and managers at the Kenz and Leslie BG Training Center in Wheat Ridge, CO. The session, “Convert the PriceDriven Customer,” was presented by ESi’s Maylan Newton.

According to ASA-CO Executive Director Julie Massaro, “The event went really well—Maylan covered what to do with a customer who is fixated on price only. Attendees enjoyed and got a lot out of the presentation, including skills they can immediately apply in their shops.”

ASA-CO regularly holds educational sessions to train the community.

Massaro stated, “Attendees know when they come to one of our training classes that we have picked the best topics for their needs.”

For more information about the association, visit www.asacolorado .org.

ASA-AZ Chapters Celebrate Holidays With Golfing Fun

by Chasidy Rae Sisk

Last December, ASA-AZ’s Tucson and Phoenix Chapters celebrated the holidays in a new and unique way with some golfing fun.

ASA-AZ’s Phoenix and Tucson chapters enjoyed some fun at Top Golf to celebrate the holidays

According to ASA-AZ Coordinator Diana DeLeon, “We were very pleased with our turnout and the amount of fun everyone had. It was truly better than expected since it was new and unlike our usual events. Not many automotive people are known to be golfers, which we felt was a big part of the draw to our new event. Of course, we are not

AZ Community Members, Service King Give Former Homeless Mother a New Car

A Phoenix, AZ, mother of three, who recently overcame homelessness, now has a new vehicle thanks to the volunteer efforts of Service King Collision Repair Centers, State Farm and local businesses.

A ceremonial presentation took place Dec. 14 at Service King’s Bell Road location in Phoenix as part of the National Auto Body Council’s Recycled Rides program.

Tomascita James successfully graduated Phoenix’s Family Promise emergency shelter and transition program before being selected to receive the 2011 Ford Fusion. That’s when Service King and State Farm stepped in to make the surprise donation a reality.

“Service King’s and State Farm’s heart to help those less fortunate in our community will change the life of the James family this holiday season,” said Ted Taylor, Executive Director for Family Promise of Greater Phoenix. “When Tomascita heard she was selected, she was in tears, as this means she will have safe transportation for her family to participate in school activities, weekend events and life. Reliable transportation is huge for our families.”

The vehicle was donated by State Farm and restored to like-new condition by Service King technicians who volunteered their time, skill and weekends to pull off the giveaway.

“The Service King family is grateful for the privilege of taking part in this special day for Tomascita and her family,” said Ryan Downs, Service King Market Vice President.

“The gift of reliable, personal transportation has the power to change lives—something far too many of us take for granted. It’s our hope this vehicle does just that, and that her story continues to inspire families across the Phoenix community.”

The NABC Recycled Rides program brings together collision repair centers, insurers and local businesses to provide the profound gift of reliable transportation to families who need it most across the U.S. “Most of us take transportation for granted. But for many people, routine activities such as going to work, taking kids to school, grocery shopping and medical visits are a challenge,” said Lecia Scaglione, State Farm Agent. “We are happy to partner with the community to make a difference in this family’s life.”

6 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

necessarily the best at hitting targets or driving the ball the longest distance, but we are definitely the best at having fun and making the most of our time together!”

The Phoenix chapter traveled to Top Golf in Scottsdale on Dec. 12, while the Tucson chapter met at the Top Golf in Tucson on Dec. 21.

“The Top Golf ASA-AZ Holiday Parties were great fun with golf, food, drinks and good company. These parties were for shop owners and their employees and families to come, relax and enjoy the holiday season together.

As always, we can never get away from shop talk altogether as we take advantage of everyone being together and sharing stories, ideas and suggestions to help one another in their own businesses,” DeLeon shared.

The holiday celebrations were sponsored by Reliable Risk Management.

DeLeon feels these types of networking events are key to the association’s continued success.

“When shop owners, both mechanical and collision, know they are not doing this on their own, it makes running their own business more rewarding and successful,” DeLeon said.

“Monthly chapter meetings and round-

tables where members can share questions and ask for ideas, help and suggestions for their individual shops is what they all look forward to. We are always looking to add new mechanical and collision repair shops to the Automotive Service Association of Arizona

Networking is a huge part of any ASA-AZ event. Tables: ASA-AZ was very pleased with the turnout at its 2017 holiday celebrations

chapter. We are here to help shop owners in the success of their businesses.”

ASA-AZ is looking forward to providing valuable local training opportunities at its annual Training and Expo event, which will be held June 22 through 24, 2018 at the WeKoPa Conference Center and Casino in Scottsdale, AZ. For more information about ASA -AZ, visit http://asaaz.org.

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 7

Utah Vehicle Inspection Laws Undergo Major Changes

by Clark Israelsen, HJnews.com

By now, most Utah residents know that the 2017 Utah House and the Senate passed legislation that does away with mandatory vehicle safety inspections.

House Bill 265 generated lots of debate as proponents and opponents cited safety statistics from states with and without mandatory safety inspections. Utah was one of 16 states that required annual safety inspections before vehicles could be registered. Despite many thinking the Governor would veto the bill, it was signed and went into effect on Jan. 1.

Personal vehicles in Utah are no longer required to have a safety inspection. Commercial vehicles, including farm trucks, are still required to get an annual safety assessment.

There is no agricultural exemption for this one.

Sponsors of the bill were Rep. Dan McCay (R-Riverton) and Sen. Diedre Henderson, (R-Spanish Fork).

These sponsors argued that it is the responsibility of citizens rather than the state to ensure vehicles are safe and road-worthy. They also maintained that we are building vehicles now that are significantly safer than older mod-

els. As such, they stated that a statemandated safety inspection is simply a cost and a bother to those who own and operate vehicles.

Others, mainly auto mechanics, argued that many people fail to check their vehicles regularly. Without the required inspections, many will drive on bald tires or with burned-out lights or brakes that need service. Windshields and wiper blades were additional items that were referenced with potential neglect.

A fiscal analysis found that passage of the bill would save consumers approximately $25 million annually.

Vehicle inspection stations, however, would collectively take a similar $25 million annual hit to their revenue.

HB 265 passed the House, 54-17, and the Senate with a 19-6 vote.

New safety inspection amendments also reference low-speed vehicles. State statute requires such vehicles to be “equipped with headlamps; front and rear turn signals, tail lamps, and stop lamps; turn signal lamps; reflex reflectors: one on the rear of the vehicle and one on the left and right side as far to the rear of the vehicle as practical …. A person may not operate a low-speed vehicle on a highway without displaying on

CARSTAR Quality Collision Services Opens in Prescott Valley, AZ

CARSTAR Auto Body Repair Experts recently announced the opening of CARSTAR Quality Collision Services, located at 8000 Long Mesa Drive, Prescott Valley, AZ 86314.

It is owned by Chris and Melissa Carlson.

CARSTAR Quality Collision Services offers free collision repair estimates, state-of-the-art unibody and frame repair equipment, expert

color matching, towing assistance, vehicle pick-up and delivery, a nationwide warranty for most repairs, and takes pride in offering a clean, inviting environment.

The certified technicians at CARSTAR Quality Collision Services are trained to work on all makes and models and participate in ongoing education programs on the latest vehicle technologies and materials.

Business hours are 7:30 a.m. to 5 p.m. Monday through Friday.

“We continue to expand our presence in the Phoenix region and are proud to welcome CARSTAR Quality Collision Services and owners Chris and Melissa Carlson to our CARSTAR family,” said Michael Macaluso, President, CARSTAR North America. “Their commitment to highest-quality collision repair and excellent customer service make them excellent representatives for our CARSTAR brand.”

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the rear of the low-speed vehicle, a slow-moving vehicle identification emblem that complies with the Society of Automotive Engineers standard SAE J943.” Windshields, rear-view mirrors and parking brakes are also referenced in the 2017 Safety Inspection Amendments. An additional section in the bill discusses “Street-legal all-terrain vehicles.” Requirements there are very similar to the requirements for low-speed vehicles.

Emissions inspections do not go away with HB 265. Section 41-6a1642 states: “The legislative body of each county required under federal law to utilize a motor vehicle emissions inspection and maintenance program or in which an emissions inspection and maintenance program is necessary to attain or maintain any national ambient air quality standard shall require a certificate of emissions inspection, a wavier, or other evidence the motor vehicle is exempt from emissions inspection and maintenance program requirements.”

Implements of husbandry and motor vehicles that fit the definition of a farm truck under Section 41-1a102 may be exempt from the emissions test. The truck must be owned by one who has land in green-belt and

has evidence that the truck is used “exclusively for the transportation of farm products, including livestock and its products, poultry and its products, floriculture and horticultural products; and in the transportation of farm supplies …”

The United States does not have a simple or functional federal system for vehicle inspections. Inspections are done at a state level. Some states have intense state inspection requirements, demanding a multi-point process to test car safety and ensure their roads and highways stay clear. Others require testing to ensure that vehicle emissions aren’t polluting their cities and towns. Some states may require both.

On the opposite end of the spectrum, there are states without vehicle inspection regulations at all. Each state also has its own frequency standards for when drivers need their vehicle inspected for safety and emissions.

We thank HJnews.com for reprint permission.

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Service King Opens 37th DFW Collision Repair Center

On Dec. 18, Service King Collision Repair Centers® announced the opening of its 37th Dallas-Fort Worth, TX, location.

The announcement comes amid the organization’s ongoing strategic national growth plan and marks Service King’s second DFW location to open in the last two weeks.

Service King has provided DFW customers with high-quality collision repair service for more than 40 years. The new 98,000-squarefoot collision repair center, located at 1910 Crown Dr. in Farmers Branch, will exclusively service vehicles from across the area that have sustained significant damage. As a Non-Drive Collision Repair Center, Service King has staffed the location with experienced and certified technicians specially trained in major damage restoration.

“The Service King family is ex-

tremely proud of our long history of serving the Dallas-Fort Worth community with a best-in-class collision repair experience,” said Shawn Dyer, Service King Market Vice President for Dallas-Fort Worth. “We look forward to providing our business partners this elevated level of specialized collision repair service across the market. It is yet another step forward in Service King’s mission to be the collision repair operator of choice.”

Service King now operates a total network of 335 collision repair centers in 24 states across the U.S. providing all customers a written lifetime warranty on all repair work.

As an industry-leader with more than 40 years of experience to its name, Service King Collision Repair Centers services all makes and models of vehicles on the road.

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Gerber Collision & Glass Opens Repair Location in Glenwood Springs, CO

On Dec. 15, the Boyd Group Inc. announced the Dec. 12, 2017 acquisition of a second collision repair center in Glenwood Springs, CO, previously operated as Professional Auto Body & Frame. This shop has

serviced the Glenwood community, the largest city in Garfield County, for the past 36 years. The new Gerber location is located at the northern end of State Highway 82. In the winter months, this highway offers the sole eastern access for drivers traveling to the popular resort town of Aspen. “With only eight miles separating our Glenwood Springs locations, we are able to create strategic synergies while servicing the two major highways that run through the city,” said Tim O’Day, President and COO of the Boyd Group. “We are pleased to enhance our presence in the state of Colorado and expand our capacity to better serve our customers and insurance partners in the area.”

Classic Recreations Adds Restoration Services in OK

In response to growing demand from customers looking to breathe new life into their vintage vehicles, Classic Recreations has expanded its operations to include restoration services.

Well-known for coachbuilding customizable GT350CR and GT500CR Shelby Mustangs as well as pro-touring ’68 Mustangs and ’69 Camaros, the company has dedicated space and resources and has added staff to facilitate restorations for virtually all makes and models. Located at the Classic Recreations headquarters in Yukon, OK, the new restoration shop joins the growing business on the 42,000-square-foot facility. The new 8,000-square-foot restoration shop has six work stations and can perform body work, metal work and paint services in-house. From simple welding to full restoration, any project can be undertaken. “While we have been focusing on our core customization business, customer demand for restoration services has grown significantly in recent years,” said Classic Recreations owner Jason Engel. “We are in an ideal position to handle these projects and already have six restorations underway, including a ’67 Galaxy convertible, a Bel Air, a ’69 Camaro and a ’58 Chevy pickup.”

Little Rock, AR, Domestic Violence Survivor Gets Christmas Surprise With New Car

Service King Collision Repair Centers® teamed up with State Farm to pull off an emotional giveaway for a local domestic violence survivor and single mother of four.

The presentation took place Dec. 19, as Jessica Celestine of Little Rock was presented the keys

to a fully restored Nissan Altima just in time for the holiday season.

The donation was part of the National Auto Body Council’s Recycled Rides initiative, as Service King and State Farm worked together to obtain and restore the vehicle for Celestine and her four teenage children. Celestine recently relocated to Little Rock after escaping an abusive relationship and finding refuge at Safe Haven of Saline County—where she has flourished

under its care.

The restored Nissan Altima will be a catalyst in the family’s ongoing journey to start a new life together.

Now, for the first time, Celestine has reliable personal transportation to work and the freedom to transport her kids between extracurricular activities.

“When we heard Jessica’s story, our teammates jumped at the opportunity to make this holiday season special for her and her family,” said Patrick Matthews, Service King Market Director. “So many people take reliable transportation for granted. Yet, a personal vehicle has the power to transform lives, and it’s our hope this gift does just that.”

The giveaway is part of Service King’s ongoing participation in the National Auto Body Council’s Recycled Rides® initiative, which brings together insurance carriers, collision repair centers and local businesses to provide the gift of reliable personal transportation to those who need it most.

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Service King Graduates 25 Apprentice Technicians

Service King Collision Repair Centers® announced 25 technicians have officially graduated from its growing Apprentice Development Program.

The latest graduating class comes less than two months after Service King welcomed 42 technicians into the workforce in November, and just weeks after the popular career-training program became the first auto body repair apprenticeship to earn official registration from the U.S. Department of Labor.

“It is always a privilege to celebrate our apprentice graduates,” said Tyra Bremer, Service King Vice President of Talent Development.

“The entire Service King family is immensely proud of the hard work, dedication and commitment all 25 of our recent graduates have put towards developing their careers. We are proud to welcome them to the Service King

team and look forward to growing our apprentice program for future auto repair technicians.”

In total, Service King has successfully recruited, trained and graduated 125 apprentice technicians into the workforce since the program originally launched in 2015. Aspiring auto body technicians interested in Service King’s Apprentice Development Program are encouraged to visit www .ServiceKing.com/careers to learn more.

The Apprentice Development Program takes place at Service King Collision Repair Centers across the country. The most recent class completed programs in Texas, Illinois, Washington, California, Nevada and Arkansas. As part of the apprenticeship, technicians are immersed in a 52-week program developed exclusively by Service King and instructed by certified and experienced Apprentice Supervisors.

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AZ Science Center Aims to Inspire Future Auto Experts As Valley businesses see a skills gap in specialized training for jobs that do not require a four-year college degree—specifically in the automotive and diesel industry—Arizona Science Center and TechForce Foundation are proposing a solution.

In September, the two organizations launched “CREATE U: TechForce Transportation Challenge,” an afterschool program that introduces urban youth from grades seven through nine to the many job opportunities across the automotive, diesel and collision industry and technical trade fields.

The 12-week program kicked off when student teams (and teachers) from Estrella Middle School submitted a proposed project for an innovative automotive or transportation compo-

nent that would strive to address realworld industry challenges posed directly by experts in the field. Teams then spent two hours each week at CREATE at Arizona Science Center®, where they learned how to bring their automotive or transportation prototypes to life through creating, using laser cutters, 3D printers and equipment within the wood shop.

Industry experts attended each session to provide real-world insight and training for the students.

“It is so amazing to see these students come together to work as teams to solve these very challenging tasks,” said Jennifer Maher, TechForce CEO/Executive Director. “From lessons on structural engineering and material compatibility to the chemistry of atmospheric air and how it affects an engine, these are projects that would not be available in a traditional classroom setting. We applaud Arizona Science Center for providing a space like CREATE to provide the tools and resources for these talented and creative students to complete these challenges.”

On Friday, Dec. 15, teams from Estrella Middle School showcased

LKQ Corp. Renews $25,000 Contribution to CREF

LKQ Corporation has renewed its $25,000 contribution to the Collision Repair Education Foundation as part of its continuing commitment to the future of the collision industry.

The financial contribution is in addition to the in-kind donation of parts that LKQ donates to collision school programs each year. The monetary contribution assists Education Foundation’s ability to offer collision school tool and equipment grants and student scholarships across the U.S. “The shortage of collision repair and refinish technicians, combined with declining budgets at technical schools, continues to be a serious challenge for our industry. LKQ is proud to support CREF in its work to

support students and schools and connect people with industry employers,” said Terry Fortner, Vice President— Insurance, Sales and Marketing for LKQ. Collision Repair Education Foundation Executive Director Clark Plucinski noted, “Collision school programs need the industry’s support in order to graduate qualified and properly trained students.

LKQ’s continuing support allows the Collision Repair Education Foundation (CREF) to work with the collision school programs to ensure they can deliver the entry-level employees so critical to the industry’s success.

On behalf of the schools, students and instructors that will benefit from this support, we thank LKQ for their continued support.”

LKQ local and regional staff is also helping promote the Foundation’s 2018 career fair schedule in local markets across the country.

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their progress on the three challenge concepts: a crash test in which the team was tasked with engineering a two-axle vehicle that would protect an egg in the event of a frontal impact; the engineering of a working turbocharger for the compression of intake air into an internal combustion engine; and the building of a planetary gear set utilizing a fixed speed electric motor to move a fixed weight a certain distance.

Even in the program’s first year, the community and automotive industry are taking notice. Local guests included Ryan Anderson, principal at Estrella Middle School, and Cynthia Spell Tweh from the City of Phoenix AZ@WORK. Representatives from across the industry included: Maher; Michael Medalla, Toyota Foundation; Brian Abraham, AutoZone; Randy Walton, Bridgestone; Tom Bradley, Advance Auto Parts; Mike Romano, Universal Technical Institute; Chris Walters, Swift Transportation; and Larry Cox, Sunstate Equipment Company.

“Every child needs a meaningful touch point to envision what their future career could be—and Arizona Science Center’s CREATE U Program aims to fill that role,” said Chevy Humphrey, the Hazel A. Hare Presi-

dent and CEO of the Arizona Science Center. “We are thrilled to work alongside TechForce Foundation to provide the hands-on learning opportunities that every child needs to fulfill their vision, where they can gain critical, 21st century skills and comprise the highskill workforce that Arizona needs.”

By working with business, industry and workforce leaders across the state, such as TechForce Foundation, Arizona Science Center can both identify and address the existing skills gap in STEM and other specialized fields in the Valley.

For more information on Arizona Science Center’s CREATE U Program and the TechForce Transportation Challenge, please email CREATE@ azscience.org.

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what is called ‘millimeter wave radar,” said Kaboos.

Continued from Page 4

ADAS

equipped a vehicle with level 2 autonomous features,” said Kaboos.

