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NC Auto Body Shops Taken to Court Over Deceptive Practices Attorney General Josh Stein filed a lawsuit Sept. 25 against Sterling Paint & Body, LLC, Collision Warehouse, LLC, Sterling Gabriel and Nichole Gabriel over auto repair schemes in the Charlotte, NC, area. The suit alleges that these defendants pretend to be associated with car insurance companies to push consumers to turn their cars over for repair, begin repairs without owner authorization and charge car owners additional fees before returning their vehicle. The lawsuit seeks a temporary restraining order, preliminary injunction, restitution and civil penalties for victims. “Businesses have a responsibil-

ity to treat their customers fairly,” said Attorney General Stein. “My office will take action against untrustworthy businesses.” The suit alleges that the defendants contact car owners involved in car accidents and sometimes claim to be calling on behalf of a car insurance company dealing with the accident. The defendants then ask the owners to bring their cars in for repair and ask owners to sign forms related to the transaction. However, these forms may actually include a power of attorney authorizing the defendants to complete repairs, negotiSee Deceptive Practices, Page 12

Did the John Eagle Decision Change Anything? by Gary Ledoux

The John Eagle decision of October 2017 was one of the most momentous in the history of the collision repair industry in America. Because Dallas-based John Eagle Collision Center did not follow OE repair procedures to repair some hail damage on a 2010 Honda Fit, resulting in severe physical and emotional harm to owners Matthew and Marcia Seebachan in a subsequent accident, attorney Todd Tracy represented the couple in a civil lawsuit which they won, forcing the shop to

pay $31.5 million in damages. Almost a year has gone by since then. Plenty of magazine articles have been written and seminars have been provided by Tracy and auto body associations about the effects of the lawsuit and how shops can protect themselves from experiencing a similar situation. Some ad-hoc conversations with shop owners and spurious social media postings by both shop owners and techs indicate that some shops have taken the John Eagle case seriously and made some positive changes See John Eagle Decision, Page 18


Vol. 9 / Issue 9 / November 2018

Panel Says Struggle to Get Paid for Scans a Subset of Larger Debate About OEM Procedures by John Yoswick

For Wayne Weikel, the question isn’t whether collision shops should be compensated for the vehicle scans the automakers say are a part of proper repairs. Scanning, Weikel said, is just one aspect of OEM repair procedures that collision repairers should be following and for which insurance companies should pay. “Insurance companies have actuaries designed to price insurance policies. Auto manufacturers have engineers that can tell you how to fix a vehicle correctly. I don’t see how we conflate the two,” said Weikel, senior director of state government affairs for the Alliance of Automobile Manufacturers. Shops, he said, shouldn’t be

Wayne Weikel of the Alliance of Automobile Manufacturers said collision repairers should follow OEM procedures—and be paid for doing so

placed in a situation of making the proper repair without proper payment. “That, we think, is wrong,” Weikel said. “The problem here isn’t whether there is a solution. The solution is that we need to use OEM procedures every time. The problem is making sure shops get paid for See Paid for Scans, Page 26

Jittery Days Remain for U.S. Auto Industry, Despite Trade Pact ‘Fight Over’, Ford Cutting Jobs by Bill Koenig, AdvancedManufacturing.org

The U.S. auto industry has seen one major headache go away. However, that doesn’t mean industry jitters have ceased. The Trump administration announced Sept. 30 that Canada will be part of a new trade agreement with the U