“This car will go from a complete stop and then accelerate and follow the car in front of it at a safe distance and keep you in the lane without any input from the driver.”

Honda is targeting 2025 for the introduction of vehicles with level 4 automation, which Kaboos said is nearly autonomous but includes a steering wheel and can be operated manually.

Kaboos discussed four ADAS systems and when it is necessary to calibrate them:

Collision Mitigating Braking System The Collision Mitigating Braking System (CMBS) on the 2018 Accord uses radar, a camera, control modules and an electric brake booster. “As you approach a vehicle in front of you, CMBS turns a dash light on and says, ‘Brake.”

Shortly after that, it will send a buzzer.

As a driver moves closer to the vehicle, it will start putting breaking force on. “It helps keeps you from rear-ending the car in front of you and uses

When to calibrate: If the radar is removed, installed or replaced If the ACC warning light is illuminated After collision damage to front end After structural damage anywhere on the vehicle After SRS deployment

Other considerations: Do not repair bumper cover near radar May require “special” grill or emblem Wheel alignment should be checked/adjusted prior to calibration Aiming should be performed after wheel alignment if needed Requires check of mounting position before aiming after a collision, especially with front end Kaboos said one of the big concerns is how much space is required to aim the millimeter wave radar. “Targets have to be set up at a predetermined distance from the vehicle and the area has to be clean, clear and flat,” he explained. It is necessary to have a level ground area with 33 feet in front of the car and 16 feet on either side.

Kaboos asked Guild 21 attendees

Vehicle Repaired With Aftermarket Parts To Be Crash Tested in CA

Burl’s Collision Center, owned by ABAT President Burl Richards, has repaired two Honda fit vehicles to go out for crash testing in California.

The first vehicle was repaired

by Burl’s Collision for Mr. Todd Tracy and repairs were made mirror image to how the vehicle was fixed at John Eagle Collision. The second vehicle was outfitted with aftermarket parts and documented along the

way. Burl’s Collision put the vehicle on a Car-O-Liner Frame bench, where it was pre-measured to verify that it had NO existing structural damage, documented via computer printout and video clips.

It’s left and right hood hinges, radiator support and bumper reinforcement bar were replaced with Aftermarket Parts.

They replaced the left and right fenders as well as the hood with CAPA Certified Aftermarket Parts.

Destructive weld tests were performed and documented before welding took place on the vehicle.

After assembly, a Post Scan was performed to ensure no Diagnostic Trouble Codes (DTCs) were indicated. The vehicles are now en route to KARCO International in California to be crash tested.

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how many have a large enough space available to complete a millimeter wave radar. About 68 percent answered they do not have sufficient space requirements and the remainder said they do.

Adaptive Cruise Control Adaptive Cruise Control (ACC) uses many of the same systems as the millimeter wave radar, the multi-purpose camera and other modules. “With ACC, drivers can set cruise control and follow the car in front of you,” explained Kaboos.

When to calibrate: If camera unit is removed/installed or replaced If windshield is removed/installed or replaced If LKAS or ACC lamps indicate a potential problem If DTCs indicate a problem with system If vehicle is involved in a collision If SRS is deployed

Other considerations: Only use OEM glass for replacement in vehicles equipped with multi-purpose cameras

Should be performed after wheel alignment if needed

Blind Spot Information The Blind Spot Information (BSI) system uses a pair of radars on either side of the quarter panel mounted behind the bumper cover of the vehicle. It turns a light on in the mirror when someone is in the driver’s blind spot. Kaboos said the informative system is meant to detect vehicles that move at a speed relatively close to the driver’s speed and cannot detect things on the side of the road such as signs and trees.

When to calibrate: After removing/installing or replacing a BSI radar unit After repairing or replacing body panels where BSI radar unit mounts If BSI warning light is illuminated

Other considerations: Requires wheel alignment check/adjustment prior to calibration Do not repair bumper cover near BSI radar units The BSI camera aiming requires about 13 feet to the side of each corner of the rear bumper; therefore, Kaboos See ADAS, Page 33

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Griffith Autobody Returns to Burlington Ave. in Fort Morgan, CO

by Paul Albani-Burgio, Fort Morgan Times

What once was old is now new again for Fort Morgan, CO’s Griffith Autobody.

About a year ago, the body shop moved from its longtime location at

Griffith Autobody co-owners Troy Griffith and Angel Vargas stand in front of a 1960s Nova and a 1970 Camaro that are set to receive new paint jobs at the auto body shop. Credit: Paul Albani-Burgio/ Fort Morgan Times

112 Burlington Avenue just east of Main Street to a space at the intersection of Platte Avenue and Meeker Street.

However, in December the business began moving entirely back to its original location on Burlington, which it had continued to own and do some work out of after the move. That move was completed on Jan. 15.

“We started here and we are going to finish here,” said Troy Griffith, who founded the body shop with his son.

Griffith said he decided to make the move because although the Platte Street location would appear to be a better location as far as customer traffic is concerned, more customers actually came into the shop when it was on Burlington.

“We had some people who said, ‘We liked you better over here on Burlington than over there on Platte,’” Griffith said. “So it was kind of funny.”

Griffith said he had also come to realize that the Burlington location being more off-the-beaten-path than the space on Platte was actually an asset for his business.

“We get more people stopping here who want work done than we had over there,” he said. “People would stop in there on Platte and want to use the bathroom, but if they stop here it’s because they want something done.”

Though its location has changed once again, Griffith said the shop will continue to do the same insurance repair work, restorations and custom paint and exhaust jobs it has performed since Griffith and his son, who passed away in 2011, started it 14 years ago. The shop also restores motorcycles, Griffith said.

Griffith Autobody has returned to its original location on Burlington Avenue after a year on Platte Street. Credit: Paul Albani-Burgio/ Fort Morgan Times

One thing the shop won’t do?

Work on the mechanics of new cars and bikes.

“The old ones we used to take apart, but the new ones we won’t,” he said. “With the new computers in cars, as soon as you unplug anything you have to have it reset.”

Griffith now brings cars in his care that need such work to a local repair shop, he said.

Griffith said his shop, which he now owns with longtime Griffith em-

ployee Angel Vargas, represents the culmination of a lifelong passion for restoring cars.

“I’ve been doing this full-time since I was 16,” he said. “It’s the only thing I ever liked doing. I grew up on a hog farm outside Fort Morgan and I always had a vehicle I was working on there.”

Griffith said his passion for cars has also spilled into his personal life, as he is the owner of “18 or 19” cars, including a 1949 Ford, a 1927 Buick and a 1970 Camaro.

Griffith’s shop gets customers from all over northeastern Colorado, he said, as well as Denver and Greeley.

Griffith said his customers come to his shop “because they know me” and if “they don’t know me, their friends know me.”

Vargas, he said, is also “the best auto painter in Colorado—easy.”

Though Griffith Autobody’s customers have had to get used to two recent moves, Griffith said they can now expect him to remain on Burlington.

“I’m probably going to die here,” he said.

We thank Fort Morgan Times for reprint permission.

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 15

Caliber Collision In the lot directly north of Tractor Supply Co., Drake Real Estate will build a facility for Caliber Collision, a Texasous Burger King restaurants. based chain with more than 500 loca“We just submitted for special re- tions that says it is the largest in the view,” she said. “Ideally, we’ll start country. According to its website, Calconstruction this year, but it really de- iber Collision has 27 body shops in pends on the city and when they allow Colorado, including locations in Fort us to go for the building permit.”

Collins, Greeley and Longmont.

This elevation drawing courtesy of Nama Partners Architects shows the front, westfacing, side of the Caliber Collision building to be constructed just north of Tractor Supply Co. in north Loveland.

(Special to the Reporter-Herald) “We’re probably going to start (construction) in the early spring,” said Mike Minor, diThe Loveland Commons development at the southeast rector of construction for corner of 57th Street and U.S. 287 is continuing to develop, with plans for a Burger King, Caliber Collision and Drake Real Estate Services.

Christian Brothers Automotive working their way through “We don’t have a permit yet, the city of Loveland system. CreditCraig Young, Loveland but that’s the plan. ... HopeReporter-Herald fully, they’ll open for business Oceguera said the restaurant will before the end of the year or in early have seating for about 50 people and ‘19.” will feature the new interior concept While Drake is acting as develthat Burger King recently rolled out. It oper of the Caliber Collision buildwon’t have a playground, she added. ing, Minor said his company would Continued from Cover

Loveland Auto Shops

Arkansas Has Lower Auto Insurance Rates Than Nearby States

by Staff, InsuranceJournal.com

Arkansas has the 16th-lowest auto insurance rates in the nation and lower rates than any of the states it borders, the state insurance department reports.

The Arkansas Insurance Department cited a study by the National Association of Insurance Commissioners (NAIC) that shows Arkansas among the lowest average expenditures in the nation for auto insurance.

According to the NAIC’s Auto Insurance Database Report, Arkansas had an average expenditure of $736 per insured vehicle in 2015, the year the most recent data is available. The report ranks Arkansas as the 16thlowest in the nation in average expenditure, well below the national average of $889.

Average expenditure per insured vehicle is the total written premium for liability, collision and comprehensive coverages divided by exposures.

Arkansas is lowest in average expenditure among its bordering states, ahead of Tennessee ($738),

Missouri ($745), Oklahoma ($824), Mississippi ($827), Texas ($934) and Louisiana ($1,232).

In a statement regarding the study results, Arkansas Insurance Commissioner Allen Kerr commented: “The Arkansas Insurance Department is committed to maintaining an environment where hardworking Arkansans have increased consumer choices and lower costs for auto insurance. Cracking down on auto insurance fraud is one of our chief tools to help consumers, and we plan to vigorously go after fraudsters in 2018.”

We thank InsuranceJournal.com for reprint permission.

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sell the lots for Loveland Commons’ four other businesses, and they would handle their own construction.

Christian Brothers Automotive The other company that is working on a location in the development is Christian Brothers Automotive. The Houston-based automotive-repair company has 178 stores across the country and plans to open 20 or more new ones this year, according to development director Jonathan Wakefield.

“We’ve stayed in expansion mode for the past seven or eight years,” he said.

Christian Brothers Automotive has 11 shops in Colorado, including locations in Windsor and Greeley, according to the company’s website.

The company is working with the

city to finalize its site plan and utility design for the Loveland franchise location, Wakefield said.

“We’re hoping to have a building permit in hand and start construction in the second quarter of 2018 and be open by the end of the year,” he said.

The 5,000-square-foot building will have nine repair bays, he said. In a letter of introduction to the city staff, Wakefield said the shop’s architecture is “essentially a small cottage with a nine-car garage.” A photo of a prototypical Christian Brothers Automotive location shows a brick and stone facade.

Wakefield said the repair shop will have eight to 10 employees, plus the franchise owner.

Drake Real Estate Services’ Minor said the last two lots in the development are still available.

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Continued from Cover

Crash Tests

Honda Fit that was improperly repaired and a 2013 blue Honda Fit that was repaired according to OEM guidelines using aftermarket parts. The repairs on the two test vehicles were performed by Burl’s Collision Center in Henderson, TX. The collision center is owned by Burl Richards, President of the Auto Body Association of Texas (ABAT). Richards traveled to California to witness the testing, and agreed to talk to Autobody News about his take on the results of these tests.

The red 2009 vehicle had the roof removed and replaced using adhesive in the same manner as it was repaired on the vehicle in the now-infamous John Eagle lawsuit. The windshield was also replaced with an aftermarket part of the same grade as that vehicle.

Crash-testing found that the frame rail was breached from impact, destroying the driver’s footwell space, and the roof didn’t properly absorb the energy.

Richards shared, “The test provided proof that the improperly repaired roof transferred energy differently than the non-repaired Honda Fit [did]. This is important, as it reveals that not only the vehicle, but the occupants in the vehicle, were affected differently than the vehicle was designed for them to [be] in the event of an accident. This is important for the industry to know, and we all must follow the recommended guidelines and procedures, or we could be liable for an unsafe repair.”

Regarding the difference in crash results between the 2009 Fit and the control 2010 vehicle, Richards noted, “Before the data was researched, what I saw visibly was that the energy and damage carried further back through the left frame rail and floor pan in the [glued roof] fit. This was obvious by looking underneath the vehicle. The driver’s front floor board was also visibly pushed further up than [it was] in the control Fit.” On the blue 2013 Fit, Burl’s Collision replaced several key structural members critical to crashworthiness with aftermarket parts. The hood, as well as the left and right fenders, was replaced with CAPA parts, but due to unavailability of CAPA parts, the following non-CAPA aftermarket parts were utilized in the repair: the radiator support, bumper replacement bar, left and right hood hinges and the windshield. The aftermarket parts

were attached using OEM procedures, but this vehicle performed the worst in the crash tests according to Tracy’s statement, as some of the parts did not correctly fit and were not forced per a joint decision between Richards and Tracy.

In his statement, Tracy noted, “It astonishes me that the insurance industry has been duping repair facilities

separated and the brake and gas pedal were bent severely. Also, the windshield buckled on the aftermarket parts car and shattered. The left front wheel house also separated, while the other two vehicles’ wheel houses did not. It was immediately obvious that the damage carried further into the fire wall, dash area, and A-Pillar on the aftermarket parts car.”

for decades [by saying] that aftermarket parts are identical in safety [to] the OEM. Why didn’t they back up their claims with science and engineering?”

“Initially seeing the difference in damage was evident. The question was: Could this difference cause safety issues between the use of the nonOEM-recommended parts? Keep in mind that all proper OEM methodologies were followed when installing these parts. Only after extensive research by qualified individuals and experts could we truly know the answer,” Richards observed. “Now, we know that the aftermarket parts not only caused energy transfer differences, but much more intrusive damage to the vehicle and occupant safety area. I believe that this is proof that the imitation parts are not of like kind or quality as the OEM parts. This is important to the industry because now there is scientific proof that the parts are different.

Not only did they perform differently, but we also performed an electronic analysis test to check the type and hardness of the material between the two types of parts. They were not the same! Now, shops have to decide whether or not they want to continue to use these parts in their repairs, or whether they will demand OEM parts due to the potential liability aspect of these repairs.”

Comparing the 2013 Fit to the 2010 control Fit, Richards noted, “Again, before we had the data to compare, what I saw visibly was that the damage carried much further back on the left frame rail, as well as further back into the floor pan. The driver’s front floor board (where the brake and gas pedal is located) was substantially worse than either of the other vehicles, to the degree that the floor pan welds

The results of this crash test appear to prove that, despite decades of claims to the contrary, aftermarket parts are not of like kind and quality to OEM parts.

Richards shared, “In my opinion, it proves without a doubt that these parts are NOT of ‘like kind and quality.’ I’ve always known that aftermarket parts do not fit the same, and the obvious thought was that they would not react the same in the event of an accident, but now there is proof. It’s

“The idea behind the tests was to prove whether or not the vehicles would react the same with the use of non-OEM parts, and now, we know they did not, so I believe that point has been proven,” — Burl Richards

18 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

one thing to try and get a customer to accept a vehicle whose parts fitment is not the same as it was before the accident, and it is another to put parts on a vehicle that you know will not react the same as the OEM in regards to safety.”

Like Tracy, Richards feels that the experiment was a success.

“The idea behind the tests was to prove whether or not the vehicles would react the same with the use of non-OEM parts, and now, we know they did not, so I believe that point has been proven,” Richards said. “The manufacturers have their vehicles crash-tested, and they spend millions of dollars on research and safety, not to mention we rely on them to provide us with the repair methodology and processes to follow for proper repairs.

At this point, unless someone proves otherwise, I believe that proper repairs using the proper parts will result in safe results for the consumer base on the manufacturers’ R&D.” “The crash test is something that, honestly, I have to scratch my head as to why it has not been done before.”

Explaining how these tests may impact related industries, he continued, “What does it mean? I think it

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definitely gives the collision shops data to share with the insurance company when discussing the repair and parts being used on the estimate, but more importantly, we can give this information to the consumer. It’s not a matter of opinion; it is a matter of fact.

So, in regards to the aftermarket parts, I believe the customer should see the results of the crash test, and then we can let them have this discussion with the insurance company. I truly have no idea what this means for the aftermarket parts industry, other than they will have a response to these tests, and it will be interesting to see what they have to say.”

The Tracy Law Firm will release additional details from the tests as they become available, plus they plan to 3D scan the three vehicles and share those results as well.

In his statement, Tracy said, “The vehicles will also be maintained so that any naysayer can see for themselves that science and engineering have proven that what lies beneath the paint and the trim makes a huge difference in terms of safety performance.”

Richards concluded, “At the end of the day, we just want to repair vehi-

cles properly and safely, and to be reimbursed for all necessary processes and procedures required to do so. My sincere hope is that the insurance companies will get out of the business of dictating what type of parts are used and how repairs will be made, and leave it up to the repair experts.

“The second part of that is the need for ALL collision centers to become certified and invest in the necessary equipment and training required to make these repairs. There is a major overhaul needed for this industry, and the ‘friction’ costs that both sides incur every day could be drastically reduced if we could work together to make this happen. If aftermarket parts were proven to fit the same and, more importantly, react the same as the OEM parts, I would be happy to use them if it helps save money for insurance premiums, especially considering the discount on parts, which sometimes is 10–15 percent greater than the OEM. But, for me, it’s not completely a matter of profit—We lose profits every day because, in many cases, we refuse to use these parts since it’s really about performing the proper repair and ensuring the safety of our customers and their families.”

Ford Issues Recall for 2006 Ford Rangers With Takata Airbags

Ford Motor Company has identified approximately 3,000 2006 model year Ranger vehicles in North America with airbag inflators that pose higher risk of rupturing in the event of a crash.

Parts are available now, and dealers are prepared to get vehicles directly from customers, make permanent repairs that will resolve the safety risk and provide a free interim loaner vehicle, if necessary.

Ford is taking this action because there have been two fatalities caused by driver airbag inflator ruptures from Takata inflators built on the same day. On Dec. 22, Ford was notified of a crash in West Virginia that happened on July 1, 2017 involving a 2006 Ford Ranger built in North America with a ruptured nondesiccated Takata driver-side inflator. Ford inspected the vehicle on Dec. 27, confirmed that the inflator ruptured and resulted in a driver fatality, and notified NHTSA. This is

the second fatality reported to Ford due to a Takata inflator rupture. The prior fatality was reported in January 2016.

Affected vehicles include certain 2006 Ford Rangers built at Twin Cities Assembly Plant from August 10, 2005 to Dec. 15, 2005.

2006 Ford Ranger

The recall involves approximately 2,902 vehicles located in North America, with 2,712 located in the United States and federalized territories and 190 in Canada. The Ford reference number for this recall is 18S02.

Ford has a VIN look-up tool at Ford.com that customers can use to determine if their vehicle is one of those involved in this action. The website can be found here https://owner .ford.com/tools/account/maintenance /recalls.html

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 19

In Reverse

The Colorist: H. Ledyard Towle with Gary Ledoux

“Any customer can have a car painted in any color that he wants, so long as it is black,” said Henry Ford in 1909.

And so it was that the automotive pioneer and industrialist produced 15 million black Model T’s, ending production in 1926. Back then cars were painted with a brush, took a long time to dry, and the paint was subject to cracking and crazing. This problem was exacerbated given the rough roads at the dawn of the motoring age.

With so many black cars running around, and given the popularity of the Model T, it seemed that America would drive black cars forever. And then, as fate sometimes has it, two key elements came together that would forever change the way cars were painted and the colors that were used leading eventually to the myriad of colors and color effects that modern cars have today!

First, paint chemistry changed. In the winter of 1920–21, while trying to create an improved photographic film, DuPont chemists had an experiment go bad. Left over a weekend, a barrel full of photographic film grossly deteriorated producing a thin, syrupy goo.

The “goo” would eventually become nitrocellulose lacquer, later known as DuPont Duco. The paint had a distinctively acrid smell (which may have been an early impetus for refinishers to use some sort of breathing apparatus) but it was more durable than what automakers had been using and most importantly, it was spray-able and dried quickly!

Three years later, after much testing and experimentation, the new finish was first used on GM’s Oakland brand automobiles. Perhaps more interesting than the fact that it was a new product, was the fact that it wasn’t black—but blue—and eventually, many other colors. Duco and related wood lacquers were a boon for furniture makers as they now could create stain and waterresistant surfaces—which worked great on cars that had mostly wooden bodies.

The stage was then set for a man who knew how to leverage the new chemistry, a man most people in the collision repair community probably never heard of, but is at least partially responsible for the color-match chal-

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

lenges most refinishers face today—H. Ledyard Towle.

Towle was born in New York on August 8, 1890. With an innate talent for art and the use of color, Towle spent WWI creating camouflage schemes for the U.S. military, eventually reaching the rank of captain.

After the war, with no longer a need for creating camouflage, Towle found a job with DuPont. Their new product, Duco lacquer could now be produced in a multitude of colors, so many in fact, that deciding which color to put on a car, became a maddening decision for car designers.

Using two-tone or three-tone paint schemes compounded the problem.

Making the wrong choice could result in cars that just didn’t sell. In 1925 Towle was charged with creating the Duco Color Advisory Service to design the “latest and most desirable color combinations” for the auto industry. DuPont called Towle, a “Colorist.” He and a few others like him would lead the way through a color revolution in the automotive industry in the 1920’s.

Auto manufacturers, led by Towle and his ilk, were entering a new world of color to meet and stimulate customer demand. It did not take long for the industry to change. On March 16, 1927 an article written by Towle and appearing in the St Petersburg Times addressing the recent barrage of new car colors proclaims, “Black has almost entirely disappeared.”

In July, 1928, Towle went to work for General Motors as GM’s first “color engineer.” GM executives wanted colors that sold cars. The challenge, was finding that color or array of colors, and finding them again and again, year after year as tastes change.

Even in the 1920’s when the science of marketing was in its infancy, car designers and colorists knew that the woman of the family played a large part in the car-buying decision. In fact, a 1929 design magazine noted, “… the proper study of mankind is man but the proper study of markets is woman.”

To find the most “fashionable” colors, Towle and his peers would travel to Paris in the springtime, see

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what colors were being used in the world of women’s fashion, and duplicate them for the next year’ model cars, introduced in the fall. Towle liked to create two-tone and three-tone schemes. While some designers liked to stick with an established set of colors that everyone in the industry knew and understood, Towle threw-away the rule book and started creating new colors that caught his eye. “Style-setting” was a risky business, but Towle usually made the right call.

In the latter part of the 1920’s, wooden car bodies were fast disappearing from the market, much to the dismay of those in the wood-producing business. The National Lumber Manufacturers Association charged steel makers with “disseminating propaganda against the use of wooden automobile bodies” when the steel makers placed an ad in an automotive trade magazine promoting the use of steel automobile bodies and stating

that steel would soon completely replace wood as “…the automobile industry heeds the trend of progress.”

Open-cab cars were also disappearing.

By 1927, sales of closed-body vehicles were 83% of the market - the day of the open touring car was pretty much over. A completely closed auto body adds more complexity to collision repair as does a multitude of colors and more glass to be replaced. By 1928, glass maker PPG had developed a way to make sheet glass more affordable, and better quality virtually eliminating distortion. Closed cars also meant that now, interior cabins could be made more luxurious with more elaborate materials. Seat upholstery, floor carpets and interior door fabrics all became new selling points when selling the car, and a new challenge to collision repairers and parts personnel. It also added a new dimension to the job of the “colorist” to See The Colorist, Page 39

We’re Looking for a Few Old Shops!

Do you think you have the oldest, continuously-operated body shop in your area? Would you like to see your shop’s colorful history in print? If so, we want to hear from you.

A Autobody News and collision industry journalist Gary Ledoux are working on a joint project to find, and highlight the oldest continuously operated body shops in America. Some shops may have sstarted out in the early 1900’s as a blacksmith or carriage shop.

Some may have started as a mechanical repair service at a parking garage in New York or San Francisco during the 1920’s, and then turned to body work. In the latter part of the 1940’s, many ex-servicemen started body shops with skills they learned working on GI trucks and equipment.

There are so many unique and interesting stories out there that should be recorded and preserved for posterity.

Each qualifying shop submitted will be highlighted in Ledoux’ forthcoming book; YesterWreck: The History of Collision Repair in America. The estimated publishing date is the first quarter of 2019.

No book of this sort has ever been published for the collision industry. This is a unique opportunity to be part of something special. Ledoux will provide a signed, first-edition copy of the book, upon its publishing, to any shop whose photos are used in the book.

In addition, Ledoux will contact one shop from each of the five regions served by Autobody News for a complete interview and a feature story to be run in that region’s edition of the magazine.

What To Send If you think you have the oldest continuously-operated body shop in your state please send us: • Shop’s Name • Address / City State and Zip • Phone number • Email address • Current owner’s name • A brief history of the shop, most importantly what year the shop was founded.

Include the month if you know it. • Two to three photos of the shop, especially from its earliest days with any recognizable persons identified. These could be a picture of the front of the building, a group shot of everyone that worked in the shop at the time, people working on cars in the shop, etc. All photos should be scanned as a JPG with a minimum of 300 DPI. (Please do not take a telephone picture of a photo. The quality of such a photo cannot be satisfactorily reproduced.) All people in the photos should be identified if possible.

Please send all information via email to yesterwreck@yahoo.com.

For any questions, please contact Gary Ledoux @ yesterwreck@yahoo.com

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Hey Toby!

Toby Chess is an I-CAR program instructor, Training specialist, and former salvage yard operator.

Toby is universally known in the collision industry for his work with first responders and advocacy for body shops and consumers. He can be reached at tcspeedster@gmail.com

Obtain, Review Repair Data Every Time You Repair A Vehicle with Toby Chess

A 2016 Ford F150 that is damaged in the front is towed to your facility. See Fig 1.

Figure 1

You do a tear-down and start writing your preliminary estimate.

Did you think to check the type of A/C refrigerant that is in the vehicle? Most likely not.

Figure 2

Well, this truck has R-1234yf and not R-134. Now this means that you need to sublet the recharge of the system if you do not have an R-1234 yf machine. Fig 2.

Ok, now that you have this handled, you are ready to go. Question: How many of you would go to the Ford website and download the information pertaining to R-1234 yf? I would venture to say, unless you are a Ford dealer body shop, it probably would not enter your mind. Big mistake—and it could cost you a lot of money. Let’s see what for states about R1234 yf.

“After installing the condenser core, 1.5 fl oz plus that amount (oil) collected during refrigerant recover is added directly to the inlet port to low side service port system charging. On page 21 of 22 from the Ford website on A/C service, there are 10 more scenarios that are outlined. One page on a notice in bold script states “Motorcraft R-1234 yf Refrigerant PAG Oil

(YN-35) only must be used as a refrigerant system lubricant. Addition of any oil other than Motorcraft R1234yf (YN-35) to the refrigerant system will damage the A/C compressor and contaminate the refrigerant system”. There is a lot more info, but I think you get the message, which is that you need to follow OEM procedures.

Speaking of not following OEM procedures, recall that John Eagle Collision in Texas lost a court case to the tune of $42 million for not following the OEM-recommended procedures. If you have not read or heard of this case, shame on you.

John Eagle Collision glued a roof to a Honda Fit, when the recommended (required) procedures stated that the roof should be welded. The vehicle was involved in another accident and the roof gave way, causing damage that should not have happened.

The vehicle caught fire and both occupants were severely injured. The attorney that represented the plaintiffs, Todd Tracy, showed the pictures of the burn injuries to audiences at SEMA last year. It was sickening.

Furthermore, both individuals are permanently disabled and no amount of money is worth that.

I’m going to give a number of examples in this article about OEM repair information. I sincerely hope that when you have finished reading, you will search out the OEM repair procedures prior to writing and beginning the repair process, and not allow third-

Figure 3

Figure 4

22 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

party entities to dictate a different repair to satisfy their bottom lines.

Both of these Hondas (See Fig 3 and Fig 4) are identical platforms, ex-

cept the “A”,”B”, and Rocker reinforcements on the 2012 Accord are high-strength steel, whereas the same parts on the 2013 Accord are ultra-

Figure 5

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high strength—in fact, the strongest steel found in vehicles today (1500 mPA) See Fig 5.

Let’s see what Honda says on its website.

Parts made of Ultra-High-Strength Steel (UHSS/1,500MPa/USIBOR) must be installed as a complete part. No sectioning allowed. Ultra High-Strength Steel requires special welding equipment, procedures, and settings. See the welding section of the appropriate body repair manual. Failure to use the proper

welder to the specifications provided in the body repair manual

• Never do MAG welding on 1,500 MPa steel (there is a change in 2018—more on this near the end of this article).

The heat generated during MAG welding will significantly reduce the strength and structural integrity of 1,500 MPa steel parts.

Figure 7

• Never attempt to straighten damaged 1,500 MPa steel parts; they may crack.

Figure 6

equipment or follow the proper procedures can result in an unsafe repair”:

Furthermore, Honda states the following: Observe these precautions when repairing 1,500 MPa steel parts:

• 1,500 MPa steel parts must be replaced at factory seams using squeezetype resistance spot welding

(STRSW). Do not section these parts!

• MIG brazed joints should be used only in locations not accessible by a spot welder.

• To assure adequate weld tensile strength, always manually set the spot

Think about this scenario. Two weeks ago, your tech replaced a “B” post on a 2012 Honda Accord and now you have a 2013 Accord with the same damage and repair. Your tech does not have 2013 repair procedures and MIG/MAG welds the reinforcement and sections the part. The vehicle is involved in another side impact, the repair gives way and the safety of the occupants is compromised. What is your response going to be if you are sued?

Figure 8

Let’s move on to another example.

You are replacing a left quarter panel on a 2015 Toyota Camry. You request the OE data—for example, ALLDATA. They send you the repair procedures.

See Fig 6, 7 and 8.

Did you know that Toyota has eight collision repair information bulletins that need to be viewed when replacing a quarter panel? Unless you specifically ask for the “library,” you will be missing a lot of additional repair information.

For example, at position 1 on Fig 7, CRIB 2018 states that Toyota wants

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 23

adhesive between the quarter panel lip and the outer wheelhouse assembly, but does not recommend panel bonding (substitute for welds) unless it is a documented procedure (weld bonding is permitted) published in modelspecific repair manuals for collision damage.

The circle in Fig 8 is what? Toyota wants two areas of the quarter panel attached using MIG Brazing, as shown in Fig 8. One of the CRIBs discusses the use of epoxy primer on the glass pinch weld in Fig 8.

Moving on!

What you are seeing is a front frame extension replacement on a 2013 Ford F150 (See Fig 9). What you cannot see is the weld penetration. See Fig 10 for example of the weld penetration.

Figure 9

The body shop welded two frame extensions using .024 welding wire and 120 volt MIG welder (See Fig 11).

The other frame extension fell off

Figure 10

after two days. Did the shop pull down the data?

Figure 11

What you see in Fig 12 is the lack of penetration (red circle) on 3/16 mild steel using a .024 wire with 120 volt welder. Now let’s see what Ford

repair information has to say.

You can see where the shop failed.

They did not weld completely, used the

tachment that you deem fit, but remember, you will have to live with the repairs for years to come and you could be held liable for injuries that may result in a future accident. Not following and/or documenting the repair procedures leaves you with your butt hanging in the wind. I want to look a little closer at Figure 13 Honda and its latest informa(CMBS) tion. Do you know if Honda has a po• Forward Collision Warning (FCW) Figure 12 sition statement on windshields?

• Lane Departure Warning (LDW) wrong wire and wrong welder. What • Lane Keeping Assist System (LKAS) would your defense be if you had to go The answer is yes. In December 2016, • Road Departure Mitigation (RDM) to court?

Honda issued a service news release article titled Aftermarket ReMake sure it’s an OEM replacement placement Windshields. It windshield. Depending on the model starts with the header “Afand trim level, these systems either use fected Vehicles.” It then states a camera that’s mounted behind the “All models with Honda sensrearview mirror, or a combination of ing systems.”

“Replacing a windshield on a vehicle equipped with any of Figure 12a. Weld the joint completely around the perimeter, these Honda Sensing if fit and alignment are correct, using a Metal Inert Gas Figure 14 (MIG) welding machine capable of producing a minimum of Systems: 200 amps. Use 0.9-1.1 mm (0.035-0.045 in) ER70S-3 or that camera and a radar unit mounted equivalent weld wire that is compatible with mild (Society • Adaptive Cruise Control behind the front bumper or grille. Inof Automotive Engineers (SAE) 1010) steel (ACC) stalling an aftermarket windshield may What you are looking at is a 2009 • Collision Mitigation Braking System See Repair Data, Page 28 Honda CRV in Fig 13. The body shop glued the replacement roof without reviewing the Honda OEM repair data (same scenario as the John Eagle Collision case). The OE procedures called for welding the roof. What you see is the roof 2118 South Padre Island Drive separating from the side aperHours: M-F 7:00am-7:00pm ture. The body shop said that Corpus Christi, TX 78416 Sat 8:00am-5:00pm there was an adhesive failure, but when confronted with the üPrompt & Dependable Delivery OE repair data, the owner üLarge Inventory of Genuine OEM Parts took full responsibility for repairs (had to buy another new üKnowledgeable and Courteous Parts Team roof).

What do all three of the vehicles have in common? (See Fig 14).

They are all 2017 Chevrolet models (Traverse, Volt and Malibu). All three have different procedures for replacing a damaged roof panel.

800.242.3249

• Chevrolet Malibu—OEM procedures call for STRSW, MIG plug and MIG weld brazing for the roof installation • Chevrolet Volt—OEM procedures call for STRSW, MIG plug welds and qdhesive • Chevrolet Traverse-OEM procedures call for STRSW & MIG plug Yes, you could use any method of at-

24 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 25

OE Shop Certification

OE Certification Programs — Ford with Gary Ledoux

For this month’s OE certification profile, we spoke with Ford’s Lisa Fournier, Collision Product Manager, and Dean Bruce, Collision Marketing Manager.

ABN: Does your program have a specific name? When was it started?

Ford: Our program started in 2014 as, more or less, an internal program for Ford and Lincoln dealers only. We wanted our dealers with body shops to be “aluminum-capable” with the proper tools, equipment, a separate area for aluminum repair and so forth. This was all handled internally with our national staff and our own field personnel. Eventually, we knew we had to expand it, so in 2015 it became the Ford National Body Shop Network. This gave us a more public presence.

ABN: What is the main purpose of the program?

Ford: The main purpose is to assist consumers with the ability to identify a Certified Repair Provider that possesses the proper tools, equipment, facilities and trained staff required to repair automobiles to manufacturers’ specifications ensuring the fit, finish, durability, value and safety of the vehicle.

ABN: What are the program requirements?

Ford: There is a comprehensive list of requirements. For space and brevity, we will highlight some of the most important [ones]. First, the shop must meet certain business requirements, like being in business for at least five years or having a valid credit rating.

They must also have Garage Keepers Insurance, have an electronic p-pages estimating system and offer customers a limited lifetime warranty on their work. The shop must be customercentric, use a third-party CSI system and utilize a rental car provider. The shop must be I-CAR Gold Class or equivalent, have a frame rack, spray booth and the ability to access OE repair procedures and document the same. The shop must have a couple of specific welders and must be able to document that someone is trained on

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

their use. There is an additional list of requirements for those shops that wish to be approved for aluminum repair.

ABN: What are the program benefits?

Ford: Ford’s national network of certified dealer-owned and independent body shops helps ensure that consumers have a certified choice should they need to get their Ford vehicle repaired. The consumer still has a choice, but now

they have a complete national blanket of certified body shops to choose from.

This coverage creates the basis for a Consumer Referral Program (CRP).

With national coverage, Ford can promote collision care providers based upon quality, safety and proper repairs.

This is especially critical with the introduction of the F150 and Super Duties; built with an innovative, high-strength, military-grade, aluminum-alloy body.

Shops with the right tools, equipment, training and modified facilities can distinguish themselves from those that do not have what it takes. Some of the benefits for Ford-certified dealerowned and independent body shops are: • Leverage Ford Brand: Official Ford-Certified signage • Official Ford Certification badges to promote and market the shop through use in marketing, advertising, social media, online and recruiting.

• Collision Care Marketing Tools: Access to a suite of Collision Care marketing materials to differentiate Certified Collision Repair Business from local competition, including press releases and Official Ford Certification signage.

• Online Shop Locators & Appointment Requests: Benefit from being listed on multiple locators, including: Ford’s Consumer & Owner-Certified Shop Locators, Assured Performance’s Consumer & Insurance-Certified Shop Locators, Ford’s & Assured Performance’s Consumer Collision Care Smartphone Apps.

• Ford Owner Marketing: Your Cer-

26 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

tified Collision Repair Business will be marketed as a preferred repair provider

by Ford Motor Company to its consumers. This includes: Digital Display, Online Videos, 1:1 Owner Communications.

• Ford Vehicle Owner Referrals: On-Demand Marketing, new vehicle owner referrals, insurer referrals, etc.

• Ford Collision Consumer Education: Ford’s consumer education marketing highlights the importance of using OEM parts and a Ford-Certified Collision Repair location.

• Business Improvement: Process and feedback to ensure your shop continues to have what it takes to properly repair the new generation of Ford and Lincoln vehicles.

ABN: What shops are eligible?

Ford: Any Ford dealer-owned or independent body shop that meets the general certification requirements and the Ford aluminum-specific requirements are eligible.

ABN: Are any shops specifically ineligible?

Ford: Dealer body shops that are nonFord branded that are on non-Ford dealer sites are not eligible to be in the Ford National Body Shop Network.

Any shop that does not meet the general certification requirements or the additional Ford aluminum requirements will not be eligible for the Ford National Body Shop Network.

ABN: Must an independent shop be sponsored by a dealer? (If so, has that caused any problems?)

Ford: Yes, all body shops that want to enroll in the Ford National Body Shop Network must have a Ford dealer sponsor. This requirement has not caused any issues to date.

ABN: Do you have any program partners such as Axalta, VeriFacts, Summit, Assured Performance or other? If so, what role do they play?

Ford: Yes, Assured Performance is our partner and they handle all the shop

audits and the logistics. Once an audit has been completed and any gaps identified, Assured Performance follows up with the shop until the gaps have been satisfied.

ABN: Besides Assured Performance, do you have your own Ford field personnel to help drive the program?

Ford: We have our own Zone Managers that primarily call on our dealers and then another set of wholesale specialist representatives who call on the large wholesaling dealers. But neither of them work specifically on the certification program.

ABN: Do you have a magazine or some sort of periodical you share with your network shops?

Ford: Yes, we send out a newsletter to all our network shops.

ABN: What is the fee for the program?

Does the program run on an annual basis?

Ford: There is a $2,950 base certification fee for independent shops with an additional $500 marketing fee specifically for Ford. There is a $1,950 base certification fee for Ford dealer-owned body shops. There is no applicable Ford marketing fee for this group of shops and yes, the program runs on an annual basis.

ABN: Do you inspect every shop and if so, who does the inspections?

Ford: Every shop is inspected once a year by Assured Performance people.

ABN: Is there an optimum number of shops you want to have and if so, how close are you to reaching that number?

Ford: Yes, we would like to have 100 percent coverage in every rural and suburban major market area and build a sustainable national network with complete demographic and geographic coverage. We plan to be at 100 percent penetration in 2018. Right now, the network is growing well organically because shops are inquiring about it on

their own, or the dealers are pushing it or Assured Performance is pushing it.

With that said, we would like to see a few more dealers step up.

ABN: Have you had any shops drop out, and if so, why?

Ford: A few have dropped out since inception. Most have continued in the program because they find value in the network and have already made the investment.

ABN: What has been the biggest challenge in establishing the network?

Ford: The biggest opportunity, for our or any OE certification program, is overcoming apathy within the industry. While approximately 10–15 percent of the industry is well on its way to becoming OEM-certified (3,500 to 5,000 shops), the rest remain fixed on the past. Many shops claim they have a great reputation in their market and generate plenty of work without the cost of compliance and certification credentials. Many operate outside of the mainstream and don’t feel they’re part of the equation.

A massive percentage of the market

focuses on cosmetic repairs and/or low-cost, consumer-paid repairs and wrongly assume they don’t have to have the OEM-required tools, equipment and training to still be able to repair the next generation of vehicles.

In addition, many shop owners see OE certification as another form of a DRP program. They want to see a return on their investment right away.

They not only spent the money for the cost of the program, but may have spent thousands in equipment [costs]— and now they want to see truckloads of damaged Fords showing up at their door. The challenge is in getting the shops to understand that this is a longterm commitment. Over time, there will be plenty of aluminum Ford trucks to repair, and because they got in on the program now, they will be in the best position to make those repairs and will be established as the go-to shop in their town. They are building today for a better future tomorrow. Unfortunately, not all shops can see that.

ABN: What is your biggest challenge in maintaining the network?

Ford: The aluminum F-150 launched in 2015, so for the first year or so, shops

were not seeing an abundance of these aluminum trucks coming through their shops. So, it was a major challenge for the shops to see value in making an aluminum tool and equipment investment as part of the requirements to be Fordcertified (in addition to the general certification requirements). Most shops thought the Ford National Body Shop Network was valuable and wanted to enroll and be a part of the network, but they were “waiting” to get Ford-certified until they saw more F-150s coming through.

Fast-forward to today—Shops are starting to see a rise in the number of aluminum vehicles coming through shops for repairs. We are also starting to see a rise in shops enrolling in the Ford National Body Shop Program.

This only strengthens the importance of having a Ford National Body Shop Network. Shops see the value of being aluminum-capable.

ABN: What do you see for the future of OE certification programs?

Ford: Some shops don’t see the value of Ford’s, or others’ certification programs because they may not bring immediate results. We started our programs the year the aluminum F150s came out,

and of course it took a while for shops to start seeing them. Now, our Super Duty models are aluminum. Moving forward, other models in the Ford truck line will have high aluminum content. So for us, the future will bring more models, advancing technology, new repair procedures and more reason to be part of a certified program.

The future of the OE certification programs will be stronger and, more than ever, the backbone to ensuring vehicles are properly repaired to protect the consumers. With vehicles becoming more advanced in material and technology, coupled with the introduction of telematics, the OEM is going to be playing a bigger role in the collision business.

Author’s Note: In June 2015, Waikem Auto Body in Massillon, OH, reportedly received the first heavily damaged aluminum 2016 F150 truck in the country. The truck was a highline, King Ranch model—about a $70,000 truck. The truck’s owner tried to drive the truck into a car wash that was not high enough, shearing off the roof, the rear of the uniside and the inner structure. The truck had only 4,000 miles on it. The repairs came to around $17,000.

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 27

Continued from Page 24

Repair Data

cause these systems to work abnormally (the camera won’t aim. We also point this out in the owner’s manual).”

Figure 14a

Scott Kaboos, American Honda collision manager, sent me this document from the 2018 Honda Accord repair manual. The most important part to you, as an owner, manager and/or

Figure 15

estimator, is the first bullet point. No repairs to the bumper in the area in front of the rear radar units. You may

also want to consider not using an aftermarket bumper cover (could be thicker than the original part) or an exchange cover from a bumper recycler (again, you do not know what is underneath the primed repair bumper cover). It should be noted that there

strength of the parts being welded.

Typically, ER70S-6 wire has the minimum tensile strength of 483 MPa. It can be used when welding 440 MPa steel

Figure 17. 4 Door Honda Civic

are similar statements by other OEMs. In the 2018 Accord body repair information, Honda states that the hood is made from aluminum. “To prevent galvanic corrosion, some fasteners for aluminum parts are considered one-time use and must be replaced if removed as specified in the electronic service manual or body repair manual.” Again, you will need to read the OEM repair data prior to writing an estimate.

Fig 15 shows MIG/MAG welding only at approved locations as specified in the BRM (Body Repair Manual).

Again, you need to print out the documentation and make sure that your tech is following the OEM printed instructions. Also in the welding specifications, Honda states, “The welding wire used must have a tensile strength equal to or greater than the lowest tensile

parts”. Repeating myself, you will need to go to the Honda website and determine which parts are equal to or less than 440 MPa steel. Scott Kaboos also gave me a heads up on 2015 Honda Civic rear rails.

The rear frame rail on the 2-door is 590 MPa steel, whereas the rail on the 4-door is 1500 MPa steel. The five-

door hatch is a whole other animal.

You will need different welders, wire and repair procedures for all three vehicles. It is imperative that you have the

repair procedures before writing an estimate and that your technician understands the procedures before beginning the repair process.

All I can say is that you need to obtain and review repair data every time you repair a vehicle that has been in an accident. Protect yourself, and more importantly, protect your customer.

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Figure 16. 2 Door Honda Civic 28 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

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www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 29

H OND A TEX AS

Bankston Honda L e w is v i ll e

800-344-8611 972-219-0021 Dept. Hours: M-F 7-7; Sat 8-5 www.bankstonhonda.com

Fiesta Honda S a n A n t on io

800-727-8705 210-340-0831 Dept. Hours: M-F 8-5; Sat 8-5 hondaparts@safiestahonda.com

Cleo Bay Honda K i ll e en

877-253-6229 254-699-2478 Dept. Hours: M-F 7:30-6; Sat 8-5 parts@cleobay.com

Honda Cars of McKinney M c K in n ey

972-569-4276 972-569-4222 Dept. Hours: M-F 7-7; Sat 7-5 Gene.chenault@hendrickauto.com

Honda of Frisco F ri s c o

866-442-2711 972-731-3176 Dept. Hours: M-F 7-7; Sat 7:30-5:30 cedgar@mcdavid.com

AC U RA TEX AS

Autonation Acura Leag u e Cit y

800-749-6227 713-371-4700 Dept. Hours: M-F 7-6; Sat 7-5 hoehns@autonation.com

David McDavid Acura Aus t in

800-575-3553 512-401-5976 Dept. Hours: M-F 7-7; Sat 8-5 jraygo@mcdavid.com

David McDavid Acura Plan o

972-964-6044 Dept. Hours: M-F 7-7; Sat 8-5 dgrajczyk@mcdavid.com

30 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

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

T E X AS

TE XAS

LOU IS IA NA

C OL ORA DO

McDavid Honda Irving

Rusty Wallis Honda

Superior Honda

Ir vin g

D a ll a s

Harvey

Boulder

800-492-4464 972-790-6003

877-466-3272 214-328-3891

800-943-4227 504-368-5687

Dept. Hours: M-F 8-6 srichardson@mcdavid.com

Dept. Hours: M-F 7-7; Sat 8-5 darryldotsy@rustywallis.com

Dept. Hours: M-F 7-5:30 parts@superiorhonda.net

800-274-0985 303-415-1528 Dept. Hours: M-F 7:30-6; Sat 8-2 parts@fisherauto.com

Honda of San Marcos

Wholesale Parts Direct

Walker Honda

Honda of Greeley

Au s t i n

A l exa nd r i a

G re el e y

800-234-4441 512-458-2910

318-448-8255 318-445-6677

888-903-1101 970-506-2795

Dept. Hours: M-F 8-6 sales@wholesalepartsdirect.com

Dept. Hours: M-F 7:30-5:30 hondaparts@walkerautomotive.com

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

San Ma rco s

866-392-1313 512-392-1313 Dept. Hours: M-F 7:30-6; Sat 9-5 csmith@hondasanmarcos.com

Howdy Honda

O K LAHOM A

Mile High Honda

N EW MEX IC O

A u stin

Don Carlton Honda

Garcia Honda

877-941-6513 512-443-4300

Tu l s a

A l bu qu erque

800-722-2379 918-622-9670

800-677-6632 505-260-5002

Dept. Hours: M-F 7-7; Sat 7-3 partsmgr@howdyhonda.com

Kelly Grimsley Honda Od ess a

844-453-5594 432-334-6632 Dept. Hours: M-F 7:30-6; Sat 8-12 april@kellygrimsley.com

Russell & Smith Honda

Dept. Hours: M-Sat 7-6 hondaparts@doncarlton.com

Fowler Honda No r m a n

866-369-5376 405-573-5719 Dept. Hours: M-F 7-9; Sat 8-4 parts@fowlerhonda.com

Hou st on

Fenton Honda of Ardmore

800-833-0180 713-663-4266

Ard m o re

580-226-1000

Dept. Hours: M-F 8-6; Sat 7-4 ggregory@russellsmith.com

Dept. Hours: M-F 7:30-6; Sat 7:30-2 travis.pierce@fentonmotors.com

T E X AS

LO UIS IANA

Mac Churchill Acura

Acura of Baton Rouge

Fo r t Wo r t h

B a to n R o u ge

888-824-9634 817-806-0571

866-733-2861 225-756-6166

Dept. Hours: M-F 6-7; Sat 8-5 jguin@macchurchill.com

Dept. Hours: M-F 7:30-6; Sat 8-5 dlavigne@acurabr.com

Sterling McCall Acura

Walker Acura

Ho u st on

M e ta i r i e

713-596-2337 713-596-2338

800-359-8555 504-465-8555

Dept. Hours: M-F 7:30-7; Sat 7:30-4 rkahl@sterlingmccallacura.com

Dept. Hours: M-F 7:30-6; Sat 8-2 parts@walkeracura.com

OK LAHO MA

Don Carlton Acura of Tulsa

CO LO RADO

Flatirons Acura

Tu lsa

B o ul d e r

888-550-7278 918-664-2300

800-648-4488 303-442-1767

Dept. Hours: M-Sat 7-6 acuraparts@doncarlton.com

Dept. Hours: M-F 7-6; Sat 8-5 parts@flatironsimports.com

Fisher Honda

Dept. Hours: M-F 7:30-6; Sat 8:30-5 Jscott@garciacars.com

D en v er

800-548-4730 303-369-7800 Dept. Hours: M-S 7-6 lhoover@autotree.net

AR IZON A

Chapman Honda Tu cs o n

800-461-6744 520-202-5770 Dept. Hours: M-F 7-6; Sat 8-4 carlkeefe@chapmantucson.com

Earnhardt Honda Av on da l e

800-350-6537 623-463-4380 Dept. Hours: M-F 7-9; Sat 7-6 gluna@earnhardt.com

C OL OR AD O

U TAH

Mile High Acura D e nv e r

800-548-4730 303-369-7800 Dept. Hours: M-S 7-6 lhoover@autotree.net

Pikes Peak Acura C ol o ra do S pr in gs

800-456-9568 719-955-1715 Dept. Hours: M-F 7-6; Sat 8-4 joe_benson@pikespeakacura.com

Jody Wilkinson Acura Salt Lake City

800-234-0875 801-323-0492 Dept. Hours: M-F 7:30-6; Sat 8-5 rick@jodywilkinson.com

Mike Hale Acura Murray

800-292-4595 801-263-0202 Dept. Hours: M-F 7:30-6; Sat 7:30-5 pgoold@mikehale.com

AR IZON A

Acura of Peoria Pe o r i a

866-347-4507 623-792-2559 Dept. Hours: M-F 7-6; Sat 7-5 dcavanaugh@vtaig.com www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 31

Historical Snapshot

—John Yoswick is a freelance writer based in Portland, Oregon, 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.

Industry Foundation Helped Storm Victims 5 Years Ago, Continues Today with John Yoswick

20 Years Ago in the Collision Repair Industry (February 1998) A new Collision Industry Conference (CIC) committee has been established to consider alternatives to the current method of calculating refinish materials.

The committee, which will include representatives of all segments of the industry, was proposed by California shop owner Al Estorga. Estorga said that late last year he attended a two-day meeting on the issue organized by Motor Information Systems.

“At the end of the (meeting), it was evident to everyone in the room that we needed to try to find an industry solution,” Estorga said.

In 1998, California shop owner Al Estorga proposed that the industry develop an alterative to the existing method of calculating refinish materials, and was involved at CIC in developing some industry best practices for estimating

Motor’s Phil Cunningham said his company hopes to avoid the confusion that could result from the development of multiple refinish materials calculation methodologies.

“You’d have Mitchell’s solution and Motor’s, and I’m sure that ADP will jump into the fray and they will develop their own,” Cunningham said.

“So then you’d have three solutions out there and a lot of confusion. What we thought would be prudent is if before we take off down the road to develop our own solution, we should have a dialogue that says, ‘Can we have an industry solution that everyone can work with and avoid the confusion?’”

The committee will have to address several concerns raised by CIC participants before moving further. First, any antitrust or other legal issues involved in such an undertaking will have to be reviewed. Second, CIC participants questioned whether the methodology can change without changing the bot-

tom line dollar figure, something that is likely to be opposed by either shops or insurers.

“But if we don’t do it, we’re going to end up with three systems,” CIC Chairman Erick Bickett said.

– As reported in The Golden Eagle. A wide variety of alternative methods of calculating refinish materials have been proposed over the years, but no single one has gained widespread usage. Only about 1-in-5 shops, for example, report using an alternative materials calculator / invoicing system.

15 Years Ago in the Collision Repair Industry (February 2003) Collision repair shops are being asked to review their sales records for all non-OEM hoods manufactured by Jui Li for the 1995–2000 Toyota Tacoma and purchased between August 1997 and last March, and to notify those vehicle owners that the hood, which was CAPA-certified, is being recalled.

About 5,000 of the hoods could be involved in the voluntary recall, which is the first formal recall of a non-OEM crash part. It was found that if the primary hood latch is not engaged, the secondary latch on the part may not be positioned properly to prevent the hood from flying up.

The look into the part was launched last spring after it was reported that the secondary safety latch on one such hood failed during a shop test drive of a vehicle. Investigation by CAPA and the distributor found the distance between the striker and the secondary hood latch was off by about one-tenth of an inch, enough to keep the latch from catching sufficiently to hold.

– As reported in Northwest Automotive Journal. Both CAPA and parts certifier NSF have developed partstracking mechanisms for the nonOEM parts they certify to assist in any recall of such parts.

10 Years Ago in the Collision Repair Industry (February 2008) A U.S. House subcommittee held a hearing last week on whether patent law changes are needed to protect certain industries. A coalition of insurers and non-OEM parts makers and sellers is calling for a change to allow use of a

32 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

matching exterior part to repair a vehicle without infringing on patents the automakers hold on particular OEM parts.

Speaking at the hearing on behalf of several consumer groups, Jack

In 2008, non-OEM parts proponent Jack Gillis testified at a Congressional hearing on legislation that would have reduced automakers’ ability to use design patents to restrict competition from non-OEM versions of crash parts

Gillis told lawmakers the change is needed to maintain competition in the face of increasing patent filings by automakers, which, if allowed to stand, will drive up parts prices and the num-

ber of vehicles declared totals.

“Ford charges the same price for a fender as Dell charges for a high speed computer, flat screen monitor and color printer,” Gillis told lawmakers.

“A simple grill for your Toyota costs the same as a combination flat screen TV and DVD player. A Sears refrigerator-freezer with an icemaker is the same price as an unpainted door skin from Chrysler.”

– As reported in CRASH Network (www.CrashNetwork.com), February 18, 2008. The non-OEM parts industry has continued to fight for federal legislation that would slash design patent protection automakers’ hold on crash parts; the legislation was most recently the subject of a Congressional hearing in early 2016. Contrary to concerns raised by Gillis, however, the percentage of vehicles declared a total loss has remained fairly steady—between 14 percent and 17 percent throughout the last decade.

5 Years Ago in the Collision Repair Industry (February 2013) The Collision Industry Foundation is seeking donations to assist shops devastated last October by Superstorm

In 2013, Bill Shaw was president of the Collision Industry Foundation and seeking donations to help those in the industry impacted by Superstorm Sandy

Sandy. PPG’s Bill Shaw, president of the Foundation, said some shops were without power for up to three weeks, and some were closed for up to seven weeks. Some were inundated with up to 6 feet of water, a combination of storm surge and sewer back-up, destroying equipment and resulting in all the vehicles on their property being declared total losses.

“So just think of the effect on your business if you took out all the work-in-

progress you had and all the vehicles that were sitting in your lot, and you lost all that revenue, plus weeks of production,” Shaw said. “And because it was a natural storm, guess what? Insurance claims were denied. Two of the shops said they were denied within hours of the storm. These businesses had to take cash out of their pocket to just rebuild.”

Funds donated will be used to help these shops replace computer systems or spray guns or whatever they lost, as well as buy replacement tools for technicians, Shaw said Those seeking assistance or wishing to make a donation can visit the Foundation’s website.

“The time is now for the industry to help those in need,” Shaw said.

– As reported in CRASH Network (www.CrashNetwork.com), February 11, 2013. The Collision Industry Foundation (http://collisionindustry foundation.org/) continues to help those in need within the industry, most recently providing assistance to Texas shops impacted by Hurricane Harvey last August.

www.autobodynews.com

Continued from Page 14

ADAS

said repairers need a 36-feet-wide space to work.

Lane Watch System The Lane Watch System (LWS) is a camera that is placed in the right-hand mirror. When the right-hand turn signal is on, it allows the navigation unit to show drivers what is being seen by the camera. It can also be turned on manually. “A normal person has about 20 degrees of visibility in a rear-view mirror and with the LWS, this increases to 80 degrees,” said Kaboos.

When to calibrate: LaneWatch camera is removed/installed or replaced Passenger side rear view mirror is removed/installed or replaced Passenger side rear view mirror cover is removed/installed or replaced Passenger side door position is adjusted Passenger side door is removed/installed or replaced In terms of space requirements, LWS requires much less than other ADAS systems. Kaboos said to expect

about a 21.3 depth off the left front of the car and an 11.5 feet width.

The tools needed for these systems can be purchased directly from Honda dealers. “Any competent technician can probably perform these calibrations and have pretty good success,” said Kaboos. Guild 21 attendees were asked how many had already done a calibration on an ADAS system; only 12 percent said they had in the field.

Those who were part of the call were also asked if they plan to embrace calibrations in the near future. About 70 percent said they are ready to do it right now or in the near future; 23 percent said they are not quite ready but will probably do it in the next two to three years; and the remaining seven percent said they were never going to do it.

Kaboos said recalibrations can be a new income stream for shops.

“Shops performing their own ADAS calibration will most likely have tighter control of cycle time on this part of the repair process,” said Kaboos. “It also allows you to take control of the safety features of cars. You’ll know that the repair is taken care of and the vehicle is going to perform the same way that it did prior to the accident.”

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 33

Product Innovation The Legend of Lavell Chisum, Creator of the Chief EZ Liner with Ed Attanasio

If there were a Hall of Fame for the inventors of collision repair equipment, there would be a whole wing named after Lavell Chisum, 92, the creator of the Chief EZ Liner.

With rudimentary tools and a lot of common sense coupled with a burning passion to create things, Chisum’s frame machine is being used in body shops all over the planet. 2018 marks the 50th anniversary of Lavell taking the legendary original EZ Liner frame machine to market.

The story all began when Chisum’s scholastic career ended at fifth grade because of his father’s travels throughout Texas to fix cars in the 1940s, which wasn’t ideal for his school schedule, he recalled.

“I must have changed schools 13 times, which sure didn’t help anything.

My dad was going around to small towns and fixing their wrecks,” Chisum

age, Alaska in the 1960s, Chisum began to see a definite need for straightening frames precisely and quickly, so he started looking around for a viable solution.

“I had it all in my head for several years before I invented it,” he said.

“One day, I thought if this thing works, boy, it would help me. I was not doing the kind of quality work that I wanted to, so I started coming in on weekends and designing the machine.”

At first, Chisum drew lines on the floor of his shop to lay out the machine and then began experimenting with different set-ups and configurations.

Then he ordered some metal and a hydraulic pump and began using it in the shop. Rather quickly, Glacier Lincoln Mercury in Anchorage brought him pickups to straighten and soon, they wanted one of his machines for themselves.

“The people at the dealership hired me to operate the machine at their shop, and that was a great place to test it and develop it even more,” he said. “I did that there for a full year, and then started looking around for a facility where I could mass produce them. I made the first few in my front yard and my neighChisum manufactured the EZ Liner for many years before bors weren’t real happy about selling the patent to Chief Automotive in 1972 that, so I began looking for said. “But there weren’t many cars in somewhere else to build them.” each little town, so he’d have to drive To show the world his new invento the next one and fix their wrecks.” tion, Chisum decided to crash the party Chisum’s journey took him at an automotive equipment show in through a handful of states as a youth, Los Angeles in 1968. including Alabama, Texas, New Mex“There were six or seven frame ico, Oklahoma, Colorado and even machine companies there, so I talked Alaska, among others. At age 18, he to all of them, including Bear, Marwas working for body shops during quette, Whitney and Guy Chart,” the week while competing in rodeos Chisum said. “Nobody got excited on the weekends, he said. about it, except for one guy from Min“I would go to shops to get work neapolis who understood what I was and they would tell me that I wasn’t old doing. They had a machine that was enough,” he said. “Age doesn’t have too big and it required a pit in the anything to do with it, I told them, and ground. He took me up to his suite at pretty quick they could see I knew what the trade show and showed me what I was doing. For nine years, I was a bull they were doing with the Marquette rider on the rodeo circuit and I got machine, and I thought, ‘Mine is betgood. After working with all of those ter!’ So, I began working with a combody shop owners, those bulls never pany that started making the machines scared me at all.” for me.”

While running a shop in AnchorSo, after selling everything that

34 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

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

he owned in Alaska and relocating to Minneapolis, Chisum hit the road to see if shops were actually using the EZ Liner. When he discovered that shops didn’t even know about the machine, he realized that the company in

Lavelle Chisum invented the Chief EZ Liner in 1968, celebrating its 50th anniversary this year

Oklahoma building his machines wasn’t out there selling them. So, he went to a series of banks trying to get enough money to make them himself, and finally got lucky at the First National Bank in Claymore, OK, which gave him $5,000.

Once he got his funding in place and took responsibility for the manufacturing, Chisum’s EZ Liner took off, and today is one of the most popular frame repair systems ever made.

Chisum was honored as the Inventor of the Year in 1982 by the Patent, Trademark and Copyright Law Section of the Oklahoma Bar Association, in addition to winning other awards for his invention. Today, it is used in body shops in all 50 states and throughout the world.

In 1972, he sold the EZ Liner’s patent to Chief Automotive, and two years later the company wanted to return it back to Chisum, he said.

See Lavell Chisum, Page 42

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Industry Training

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.

How an AMi-Accredited Designation Can Help Industry Professionals With Essential Skills with Stacey Phillips

When talking about industry training, most collision repairers typically assume such training is technically oriented.

However, a survey conducted late last year by the Automotive Management Institute (AMi) found that more than 30 percent of the essential skills a technician should have includes listening, communication and interpersonal skills. The remaining 70 percent was shown to be technical knowledge and know-how.

AMi President Jeff Peevy said AMi has found that most technicians tend to stay at the same shop longer if they don’t struggle with listening, communication and interpersonal skills.

“If they lack developed skills in these areas, they tend to leave a shop in order to try to improve their environment because they don’t have the skills to talk or negotiate,” Peevy said.

To address this widespread issue, AMi offers industry professionals the opportunity to receive certificates and designations in management, leadership and customer service.

“We are working to become the overarching nonprofit that helps organize non-technical training for the industry,” said Peevy.

Currently, there are approximately 2,200 AMi-designated professionals and 2,000 pursuing a certificate or designation.

Whether an individual is looking to gain knowledge about customer service or become an accredited automotive manager or master-level estimator, a variety of AMi-accredited live courses are offered throughout the year at tradeshows such as NACE Automechanika and SEMA, as well as through associations. In addition, online training courses are available from industry experts such as Mike Anderson, Mike Cassatta, Frank Terlep and more.

“We’re experiencing tremendous growth right now,” said Peevy. “Online alone is growing over 250 percent a year.”

AMi was established in 1989. At the time, many business owners in the collision repair industry didn’t have experience in business administration and management. Leaders from the

Automotive Services Association (ASA) were looking for a way to formalize the training available. As a result, AMi was set up to be an industry collaborator and supporter of training

said Peevy. “We now have the ability collision repair. The typical timeline to to offer training providers their own receive a designation varies from sevbranded learning portals to help them eral months to several years. When inget their training to the market. The dividuals complete their credit hours, system works as a learning portal that they may participate in a cap-andtrainers can use to advertise to gown graduation ceremony and are their clientele as well as those given a university-quality diploma. who are working toward AMi By earning a professional desigcredit.” nation, Peevy said it demonstrates that Recently, the organization an individual is a continual learner, began awarding students cares about maintaining his or her procredit for articles, videos and fession and has a way to verify it. podcasts though the Alternate “We can impact a lot of people’s Methods of Learning (AML) lives who maybe didn’t go to college After completing their credit hours, individuals may program. or have a certain level of education,” participate in an AMi cap-and-gown graduation ceremony “A lot professionals are readhe said. and are given a university-quality diploma ing, listening and watching After going through training and providers and manage industry-recog- things they are learning from,” said receiving a designation, Peevy said nized, role-based verifiable profes- Peevy. “We created a program we refer many professionals have found they sional designations. to as Alternative Methods of Learning have not only improved their skills, Peevy, a prior senior director at I- to recognize all of the different ways but have also grown their businesses.

CAR for 16 years, joined the national that professionals learn.”

“The education I received through 501(c)(3) nonprofit educational organOver the last couple of years, AMi helped me transition from a techization in 2015 as president, charged AMi designations have been divided nician to [a] management [position],” with growing AMi’s offerings and relinto mechanical service repair and See AMi-Accredited, Page 39 evance to the industry.

“Hiring someone is risky,” said Peevy. “You can invest a lot in the Audi wrong person and they can hinder or Genuine Parts really hurt the culture in your business and its reputation.”

He said that AMi seeks to miniAudi Genuine Parts mize that risk and offer a way to give better insight into the person being make your repair easier hired, their overall philosophy about being a professional and what they are • Delivery to Austin, Kyle, Buda and San Marcos areas. likely to know.

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Training providers submit their Audi South Austi Austin tin n course information to AMi, which 4738 IH-35 // Austin, TX 78745 then goes through a review process for Phone: 888.703.4305 Fax: 512.660.5388 approval. A learning management sysHours: Mon.-Fri. 7:00am-6pm; Sat. 9am-5pm tem was recently created by AMi to audisouthaustinparts@hendrickauto.com organize all of the courses offered. www.audisouthaustin.com “Building content, especially online courses, can be very expensive, “

36 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 37

Shop Showcase

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

Youngblood Kustomz Shines in Limelight for Creativity, Style in GA with Ed Attanasio

With a varied workload that consists of painting cars, motorcycles, planes and boats, restoring hot rods and repairing vehicles post-collision, Youngblood Kustomz in Buford, GA, is flourishing and getting the accolades and awards that come with its imaginative and inspired work.

Steven Youngblood, 38, runs a small operation with one body tech who does all of the metal work while Youngblood does all of the painting.

At this point, the majority of their work consists of painting motorcycles, but he loves restoring hot rods the most. His dreams to own his own business started eight years ago, and since then he hasn’t been able to shake the entrepreneurial spirit.

Steven Youngblood at Youngblood Kustomz in Buford, GA, is winning awards for his amazing paint jobs on cars, trucks and motorcycles

“Even as a kid, I could see that if you work for someone else, most of the money goes into their pocket, so I decided to start my own bicycle repair business when I was in grade school,” he said. “I asked my dad if I could set it up in our garage, and pretty soon I was fixing bikes for my friends and some of the neighbors.”

After completing the automotive collision repair program at Lanier Technical School, Youngblood jumped right into the industry by working for two different collision repair/performance shops to learn as much as he could as quickly as possible for seven years, followed by four years at a restoration shop.

“In school, you learn the basics, but nothing can replace actually working in a shop and doing it yourself,” he said. “The old-timers helped

me out a lot and the owner let me figure it out on my own, which was great. Yes, I did make some mistakes, especially at first. But they were my mistakes, and that’s how I learned every aspect of the business.”

A decade ago, Youngblood got his first taste of major success when he restored a 1932 Ford Roadster that gained some national attention.

“It won Best in Show at the World of Wheels, and that was a great experience,” he said. “It showed me that people like my work, and that’s when I began looking for a way to do it myself.”

But before he would be able to pursue that dream, life threw him a curve and his plans changed, at least for the next five years, when he moved to Sweden, he said.

“My wife is Swedish, so we relocated there and I started working at a collision center in a car dealership fixing Saabs, Volvos and Renaults,” he said. “Sweden is like a different planet and nothing like Georgia, that’s for sure. When I moved there, I had to get rid of most of my tools, but when I got hired in Sweden, they told me that they would purchase all of my tools for me, including anything I needed for the job. Since English is their second language, it was okay, but after a few winters there, I was ready to come home.”

When he arrived back in the USA, Youngblood commenced pursuing his dream by going back to the restoration company where he had previously worked for six months while strategizing his next move.

“While I was still in Sweden, I told a lot of people in Georgia that I was coming home, so I had a ton of

side restoration and painting work as soon as I got back,” he said. “It grew and grew from there, so I knew the time to go out on my own was here.”

So, in 2014, Youngblood opened the doors at Youngblood Kustomz and hasn’t looked back. He does a fair share of collision work to pay the

Youngblood’s motorcycles are well-known for his unique style

bills, but his real love is doing full restorations.

“Fixing a damaged newer vehicle is not as satisfying as taking an old piece of junk and turning it into a piece of art,” he said. “When I work

on a restoration for several months and then show the customer what we’ve done, their smiles really inspire me. I want to use my skills, but I also want to bring my creativity to anything I paint, even if it’s an aerobatic plane or old antiques, which I do paint from time to time.”

With influences such as Master Bike Builder Dave Perewitz and Mike Lavallee at Killer Paint, Youngblood is always looking to bend the rules and go outside the box, he said.

“Perewitz is the king of painting flames and Lavallee’s airbrushing work is incredible,” he said. “I would best describe my style as ‘60s and ‘70s, with a lot of metal flakes and candies and vibrant colors.”

Recently, Youngblood received word that he will be competing in the AMD World Championship of Custom Bike Building this year in Cali-

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Continued from Page 20

The Colorist

come up with interior colors that were complementary to the car’s exterior.

In fact, one could say that by 1930, all or most of the complexity of auto body repair experienced today, already existed. In 1930, Towle left GM and went to work for an advertising agency that handled GM as a client. At that time, well-known GM stylist Harley Earl was just starting out but had some definite ideas about design and color. He and Towle clashed. In 1934, Towle left the ad agency and became the founding director of the Division of Creative Design and Color at Pittsburg Plate Glass Company (PPG) where he worked on a number of different projects. One interesting part of his job was defining Mood Conditioning, or the art of how color affects humans, making them excited, calm, etc. (If you have ever wondered why hospital rooms are painted green, thank Mr. Towle.)

With the outset of WWII, Towle was back to creating camouflage paint schemes. He even devised a way to camouflage from the air a PPG paint

factory, considered crucial to the war effort, to protect it against aerial bombing.

While at PPG, Towle would occasionally work on special projects for Ditzler, a subsidiary of PPG producing nitrocellulose lacquer. But he never again achieved the automotivefield glory he had during his days with GM. By this time, GM’s head car designer, Harley Earl had expanded his company’s Art and Colour Section to 255 people including a number of color designers, creative designers illustrators, sculptors and model builders. And every car company had at least one if not more of their own “Colorists” on staff.

Today, many inside and outside the automotive industry remember Harley Earl as the GM designer that brought tail fins and chrome to the 1950’s. Virtually no one remembers H. Ledyard Towle, “The Colorist”… but were it not for Towle, Fords (and other cars) might still be “…any color you want… as long as it’s black.”

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Continued from Page 36

AMi-Accredited

said Anthony B. Brooks, the collision center manager at Heritage Collision Center in Joppa, MD. “I found the training helped me navigate through each step of my career path. I would strongly recommend that anyone in the automotive industry look to AMi for future training opportunities.”

Maria H. Carrillo, owner of Carrillo & Sons Collision Center in San Diego, CA, also shared her positive experience. “AMi courses have increased my knowledge and expertise as an owner. Attending AMi courses have given me more confidence in my leadership position.”

Daniel Schnepper, general manager of Butler’s Collision in Roseville, MI, said he has improved his knowledge in customer service. “Through the different AMi courses I have taken, I have learned different ways to handle different customers, [and learned] not all customers are the same. Every customer has different characteristics and needs, [and I learned] how to handle all the different customer needs to provide them with a great experience.

I have seen and taken great marketing ideas that help sell my business and boost our sales. I have learned how to deal with employees and help them feel needed, wanted and appreciated, creating a good, friendly work environment.”

AMi accepts tax deductible donations from the industry through its Learning Foundation Program.

“We’ve found that vendors and manufacturers really care about the sustainability of their customers,” said Peevy. “They are helping us offer education and designations to increase the professionalism of our industry, so they’ve supported AMi with donations to keep the cost of training as low as possible.”

More information about AMi certificates, designations and the industry training offered can be found online: https://www.amionline.org/.

To get started, Peevy recommends setting up a professional profile under the myAMI LOGIN link. After choosing the segment of the industry you are part of, the system will ask for your interests and what you would like to pursue, then will populate the required core competency courses that are required as well as the electives.

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 39

The Sad Pathway to Airbag Injury

by Gordon Gibb, LawyersandSettlements

As Takata Corp. and its creditors continue to grapple with bankruptcy proceedings in tandem with a continuation of the supply chain for badly needed replacement airbag inflators, it’s instructive to look back from whence we came with regard to airbag injuries, lawsuits and recalls.

A lot has happened in three years.

In November 2014, Bloomberg News (11/14/17) undertook an exhaustive investigation of defective airbags associated with the Takata airbag recall. At the time, about 11 million vehicles had been recalled in the US over exploding Takata airbags and the sometimes catastrophic injuries that occurred in association with airbag failure. Globally, the recall count was 17 million in November 2014.

Just over three years later, that number has jumped to nearly 70 million. Hundreds have been injured. As for loss of life, there had been a handful of deaths reported globally in 2014.

That number has jumped to 16 as of today. When compared to the massive recall of vehicles that carry the potential for danger, 16 appears to be a statistically low number. However, safety advocates correctly say that even one death is one death too many—especially in view of the events that led to how we got here.

In the last year or two, in the face of increasing incidents and press reports associated with the alleged (at the time) Takata wrongdoing, public awareness over the defective airbag issues has intensified in kind. However, in 2014 Bloomberg reported that Takata and some of its automotive clients were doing everything in their power to keep things under the radar.

Bloomberg found that five out of 12 lawsuits reviewed by the news agency were settled out of court.

“It’s very murky,” said Ralph Nader, who has been advocating for auto safety since the mid-1960s. “There’s a lot there that escapes NHTSA (National Highway Traffic Safety Administration), escapes Congress, escapes the media, escapes the consumer groups. The best information is usually coming out of product-liability suits, but they’re settling out. There haven’t been any public trials yet.”

That was in 2014. Today, the lawsuits are mounting, Takata is a dis-

graced corporation and both vehicle owners and their manufacturers continue to scramble over replacing defective airbags in millions of vehicles before there are any additional injuries or deaths. As Takata goes through the various motions and machinations of bankruptcy, the focus is also on maintaining the capacity to manufacture replacement airbag inflators for those millions of recalled vehicles.

It’s a ticking time bomb for anyone who drives or rides in a recalled vehicle. Back in 2014, when the issue broke wide open, The New York Times (11/19/14) detailed the circumstances that saw Takata favor the much less-expensive, but more volatile ammonium nitrate.

“It shouldn’t be used in airbags,” said Paul Worsey, an expert in explosives engineering at the Missouri University of Science and Technology, in comments to The New York Times in 2014. The compound, he said, is more suitable for large demolitions in mining and construction.

“But it’s cheap, unbelievably cheap,” he added.

The New York Times articulated the concerns of two former Takata engineers, who told the newspaper in 2014 that they, together with some other employees of Takata, had reservations about the use of ammonium nitrate.

“It’s a basic design flaw that predisposes this propellant to break apart, and therefore risk catastrophic failure,” said Mark Lillie, a former senior engineer with Takata at its propellant plant in Moses Lake, Washington.

“It was a question that came up: Ammonium nitrate propellant, won’t that blow up?” said Michael Britton, a chemical engineer who worked with Lillie at the Moses Lake plant. “The answer was: not if it stays in the right phase.”

That reference to “the right phase” is telling, which we’ll get to in a moment. But first, as the Takata airbag injury issue continues to heat up, it’s instructive to drill down to the point at which Takata began to venture down the wrong path.

Back in the day, airbag manufacturers based their airbags on a propellant called sodium azide, which was volatile and toxic. Airbag manufacturers, including Takata, were looking for a safer alternative.

They found it in a compound known as tetrazole, which was safer

40 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

and environmentally friendly as well.

Engineers at Takata saw it as the breakthrough they had been looking for, and they readied the updated product for their automotive manufacturing clients for the 1998 model year.

But then, economics began to conflict with sound engineering principles.

Tetrazole could only be manufactured in limited quantities, and tended to be expensive. Using tetrazole as an inflator compound may have met with a sound engineering profile. In the face of increasing competition for market share, Takata resumed the search for an alternative to sodium azide that would be less expensive than tetrazole and found one in ammonium nitrate.

Engineers at Takata, however, raised red flags, and they only had to go so far as to quote explosives manuals and journals to make their point as to the volatility of ammonium nitrate, which “tended to disintegrate on storage under widely varying temperature conditions” with “irregular ballistic” consequences said Lillie, the former Takata engineer.

According to The New York Times in its report three years ago, ammonium

nitrate cycles through five solid states.

As the vehicle goes from receiving the heat of sunshine to the cold of night, the temperature swing is large enough for the ammonium nitrate to change from one phase to another. Remember Lillie’s earlier comment above, with regard to the acceptability of ammonium nitrate provided it stayed in the same phase?

As it turns out, that’s doubtful—especially in areas of high humidity. [Which is] why the defective airbag injury recalls have been focused on areas such as Texas, Louisiana, Florida, Georgia, Southern California and other areas with a similar climatic profile.

Other airbag manufacturers stayed away from ammonium nitrate amidst the compound’s risk for volatility.

Takata, however, allegedly saw dollar signs with this cheap compound, and ran with it.

The cheaper airbags powered by ammonium nitrate were a hit economically with automotive manufacturers, and Takata’s market share for airbags quickly grew, eventually helping Takata See Airbag Injury Path, Page 42

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Continued from Page 40

Continued from Page 34

to become the largest single supplier to the automotive industry.

It is alleged, however, that Takata never shared with anyone the reason as to why its airbags were less expensive, and no one apparently bothered to ask. The reservations of those engineers who spoke out against the use of ammonium nitrate were ignored.

The sheer success of Takata supplying what turned out to be defective airbags that could lead to airbag failure, has contributed to the size and depth of the massive recall, as well as the near-impossible task of replacing millions of defective and potentially dangerous ammonium nitrate inflators.

Until those inflators are replaced, the risks for airbag injuries will only continue—as well airbag lawsuits.

“They were having some trouble marketing it, but then they went out and hired a fella named Dick Mullen,

Airbag Injury Path

We thank LawyersandSettlements.com for reprint permission.

www.autobodynews.com Continued from Page 38

Youngblood Kustomz

fornia.

“If we can do well in California, we will get to go to Germany to go for the international crown,” he said.

“We have also been invited to be at SEMA for the first time this year, so yes—we are excited about 2018 for many reasons.”

Right now, life is good and the future looks bright for Youngblood and his business.

“My wife, Linda, and my kids, Sebastian, Linnea and Jakob, are a big part of my success, as well as my right-hand man, Michael,” he said. “I also want to give back to the community, so recently we hosted a custom

Lavell Chisum

Little Lavelle (right) started out helping his father as he traveled throughout the Midwest to body shops fixing cars

who was a great sales rep and really turned it around. Pretty soon, the EZ Liners started selling like flapjacks,” Chisum said.

The following year, Chisum opened Leo’s Paint, Frame & Body in motorcycle and hot rod show to help raise money for a local charity called Kare for Kids Foundation with Wingman MC and God Gun Cycle MM, and I want to do more things like that.”

When the time finally comes for Youngblood to retire, he knows that he already has someone who will be ready to take over the business.

“I’m only 38, so if I could work here for 30 more years, I’ll do it,” he said. “My 6-year-old son is a gear head just like me, and he is right there working with me all the time. If he can be in the shop, he’s here working on his little bike right next to me. If I change a wheel on a motorcycle, he does the same on his bike and when I sand, he sands too. This business is in his blood, and I can’t wait to see what he can do when the time comes.”

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Alabama, where it was so successful that he started thinking about franchising the business. He eventually sold the shop to his manager, Joe Hudson, who went on to own 85 shops in five states within a 20-year period. In the 1980s, Chisum took part in establishing two MSOs, including Collision Automotive Repair Services with approximately 400 shops and later, Collision Center International with 500-plus shops, both of which lasted 5–6 years.

Chisum’s good friend, Greg Marion, is an industry veteran who believes that Chisum hasn’t received enough credit for his role in the history of collision repair.

“He was way ahead of everyone else in this industry in more ways than most people know, especially the younger people in the industry now,” Marion said. “His early visionary ideas of franchising multiple body shops and uniting collision repair organizations etched the template for today’s industry standards.

Today, he lives on his social security in McAlester, OK. He would have made a lot more money, but he trusted some of the wrong people, including a patent attorney. If every

technician who ever used an EZ Liner gave Lavell $5, he would be a millionaire many times over again.”

Looking back, Chisum is proud of the EZ Liner, even though he isn’t a millionaire today.

“No one understood what I was doing with this machine, but I never gave up, because I believed in it and knew it would work real good,” he said. “They still sell well today, and I’m not sure how many of them out there are in use right now, but I’m guessing 15,000 or more. I got royalties on it for 22 years and it was a great run, so I can look back and say, ‘Hey—I made this!’”

Special thanks for Greg Marion for providing useful information for this article.

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Management Success Teaches Shops to Attract Business Using Social Media

by Chasidy Rae Sisk

On Wednesday, Dec. 7, Management Success hosted a webinar titled “How to Use Social Media to Drive Traffic to Your Shop,” presented by Jim Saeli, Senior Consultant and Trainer, and Andre Darville, Senior Consultant specializing in social media and digital marketing.

Saeli began by observing that the internet is so integrated in our daily lives that we can’t ignore it. Darville then pointed out that it has been made portable, so information can travel around with people everywhere they go.

“With businesses, it’s about utilizing that information and maximizing your space to cast the widest possible net so people can find you.

There’s much more opportunity these days,” Darville said.

Social media and a strong online presence can help shops with car count, customer retention, public relations, becoming a DRP and finding employees. According to Darville, the two biggest reasons social media is ignored are a lack of knowledge and a lack of

time. The most popular social media sites are Facebook, Yelp, Google+ and Twitter. The Management Success team explored each site’s benefits for webinar attendees.

Facebook boasts 214 million U.S. users, with the average adult spending more than 55 minutes per day on its website. Facebook allows shops to stay in contact with their customers, engaging them and “reminding them that you’re there for them. The more you work it, the more it works for you,” Darville said.

“Getting your page claimed, properly set up and maintained is the solution,” Darville recounted. “Post something every single day. It only takes two to three minutes and can be related to anything. You can see what people like based on their feedback.”

Some people love Yelp, while others hate it, but it has 84 million desktop visitors and 104 million mobile visitors, 80 percent of whom intend to make a purchase, and 98 percent of whom make purchases from Yelp businesses.

However, “most businesses aren’t getting their fair share of this traffic,”

Darville noted.

While there are 27.9 million small businesses in the U.S., Yelp only has 12 million small business listings, and only 2.1 million small business listings have been claimed, meaning nearly 10 million listings may not have accurate information. According to Darville, iPhone maps and Siri pull Yelp reviews so “it’s important to claim your page and ensure the information is correct, because customers are agitated when the information provided is wrong.

Yelp also allows businesses to verify the services they offer, which is more effective.”

Google+ has 300 million worldwide users and is ever-evolving, along with Google My Business.

“Google+ is in the shadow of Yelp, but Google Maps and Android users use Google listings,” Darville said, and he also pointed out, “People use Google to search for things constantly, so claim your page to ensure they find your business. Google also takes related ratings into account and shares ratings from other sites, so it’s important to review and confirm your listing.”

Social media is the modern version of word-of-mouth, so it is imperative that businesses check their reviews regularly and calm angry customers who want to be heard in order to control the outside view of the shop. Darville advised against soliciting reviews since that can lead to being banned from the site.

Saeli said, “The key thing is to deliver great customer service. Then, inform customers that you have social media and value their opinions, but don’t ask for a review if they had a bad experience until you fix it.”

Darville added, “Don’t stress about negative reviews. Don’t respond publicly as the first course of action. Calm down and then figure out the best response. Sometimes, it works to apologize and offer to help, so attempt to resolve the situation directly with the customer in private. Sometimes, you can resolve the issue, and the customer will change their negative review to a positive review.

“If that fails, respond publicly with an apology for the misunderstanding.

Remember that the world is watching, See Management Success, Page 47

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Product and Process with Stacey Phillips

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.

Model Vehicles With Emerging Technology Will Rely on Pre- and Post-Scanning, Recalibration As new vehicles are introduced to the more millennials enter the workplace market, often equipped with complex and start buying cars,” said Rodentechnology, the collision industry is roth. “They are not intimidated by challenged with keeping up-to-date technology. In fact, they embrace it.” with repair procedures.

As a result, they are known to buy As a result, Jake Rodenroth, di- vehicles that contain an abundance of rector of industry relations for asTech, technology and spend time undersaid that staying current as standing how every feature much as possible is crucial to operates. the success of a collision reThose who participated in pairer’s business. the call were also asked how “Collision repairers are their staff stays up-to-speed facing brand new models, on current model vehicles. sometimes on the first tank of The majority (75 percent) gas,” he said. “I think every said they did so through secJake Rodenroth shop needs to have some path ondary sources such as the to resolution. We’re the first line of deInternet, OEM sites and dealers. Only fense.”

15 percent answered they did so by Rodenroth and Doug Kelly, CEO looking up build data, and the remainof Repairify, spoke about the imporder said they use another method. tance of pre- and post-scanning and reDuring the presentation, Kelly calibration during a Guild 21 podcast stressed the importance of obtaining sponsored by Verifacts Automotive in authorization from customers to perJanuary. Repairify is the company that form work diagnostics, road tests and created the asTech device. potentially conduct off-site Many body shops across calibrations. the country wonder what new “It’s important that contechnologies their employees sumers understand what inshould be aware of and how formation is being pulled and to work them into their daily how it might be shared,” said workflow.

Kelly. “When doing diagnos“There is a lot of buzz tics, whether it’s with a thirdDoug Kelly out there right now about party or your own diagnostic emerging technologies—not just on tool, you’re not pulling crash data. the electronic side, but on the metal You’re pulling all of the stored trouand substrate side,” he said. “From a ble codes.” process perspective, it starts with This includes the possibility of identification. As repairers, we can’t revealing things that are wrong with get on the same page with identifica- the vehicle unrelated to the accident. tion until we have product knowledge Many consumers are concerned and stay up-to-date with modern vehi- about the information shared with cles.” their insurance company.

Rodenroth said that identification “Consumers don’t intentionally can include ADAS and frequency-re- misrepresent loss, but they are not alducing technology, which can be hid- ways aware of when certain systems den behind windshields, glass, mirrors go offline or how,” said Kelly. “It’s and grills; structural identification good housekeeping to let consumers maps of the different substrates on a know what you are doing, explain the vehicle; hybrid and EV powertrains; process to them and get their permisand special tool requirements. sion.”

Throughout the Guild 21 call, atA sample authorization form is tendees were asked to give feedback. available on the SCRS website, www When asked how many of their cus- .scrs.com, and asTech website at: tomers know what equipment options https://astech.com/resources. A docuare on their vehicles, 87 percent an- ment is also available for repairers to swered “no.” hand out to customers to educate them “I think you will see a shift in about some of the systems available those responses in the coming years as on today’s vehicles. This not only re-

44 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

minds them how complex vehicles are, but Kelly said it also reinforces why diagnostic services, such as preand post-scanning and recalibration are important.

“If you don’t know what’s on the car, you can misdiagnose certain issues,” he said. “Sometimes false positives indicate an issue when in fact that vehicle didn’t come equipped with that item in the first place.”

Knowing the build data, understanding the tools and services being used, and ensuring they are up-to-date will all help in the repair of the vehicle.

Pre-scanning Rodenroth said that some parties don’t think pre-scanning a vehicle is necessary, and suggested that those shops consider the following: • The role that trim levels can play • How a pre-scan can help determine damage to the electronic components

• Potential unrelated electronic issues like maintenance and warranty concerns • Airbag deployments are unique and can depend on many factors such as the number of occupants, their seat position, weight and if they were wearing seatbelts • Specialized concerns with hybrid and EV vehicles • Repair procedures that require scanning based on an operation being performed • Scheduling off-site ADAS calibration requirements proactively

Repair planning Rodenroth recommended addressing the vehicle owner’s expectations up front so he or she understands how the vehicle is equipped and what’s required to make it whole again.

“Consider repair vs. replace decisions very carefully, as many modern See Model Vehicles, Page 46

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Continued from Page 44

Model Vehicles

vehicles are constructed of non-repairable substrates and there is often limited reparability around ADAS components,” he said.

When it comes to parts utilization and the decision to purchase OEM or aftermarket, he advised listeners to watch bumpers and windshields very carefully.

“A lot of aftermarket windshields will have a plastic bracket that comes on that glass that is not serviced and can’t be transferred,” said Rodenroth.

they rely on technician experience, 20 percent said the damage was minor, 15 percent said the information was hard to find/interpret, 10 percent answered that they didn’t have the time, and 10 percent answered other.

In the field, Rodenroth said he has observed that shops don’t have time to pull the repair information for a variety of reasons—including having too much work or insurers putting pressure on them to get vehicles uploaded in a certain amount of time.

“We always have time when something is wrong, whether it’s when the customer comes back and pays for a rental, or you have to deal with them

ota Camry, reportedly the best-selling passenger vehicle. The 2018 model comes standard with an auto breaking feature. With the vehicle’s front-facing camera, any time a windshield is replaced or work is being done on the front of the Camry, a calibration is required.

“It’s doubtful to me that many in the industry really fully understand the full scope of this,” said Kelly. “Our defense as an industry is partly that the OEs themselves haven’t really come to terms with how it is to be done.”

Kelly recommended reading through the calibration repair procedures from each of the manufacturers to understand their differences and procedures. He noted that they are all “wildly different” and the recommended procedures sound like something from the Stone Age with plumb lines, string and measuring tapes.

“Add to that the space requirements, and you set yourself up for a pretty complicated process,” said Kelly.“I know there are a lot of people in the industry, and certainly the dealer network who are trying their hardest to do their best to recalibrate these cars after an accident. Many, if not most, are not doing it correctly and

they don’t even know it.”

He said it isn’t an issue of people being mischievous or doing anything fraudulent.

“They just don’t know,” he said.

In addition, some of the repair procedures for today’s systems that are coming on vehicles are still being written while the cars are on the road.

“There are certain safety systems out there that have a certain progression to them that the OEs themselves haven’t quite figured out how to test in real-world circumstances,” said Kelly.

“As you go forward and you think about pre- and post-scans and where it fits in the continuum of us having to evolve as an industry, that’s just the table stakes—that’s just to understand what’s going on with the vehicle.”

Kelly cautioned shops about what could happen if instructions aren’t followed.

“My concern is that you’re going to be misrepresenting and potentially delivering back to the customer a car that’s not safe for the road,” he said. “At the end of the day, we all have the same goal in mind: to return back to the consumer a vehicle that is fit for use and is going to perform as planned. And heaven forbid, if it gets in a second accident, those sys-

North Freeway Hyundai

The right part makes the difference.

“If you are going to use aftermarket glass, you’ll want to confirm all things are in place.”

During the call, attendees were asked if a shop should interpret, implement and audit OEM repair procedures into ALL repair activity on a damage report. Nearly 90 percent answered yes.

“The key words are ‘all repair activity,’” said Rodenroth. “Some shops will look up structural procedures and airbag procedures, but won’t look up how to take a fender, hood or bumper cover off.”

Recently, General Motors surveyed 827 collision repair shops and found that 80 percent didn’t pull repair information on every vehicle. Those who attended the Guild 21 call were asked why. Almost 45 percent said

when they are upset. Let’s take the time up front and make a good repair plan and communicate efficiently,” Rodenroth said.

In addition, he said information is often hard to find and interpret.

“I think that is mission number one for OEMs—to try and make that a little easier to find and even offer day passes to the repair info that a shop can purchase,” he said.

Post-scanning and calibration When it comes to post-scans and calibration, Kelly said, “You haven’t seen anything yet.”

“What we’re going to enter into with this calibration piece will dwarf any sort of discussion you’ve had to date on a pre- and post-scan.”

Kelly used the example of a Toy-

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tems will operate as designed.

“The problem with the collision segment is that we get the newest cars in the worst possible condition. With the advent of all of the new electronics on cars and safety systems on cars, it’s hitting us harder than it is the general population.”

Kelly encouraged collision repairers to talk to peers and local associations to help get the word out.

“We owe it to our trading partners [insurers and vendors] and consumers to educate them on what car they have, what they bought, what the technology is, how it works and how it has to be repaired in the process of fixing those cars,” said Kelly. “If we don’t spend time educating folks, we are going to continue having these difficult conversations about who will or won’t pay and who will and won’t recognize certain repair procedures. Once we can have an open dialogue and talk to people about what’s involved in fixing a car, I think a lot of friction and issues [will] tend to go away.”

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UPDATED DAILY

Progressive Evolves its Service Centers for Customers Progressive is making some changes to improve the convenience of its claims experience while supporting the double-digit growth in its personal auto business.

In the coming months, Progressive will change the way it uses its Service Center facilities. The company’s 68 Service Centers will stop being a drop-off/pick-up point for customer vehicles. Current shops that support their local Service Cen-

ters will be invited to transition to the Progressive network of approved repair facilities. This decision to evolve the Service Centers is in response to shifting customer preferences and fast-paced environmental changes. This evolution will give customers choosing to have their vehicle repairs managed through Progressive the option of dropping off their vehicle at one of nearly 3,000 Progressive-approved shops that deliver customer service and repair quality consistent with the Service

Center experience.

“I’m proud of our Service Center history and the millions of customers we served through that process.

We’ve evolved our Service Center model over the years to make sure we’re doing the best job we can to meet our customers’ needs, and that evolution continues with this most recent change,” said Mike Sieger, Progressive Claims President. “We’ll have an even broader network of shops in more locations for customers to choose from, and we’ll continue to provide high-quality customer service and claims handling experiences.”

Thanks to continued significant growth of Progressive’s business, all Service Center employees will be offered claims jobs, and most Service Centers will remain regional claims offices. This will enable Progressive to continue maintaining a local presence in the communities where it does business.

Progressive’s limited lifetime guarantee, offered on all covered repairs completed through Network shops, will continue to apply.

Continued from Page 43

Management Success

so NEVER argue with the customer.

Instead, ask if there’s anything you can do. Take the customer experience into consideration and remember that sometimes people just have a bad day. Once you respond publicly, the review is permanent.”

Management Success offers business analyses to help shops evaluate key points in their business, including their website, social media, finances, marketing, sales and production.

Saeli closed with, “You care about what you do, and you all deserve to do well.”

Management Success will hold its next webinar on “Setting Shop Resolutions,” scheduled for Wednesday, Jan. 10, 2018 at 3 p.m. PST. Registration is available at https://register .gotowebinar.com/register/164628 4853950135555.

For more information on Management Success, visit www.management success.com or call 818-500-9631.

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GM To Make Autonomous Car Without Steering Wheel, Pedals

by Andrew J. Hawkins, The Verge

General Motors plans to mass-produce self-driving cars that lack traditional controls such as steering wheels and pedals by 2019, the company announced Jan. 12.

It’s a bold declaration for the future of driving from one of the country’s Big Three automakers, and one that is sure to shake things up for the industry as the annual Detroit Auto Show kicks off.

The car will be the fourth generation of its driverless, all-electric Chevy Bolts, which are currently being tested on public roads in San Francisco and Phoenix. And when they roll off the assembly line of GM’s manufacturing plant in Orion, MI, they’ll be deployed as ride-hailing vehicles in a number of cities.

“It’s a pretty exciting moment in the history of the path to wide-scale [autonomous vehicle] deployment and having the first production car with no driver controls,” GM President Dan Ammann told The Verge. “And it’s an interesting thing to share with everybody.”

The announcement coincides with the tail end of CES, where a number of big companies announced their own plans to deploy autonomous vehicles, and right before the Detroit Auto Show, where the industry will have on display all the trucks and SUVs that make its profits.

By committing to rolling out fully driverless cars in a shortened timeframe, GM is seeking to outmaneuver rivals both old and new in the increasingly hyper-competitive race to build and deploy robot cars. Ford has said it will build a steering-wheel-and-pedalless autonomous car by 2021, while Waymo, the self-driving unit of Google parent Alphabet, is preparing to launch its first commercial ride-hailing service in Phoenix featuring fully driverless minivans (though still with traditional controls).

Unlike those other companies, GM provided a sneak peek at how its new, futuristic cars will look on the inside. In some ways, it’s the vehicular version of a Rorsharch inkblot test.

The bilateral symmetry of the interior looks both unnerving and yet completely normal at the same time. Instead of a steering wheel, in its place is blank real estate. Under the dash, more empty space.

The automaker submitted a petition to the National Highway Traffic Safety Administration for permission to deploy a car that doesn’t comply with all federal safety standards. Am-

a detailed, sometimes boring, sometimes fascinating look at how GM designs and programs its cars to handle all the mundane and insane things that happen on US roads.

There are some standout elements in the announcement, such as GM’s argument as to why its testing in San Francisco is exponentially more important than its suburban testing. (Emphasis ours.)

While we also test vehicles in Phoenix, our San Francisco vehicles predict an average of 32 times as many possible inGM and Cruise plan to deploy autonomous vehicles by 2019 teractions as those in Phoenix. mann said the company wasn’t seeking Thus, San Francisco challenges our an exemption from the Federal Motor self-driving system more because, as Vehicle Safety Standards—something the number of objects increase, there the government caps at 2,500—just a are exponentially more possible internew way around a few of the requireactions with objects that the self- drivments. ing system must consider.

GM is proposing to “meet that For example, GM’s self-driving standard in a different kind of way,” Chevy Bolts encounter 270 emerAmmann said. “A car without a steergency vehicles for every 1,000 miles ing wheel can’t have a steering wheel driven in San Francisco, compared to airbag. What we can do is put the just six in Phoenix. equivalent of the passenger side airbag The safety report excludes ceron that side as well. So it’s to meet the tain information, such as the number standards, but meet them in a way that’s different than what’s exactly prescribed, and that’s what the petition seeks to get approval for.”

(Of course, the issue of exemptions from federal safety standards may become moot if Congress passes Genuine Mitsubishi a bill to lift the cap from 2,500 to Replacement Crash 100,000. But as of now, the legislation Parts are close at hand is stalled.) from the following GM made this announcement to quality dealerships: herald the release of its first 33-page safety report to the US Department of Transportation. The feds suggested in ARIZONA 2016, and again last year, that tech companies and automakers working Mark Mitsubishi on self-driving cars voluntarily subGLENDALE mit a safety checklist to the govern623-842-8908 ment in order to help keep tabs on this (623) 842-8915 Fax fast-moving technology. GM is only M-F 7:30-6:00 / Sat 8:00-2:00 the second company working on auglendaleparts@markmitsu.com tonomous vehicles to have submitted its report, with Waymo being the first.

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of times that human safety drivers were forced to take control of their driverless vehicles, or the number of accidents in which GM’s cars were involved. (Cruise Automation, GM’s self-driving unit, told California regulators that its cars were in six crashes in September 2017 alone. Under state law, companies with a license to test autonomous vehicles are required to disclose all accidents, even when they are not at fault.)

Speaking of accidents, GM has not one, but two data recorders in each of its autonomous vehicles to store and protect information in the event of a crash. The collected data includes information from the car’s sensors, vehicle actions, and any malfunctions that occur. Like a black box recorder on an airplane, the data logging machine is designed to withstand catastrophic accidents.

The report and the announcement about GM’s first fully driverless vehicle are sure to impress investors, which have been bullish on the company thanks to its unique ability to scale its product. The automaker has See GM to Make, Page 50

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www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 49

Maaco Recognizes Top-Performing Franchisees Maaco Auto Painting and Collision Repair recognized more than 60 franchisees during this year’s convention in Paradise Island, Bahamas, held late fall 2017.

Maaco franchisees from throughout North America were recognized for several achievements, including outstanding sales performance, operational excellence, leadership, growth and overall performance.

“Each year, it’s an honor to recognize the top performers in the Maaco system,” said Jason Ryan, president of Maaco Auto Painting and Collision Repair. “These franchisees are a great example of success as they have achieved strong sales, operated multiple shops with excellence, committed to local community service and so much more.”

This year’s award winners:

Syl Young Award: • Tim Wright, Farmington, MI • David M Lapps Award • Brian Greenley, Littleton, CO Maaco Cup: • Mohammed Sayyah, Indianapolis, IN

Rookie of the Year: • Matt and Jennifer Browning, McKinney, TX • Peter Flannigan, Airdrie, AB

Maaco Milestone Award: • Brian Greenley, Littleton, CO • Joe Ambuul, Colorado Springs, CO • Ryan Thornton, Pearl City, HI Continued from Page 48

GM to Make

been on a buying spree, acquiring both Cruise and LIDAR startup Strobe to help it become a “full-stack” autonomous car company. It also plans to roll out at least 20 new electric cars by 2023, a goal that puts it in

• Ron and Marie Raio, Delran, NJ • Chris and Paul Zammito, Brockton, MA • Derek and Stephanie Jameson, Antioch, TN • Wade Mackay, Dartmouth, NS • Dennis and Gloria Raftopoulos, North Brunswick, NJ • Chuck and Cathy Liesenfeld, Burnsville, MN • Mohammad and Noreen Ehtesham, Perth Amboy, NJ • Hector Loyo and Gary Zanoni, New Berlin, WI • Ron and Judy Vogel, Denver, CO • Kevin Calnan and Melissa Fimognari, New Hampton, NY • Kevin Taylor, Houston, TX • Ivan and Annabella Montoya, Tampa, FL • Russell Gurr, Lakewood, CO • Matt and Caroline Peach, Orlando, FL • AJ and Katie Inge, Chesapeake, VA • Allan Mann, Regina, SK • The Mirante Family, Edmonton, AB • Jim and Jaime Powell, Commerce City, CO • Scott and Kirk Jeffery, Santa Rosa, CA • Dave and Kathy Konkle, Seattle, WA • Mohammed Sayyah, Indianapolis, IN • Vince and Kelly McAllister, Vacaville, CA • Scott Dance, Nepean, ON • Adam and Leslie Dennis, Denver, CO

Maaco franchisees are also recognized on a regional level with the Regional Cup Awards for stellar performance and operations that led to an increase in both car count and overall sales, and QSI Awards for operational excellence.

The 2017 Regional Cup winners are:

a position to bring battery-powered driving to the mainstream.

Ammann says it’s what gives GM a leg up over its rivals.

“We believe this technology will change the world,” he said. “And we’re doing everything we can to get it out there at scale as fast as we can.”

We thank The Verge for reprint permission.

50 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

Northeast Region: • Mohammad and Noreen Ehtesham, Perth Amboy, NJ

Mid-Atlantic Region: • Katie Inge, Chesapeake, VA South Central Region: • Roy and Sheila Seay, Lubbock, TX Southeast Region: • Luke McClatchey, Greer, SC Midwest North Region: • Nick Patel, Villa Park, IL West Region: • Adam and Leslie Dennis, Denver, CO

Canada: • Steve Celli, Newmarket, ON

The 2017 Regional QSI Award winners:

North Region: • Rob and Shirley Shriver, Akron, OH

Mid-Atlantic Region: • Ken and Kyle Ingram and Edmon Cosby, Decatur, AL

Southeast Region:

• Joe and Susanne Johnson, Myrtle Beach, SC Northeast Region: • Rizwan Afzal and Irm Shahzadi, Windsor, NJ South Central Region: • Al and Christine Benedick, St. Louis, MO

Midwest North Region: • Chuck and Cathy Liesenfeld, Burnsville, MN

West Region: • Derek and Lorraine Coombes, Fairfield, CA Canada: • Dangal and Balji Deol, Kelowna, BC These awards promote merit by recognizing those who have made extraordinary contributions to the Maaco system and exemplify the highest standards of Maaco franchisees. Award winners serve as inspirational leaders to their peers, as they embody the core values of serving customers and commitment to the Maaco brand.

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CREF To Offer More Than $200,000 in Aid to Collision Students The Collision Repair Education Foundation (CREF) 2018 grant and scholarship application period is now open to high school and post-secondary collision students who will be attending career and technical schools and colleges in the fall.

The Foundation and its industry supporters offer more than $200,000 in grants and scholarships annually as

part of its mission to promote collision repair education and create quality candidates for entry-level job opportunities.

“The scholarship has been a blessing in relieving some of my financial obligations while in school so that I can complete my degree. With my apprenticeship throughout the education, I feel that I will be that much farther ahead when graduation comes and I am able to pursue a full-time job as a technician, rather than just a helper,” said Scotty George, a 2017 CCC scholarship recipient.

George will graduate this spring with a Bachelor’s of Science in Technology Management with an emphasis in Collision Repair Technology, and is currently employed at a collision repair center as a paint shop prepper and body man’s assistant.

“The benefit of learning about the field in school and the exposure to the projects and tools used in the classroom is that they go with me to work in the afternoon for real-world experience. This has really helped solidify the things that I’ve been learning and helped me get ahead, and even help teach my classmates from my real-world experience. As awesome as this opportunity has been though, an apprentice-type position doesn’t pay much, especially when you only get to work a couple of hours a day. It would have been near impossible to continue my education if I had had to solely pay for it myself,” continued George.

This year’s opportunities include the following: • 3M Hire Our Heroes Veteran Scholarships & Tool Grants

• ABRAAuto Body & Glass Tool Grants • Atlanta I-CAR Committee Scholarships

• Bob Smith Memorial Golf Outing Scholarships • Caliber Collision Tool Grants

• CCC Michael Salvatore Memorial Student Repair Technician Scholarships • Collision Repair Education Foundation Board of Trustees Scholarships • Sears VoTech Tool Grants

• The Lon Baudoux Legacy Scholarships

• Nashville I-CAR Committee Scholarship • PPG Automotive Refinish Scholarships • Snap-On Tool Grants

• Tim Clark Memorial Scholarships

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grants and scholarships is posted on its website, CollisionEducationFoundation.org. This year’s deadline to apply is Feb. 15, and winners are chosen and notified by phone or mail in April and May. Melissa Marscin, Collision Repair Education Foundation Director of Grant Programs, said, “We are thankful for the collision industry support we receive that enables us to continue our scholarship and grant program for 2018. We could not offer over $200,000 in awards this year without their generous support. I encourage all students to consider applying, as the awards can be life-changing [by] helping students graduate without debt or with a tool box ready for employment.”

The Collision Repair Education Foundation aims to support collision repair educational programs, schools and students to create qualified entrylevel employees and connect them with an array of career opportunities.

For more information, contact Melissa Marscin at scholarships@ed-foundation .org or 888-722-3787, Ext. 282.

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Elon Musk Promises Tesla Pickup Truck in Tweet

by Ethan Baron, The Mercury News

Even as Tesla struggles to deliver its entry-level Model 3 sedan to consumers amid plans to produce a compact SUV, an electric semi and a new Roadster, CEO Elon Musk is adding yet another vehicle to the company’s promised lineup.

Responding to a wishful tweet from a Canadian marijuana-seed vendor who said, “Need an electric pickup truck please,” Musk pledged on Twitter that his Palo Alto electric car company would grant the Vancouver Seed Bank’s wish.

“I promise that we will make a pickup truck,” Musk tweeted Dec. 26.

“Have had the core design/engineering elements in my mind for almost 5 years. Am dying to build it.”

Musk said in his tweet that the pickup would come “right after” the Model Y, which is to be a compact electric SUV, and is tentatively scheduled to go into production in mid-2019. The flamboyant CEO’s pickup truck confirmation follows his teaser from a July 2016 “master plan” document, in which he referred to a “new kind of pickup truck.” In April, Musk had tweeted that the pickup would be unveiled within 18 to 24 months.

After responding to the Vancouver Seed Bank—a company managed by a former would-be socialist politician who quit his Canadian federal candidacy over a video showing him dropping LSD—Musk gave some good news to a Twitter user who asked him if the pickup would be as large as, or larger than, the ubiquitous Ford F150 truck.

“Similar total size,” Musk tweeted.

“Maybe slightly bigger to account for a really gamechanging (I think) feature I’d like to add.”

According to Ford, a standard F150 is about 18 feet long, 7 feet wide and about 6 feet tall. Another Twitter user chimed in with hopes that the Tesla pickup’s purported game-changing feature would be a toilet.

Revelation of the apparently concrete plans for the pickup came soon after Tesla was roiled by another round of trouble. With every vehicle model so far plagued by production delays, Musk in November announced the entry-level Model 3 had been delayed as well, and was three months behind on its target delivery date.

Coming after hundreds of job losses—described by Musk as performance-related layoffs and by some critics as retaliation for attempted

unionization—the Model 3 delay was bad news for the closely watched firm, which in November also announced a $619 million quarterly loss, far higher than Wall Street had expected. The company is also facing three lawsuits alleging it ignored racism against black workers on its Fremont factory floor.

But Tesla and Musk received a welcome boost later in November after announcing Tesla would make an electric semi-truck, leading a number of major companies, including Walmart and Pepsi, to put down deposits for the potentially revolutionary transport vehicles.

In a surprise announcement during the semi-truck launch, Musk also revealed a prototype of a new Roadster, which he said would be the fastest production car in the world, going from zero to 60 miles per hour in less than two seconds and hitting a top speed of more than 250 miles per hour.

Tesla is taking reservations for that road rocket, which is to sell for $200,000, or $250,000 for one of the 1,000 “Founders Series” vehicles. Musk said the Roadster would be available in 2020.

We thank The Mercury News for reprint permission.

Applications Open fpr 2018 University of the Aftermarket Foundation Scholarships

Applications are being accepted online for the 2018 University of the Aftermarket Foundation scholarships, which are awarded to students planning automotive aftermarket careers. The application process is entirely electronic through the UAF scholarship website, www.automotive scholarships.com. The deadline to apply is March 31, 2018. The University of the Aftermarket Foundation and more than 30 additional organizations award automotive scholarships.

Your one complete online application will automatically be considered by every organization for which you meet their qualifications. More than 2,500 scholarships have been awarded by UAF and all the collaborating organizations since 1998. Students will be considered for UAF scholarships, and students from North Carolina, South Carolina, Tennessee and Virginia will be considered for the AAACT Scholarship Fund scholarships as well, in any course of study.

AAACT scholarships are open to any AAACT member in good standing, member’s employees or immediate family.

Bosch, ASA Partner for Advanced Collision & Diagnostic Training Webinar Series

ASA and Bosch will collaborate on a new diagnostics training series, covering major repair topics facing collision and mechanical shops.

The series will cover diagnostic tool selection, pre/post scanning, module reprogramming, advanced driverassist systems (ADAS) recalibration and more. Each webinar will take place at noon central time with a 30-minute training session, followed by a 15minute Q&A session. Live webinars will be free to all ASA members, registered collision repair and mechanical service shops. Recorded sessions of the webinar, however, will only be available to ASA member-shops.

The first webinar kicks off Jan. 17. The topic is Scanning the Future: Diagnostic scan trends every collision and mechanical professional should know. To register, visit: http://bit.ly/ 2EAREHJ Other webinars in the series include:

• Wednesday, Feb. 21 – In-House Money Makers: Diagnostic pre- and post-scanning in-house can make you money.

• Wednesday, March 21 – The Right Scan, The Right Way: Key scan tool

procedures for collision and mechanical repair.

• Wednesday, April 18 – You’ve Got the Power: Diagnostic power in your hands.

• Wednesday, May 16 – Recalibrating Safety: The road to repairing autonomous vehicles – collision avoidance system recalibration.

“We designed this Wednesday webinar series to be a convenient training tool for our members to get advanced training without leaving their shop. In addition, it offers prospective members a taste of the great training that is one of ASA’s strengths. We are excited to be partnering with Bosch, which is a respected leader in the automotive aftermarket,” said Tony Molla, ASA vice president.

Technicians and collision repair professionals will receive a certificate of completion from ASA and Bosch for attending each full class.

Those attending all five classes will receive a certificate of acknowledgment for completing the ASA-Bosch advanced collision diagnostics webinar training series.

For more information on ASA’s webinars, visit ASAshop.org/webinars.

52 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

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Austin 512.219.3172 512.219.6214 Fax M-F 7am-6pm Sat 9am-4pm mmitchell@audinorthaustin.com www.audinorthaustin.com

www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 53

3 Varying Assessments of Wholesale Car Price Changes

by Nick Zulovich, Auto Remarketing

As 2017 wound down, J.D. Power Valuation Services, KAR Auction Services and RVI Group all shared their wholesale price analysis for what happened in November.

The report that showed the greatest change came from J.D. Power Valuation Services, which indicated in its latest issue of Guidelines that wholesale prices of used vehicles up to 8 years in age fell by 4.2 percent in November.

“November’s loss was more than anticipated,” analysts said in the report.

“However, we expected some compensation towards the end of the year for the lift in demand and strengthening in prices associated with Hurricanes Harvey and Irma.”

After three consecutive months of increases, the J.D. Power Valuation Services’ Seasonally Adjusted Used Vehicle Price Index declined in November, softening by 1.6 points or 1.4 percent to settle at 113.0. Through November, the index is down 5.9 percent compared to the same period in 2016.

Meanwhile, according to ADESA Analytical Services’ monthly analysis of wholesale prices by vehicle model

class, values in November averaged $10,797. That figure represented a 1.6 percent drop compared to October, but a 1.2-percent lift relative to November 2016.

KAR Auction Services chief economist Tom Kontos pointed out that almost all segments saw monthover-month average price declines,

although full-size SUV/CUVs had a noteworthy uptick despite higher gas prices.

“Average wholesale prices in November were down month-overmonth more significantly than in October and, despite being up modestly on a year-over-year basis, are indicative of an end to the price boost from Hurricanes Harvey and Irma,” Kontos said in his latest installment of the Kontos Kommentary.

“Retail used-vehicle demand was soft for the month as well, al-

U.S. Auto Sales Forecasted to Fall Below 17 Million in 2018

by Sean Szymkowski, GM Authority

Many automotive forecasters agree that the end is nigh for record vehicle sales.

2017 will likely mark the first time since 2009 that auto sales will fall instead of grow. Final numbers won’t be available until January, but early figures peg the figure at around 17.2 million cars sold in the United States, which is down about 2 percent from 2016.

Next year, things will likely continue on the downward trend.

Automotive News reported that annual vehicle sales will likely fall below the 17 million mark in 2018.

That’s a major shift from what automakers have been accustomed to.

It will also shift how automakers market new vehicles and how generous incentives may be.

Thus far, the slow sales decline hasn’t worried automakers like General Motors because transaction prices have risen to create higher profit margins. GM still sees a steady market for new cars, and not a sharp decrease. Industry analyst Jessica Caldwell of Edmunds

made her predictions as well.

“That period of growth that we had grown accustomed to is obviously over, and the industry is starting to rightsize,” she said. “We could see a fight for market share.

They’re looking to keep their share, and if one company starts increasing their incentives, generally others follow.”

Right now, analysts project 16.7 to 16.8 million new cars sold in 2018, though that figure could fluctuate due to increased takehome pay with the inbound Trump tax cut legislation.

This year will be an important one for GM. The automaker will roll out the 2019 Chevrolet Silverado and 2019 GMC Sierra, and both play an integral part in the automaker’s healthy bottom line. The pickups also help finance mobility and self-driving car programs.

We thank GM Authority for reprint permission.

www.autobodynews.com

54 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

though CPO sales were solid,” he added. “Lingering truck demand in Texas in the aftermath of Harvey may have again contributed to the strength of midsize SUV/CUV prices in November.”

The team at RVI Group determined real used-vehicle prices (seasonally adjusted, 2- to 5-year-old vehicles) declined slightly on a year-over-year basis in November.

According to the RVI Used Car Price Index, real used-vehicle prices (after adjusting for MSRP) fell by 0.1 percent in November when compared to November of the previous year.

Similarly, month-over-month real used-vehicle prices declined by 0.1 percent. On a month-over-month basis, about half of the segments saw small gains in used car prices.

“Prices for used vehicles are stronger than expected due to higher demand for both new and used vehicles after the hurricane season damaged approximately 1 million cars,” RVI Group said.

Kontos offered more insights from ADESA’s November data when looking deeper into the market.

Kontos pointed out that average wholesale prices for used vehicles remarketed by manufacturers were up

0.9 percent month-over-month and up 7.3 percent year-over-year.

He also mentioned that prices for fleet/lease consignors dropped 2.3 percent sequentially, but ticked up 0.8 percent annually.

Kontos went on to state that average prices for dealer consignors were down 4.2 percent versus October, and up 3.7 percent relative to November 2016.

Turning back to Guidelines, J.D. Power Valuation Services projected how the December data might land.

Analysts projected that wholesale prices of vehicles up to 8 years in age are expected to decline by approximately 1 percent. That forecast is slightly less than what analysts recorded a year earlier, which was a dip of 1.7 percent.

In terms of its full-year expectations, J.D. Power Valuation Services pegged used-vehicle prices to drop by 5.6 percent in 2017, which would be 1.5 points higher than what the firm spotted for 2016.

We thank Auto Remarketing for reprint permission.

www.autobodynews.com

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ASA Supports U.S. Congressman Carter’s Vehicle Data Access Bill U.S. Congressman Earl “Buddy” Carter, R-GA, is developing an automotive data access bill that will create a stakeholder committee at the U.S. Department of Transportation, allowing policymakers to hear from all sides of the automated vehicle discussion and ensure the independent repairer has a seat at the table.

Both the National Highway Traffic Safety Administration (NHTSA) and the Federal Trade Commission (FTC) will be involved with the committee.

If enacted, Carter’s bill would establish a congressional advisory committee composed of representatives of the automotive aftermarket and other affected stakeholders. The committee is tasked with producing a comprehensive report on vehicle data, intellectual property protections, customer privacy, cybersecurity, vehicle safety, etc., within two years’ time. This bill would provide much-needed insight to Congress, as well as federal regulators. ASA supports this bill – all interested parties visit www.TakingTheHill.com and send a letter in support of Carter’s bill to their member of Congress.

AGRR Survey: What’s the Cost of Doing Business?

by Katherine Coig, glassBYTEs.com

Not getting paid in full for parts, time and labor is easily one of auto glass shops’ biggest grievances when it comes to working with insurers and Third Party Administrators (TPAs).

This, at least, is according to a recent survey conducted by AGRR magazine.

The cost of living varies greatly across the U.S., and for some rural or

small-town auto glass shops, what TPAs are willing to pay doesn’t cover all of the costs associated with operating a business.

“Most TPAs do not take into consideration the higher expenses of the more rural shops, travel time and expenses,” one survey respondent

noted. “The operating costs go up and all the TPAs do is look out for their bottom line without consideration for the shops. Example: Where else in this country can you get a shop labor rate of $35 per hour and nothing extra for shop materials and such?”

He’s not alone; it’s an issue body shops are dealing with as well.

According to an ongoing multi-state lawsuit against several major national insurance companies by auto body shops, State Farm has allegedly determined a method to set a market rate for repairs.

The lawsuit says State Farm uses a “half plus one” method, which calculates the total number of employees or work bays (whichever is fewer) in a market area and lists the shops from fewest employees or bays to the shop with the highest.

After the list is totaled, the half number, plus one, is chosen to set the market rate.

Therefore, if there are 10 auto repair shops in a market area, the shop listed at number six would de-

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termine the market labor price. However, the document states it is unclear how the method defines a market area.

“All TPAs treat those of us who are serving outlying rural communities as if we are in the city,” said another auto glass shop respondent, “rarely taking into account increased cost of doing business due to distance from suppliers.”

Another commented, “Insurance companies say they have surveyed the labor and material rates in our area.

They are not the least bit accurate. We operate in rural Colorado, and they try to classify us with the front-range rates. They need to be more accurate on their surveys.”

We thank GlassBYTEs.com for reprint permission.

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Subaru of Little Rock Little Rock (888) 690-8030 (501) 725-4375 Fax Mon.-Fri. 7-6; Sat. 7-3 micah@subaruoflr.com www.subaruoflittlerock.com COLORADO

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www.autobodynews.com | FEBRUARY 2018 AUTOBODY NEWS 55

Auto World Goes ‘Back to the Future’ With VW Microbus Design

by Daron Gifford, Automotive News

Many baby boomers felt a flashback in August when Volkswagen announced plans to start building a ‘60s-style microbus, called the I.D. Buzz, for delivery in 2022.

The auto industry, however, is looking at the move as another small step into the future, as the vehicle’s electric-modular structure is becoming a popular prototype these days.

Manufacturers and suppliers will need to monitor this possible paradigm shift closely; it could be a serious threat or a huge opportunity.

How big of a shift?

Imagine cars that are little more than a flatbed battery on wheels (think skateboard) with a variety of Legolike modules—pickup truck, minibus, luxury limo, camper, recreation vehicle or even air transport. (Airbus is working on the latter, believe it or not.)

Longer life That means instead of buying different vehicles, consumers can buy one cab-and-chassis battery and then snap on (or, more likely, bolt on) different top hats and modules. Such a system could increase the price of

one vehicle, but reduce the cost of two or more.

The vehicles could also last longer than cars and trucks today. A battery should run for 10 years (and

commodate unused modules.

For auto makers, part of what’s attractive about modular is that if they can get more vehicles off of a single platform or architecture, it drives down their amortized cost per unit, which helps improve their capital return on investment.

For VW, because it’s trying to shrink its numbered platforms globally, modular also fits into its plans well, as they can have this one larger platform, on which they can stick a box, or a truck, or a passenger vehicle on top. (Tesla Inc., unThe I.D. Buzz, shown as a concept, is part of VW's battery surprisingly, perhaps, also electric lineup is working on a modular can be used by utilities for storage af- minibus.) terward); fewer moving parts mean it could run well past 200,000 miles. Commercial use Someday, a million miles might be Manufacturers seem especially keen possible. Given the growing preva- to develop commercial uses. The I.D. lence of ride-sharing, miles will be- Buzz, for instance, comes in two come much more important to users models—one for cargo and the other than years on the road. for passengers, aimed at the ride-sharThe economic disruption from ing market. Amazon and UPS also are modular cars could be enormous for exploring the concept for freight and everyone—auto manufacturers, sup- container shipping, as are startups, pliers, even home builders; garages such as NEXT in Silicon Valley. might have to be built larger to acIn the past, some auto makers

Uptick in Domestic Auto Sales; Vehicle Repair, Insurance Prices Also Increase

by Katherine Coig, glassBYTEs.com

Domestic sales for new autos experienced an uptick November to December. According to the latest

figures from the Bureau of Economic Analysis (BEA), U.S. automotive unit retail sales increased by 6 percent, or 20,900 units, on a month-over-month basis.

Year over year, domestic auto sales dropped 18.2 percent—to 366.6 thousand in December 2017 from 448.0 thousand in December 2016.

Here are the BEA’s latest figures: The Bureau of Labor and Statistics (BLS) also updated the consumer price index for November 2017.

The index for motor vehicle maintenance and repair increased year over year by 1.3 percent, while month-over-month figures remained stagnant.

The index for insurance continues an upward trajectory, increasing by 8 percent on a year-over-year basis. October to November also increased, up 0.8 percent.

Consumer Price Index: Insurance and Repairs The index for motor vehicle repairs and insurance.

We thank GlassBYTEs for reprint permission.

56 FEBRUARY 2018 AUTOBODY NEWS | www.autobodynews.com

used common platform architectures to achieve a degree of limited modularity. The RV customization industry has been utilizing Ford Econoline vans for years. And if you remember it, General Motors tried with the Pontiac Aztek and its optional camper pop-up. Then there is the Chrysler minivan, which has folding seats for cargo space and has spawned numerous imitators, as well as a devoted following.

What’s novel about the I.D. Buzz, specifically, may be the ability to efficiently use space with a common unibody vehicle architecture for a variety of configurations, which should expand the utility of the modular concept well beyond what has been seen before.

And who knows? Much the way VW’s Bug and Microbus changed the automotive world 50 years ago, the company’s I.D. Buzz could do the same in the 21st century.

We thank Automotive News for reprint permission.

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The Future of Takata Airbag Claims

by Jane Mundy, LawyersandSettlements.com

At the beginning of last year, Takata—the automotive parts company behind the largest automotive recall in the nation’s history—entered into a plea agreement with the United States Department of Justice (DOJ). The company then declared bankruptcy a few months later, setting off an avalanche of legal filings throughout the world, with an international corporate restructuring effort continuing to this day.

“It’s critical to remember that as this process plays out, consumers have and will continue to be hurt and killed by rupturing airbags,” says attorney Frank Melton of Newsome Melton, PA. Unfortunately, things will continue to grow more complicated for those consumers in the months and years to come.

“We are at a critical juncture in the Takata airbag litigation,” says Melton. “Over the next few weeks, the Delaware Court presiding over the Takata bankruptcy proceeding will review and rule upon Takata’s proposed reorganization plan; that ruling will have permanent ramifications for current and future Takata

airbag victims.”

Melton explains that while the Takata-DOJ plea deal set aside a fund of money for current and future Takata airbag injury victims, that pot is very limited.

“The headlines stated that Takata agreed to establish a $1 billion restitution fund. But only $125 million of

into a bankruptcy trust for compensation.

“Channeling injunctions have been used in the past, but only rarely, and typically in the asbestos context,” explains Melton. “What is rather unique, and I think unheard of, in this case is that the proposed injunction would extend beyond just

that fund was set aside for consumers.

The rest was earmarked for the auto manufacturers.”

So where can consumers look for relief in the years to follow? The answer to that question is currently up in the air, and may very well be determined by the Delaware bankruptcy court.

Back in November, Takata filed its proposed reorganization plan. Part of that plan calls for the imposition of a so-called “channeling injunction,” which would funnel current and future injury and death claims

Takata—the debtor—and would include third-party automakers that used Takata’s airbags in their vehicles.”

The Bankruptcy Code only references channeling injunctions in one place—Section 524(g). This section was enacted back in the 1990s, and essentially acted to retroactively bless a bankruptcy court’s action in an asbestos proceeding. Notably, Section 524(g) is specific to asbestos, and contains several specific constraints on the use of a channeling injunction, including the require-

“It’s critical to remember that as this process plays out, consumers have and will continue to be hurt and killed by rupturing airbags,” —Frank Melton

Driverless Car ‘Guidelines” Allegedly Not Working

by David A. Wood, CarComplaints.com

Auto safety organization Consumer Watchdog says self-driving car companies are taking advantage of the government’s hands-off approach to matters of safety by failing to provide reports about the safety of the technology.

Since the National Highway Traffic Safety Administration (NHTSA) created its 12-point safety “voluntary guidelines” for autonomous companies, only Waymo (Google) has published a safety report. And even with that, Consumer Watchdog says Waymo’s report reads more like a marketing brochure than a detailed safety report of self-driving car technology.

Instead of doing its job by creating and enforcing safety regulations that must be met by driverless car companies, NHTSA is allowing manufacturers to provide safety reports when they feel like doing it.

Consumer Watchdog says this has made public highways nothing more than laboratories where humans are guinea pigs—proof that NHTSA’s voluntary guidelines don’t work.

When a company doesn’t publish details about its autonomous technology because it doesn’t have

to, the public is left in the dark about what is taking place on local roads and highways.

Consumer Watchdog says if it wasn’t for California, the driving public would know nothing about how self-driving technology is working.

Driverless car companies in California require permits from the Department of Motor Vehicles and crash reports must be filed within 10 days of an incident. Additionally, yearly “disengagement reports” must be provided that explain when the autonomous technology failed.

Seven companies were approved for testing of driverless cars in 2014, which required those companies to file disengagement reports with the California DMV by Jan. 1, 2016. However, today there are 19 companies that are required to provide reports. The DMV says it expects to release those reports in January 2018.

Previous data indicates why human drivers are monitoring the skills of the computerized cars. For example, Mercedes-Benz drivers had to take control of the driverless cars 1,051 times out of 1,739 miles driven.

We thank CarComplaints.com for reprint permission.

ment that 75 percent of the current asbestos claimants vote in favor of the injunction.

“The procedural mechanisms for asbestos channeling injunctions—including the notice and voting requirements—in Section 524(g) clearly do not apply to non-asbestos cases. So it’s not clear what procedures would have to be observed in the Takata bankruptcy proceeding, or whether such an injunction could or would ultimately withstand appellate review,” says Melton.

The proposed Takata reorganization plan states that the channeling injunction will be subject to a separate vote.

“The vote will take place in the next few weeks. That’s why it’s critical for consumers to contact an attorney immediately if they or a loved one may have a Takata airbag injury or death claim,” explains Melton.

“The time for their voice to be heard is now; if they wait, it will likely to be too late to do what is necessary to protect their rights.”

We thank LawyersandSettlements .com for reprint permission.

www.autobodynews.com

Meet Hundreds of Entry-Level Candidates at CREF’s Career Fairs

by Chasidy Rae Sisk

If you are an industry member facing an aging workforce or in need of additional entry-level staff, “you need to connect with the Collision Repair Education Foundation (CREF) in 2018 to

Students at past career fairs connect with industry companies looking to hire new talent

participate in one of our scheduled career fairs and/or get involved with local schools,” says Brandon Eckenrode, Director of Development for CREF. As 2018 begins, the Collision Repair Education Foundation (CREF) is gearing up for its next round of career fairs, which will be a bit different from how they’ve been in the past.

According to Eckenrode, “We are collaborating with TechForce Foundation to make these transportation career fairs, allowing us to invite participation from a wide variety of programs (collision, automotive service, heavy duty, diesel, etc.) Business students will also be invited to participate, and these events continue to be available to all collision repair industry members.”

The first career fair in 2018 will take place in Tampa, FL, on Feb. 14, followed by the event in Miami, FL, on Feb. 16. On March 1, a career fair will be held in San Antonio, TX, while the career fair on March 16 will be held in Los Angeles, CA. Six career fairs are currently scheduled for April: Chicago, IL, on April 6; Phoenix, AZ, on April 7; Denver, CO, on April 12; Greensboro, NC, on April 18–19; Atlanta, GA, on April 24; and Boston, MA, on April 26.

CREF and TechForce Foundation also hope to hold career fairs in Dallas, Houston and Nashville this spring, but dates have not yet been confirmed. To get more information on participation in these career fairs, contact Eckenrode at Brandon.Eckenrode @ed-foundation.org.

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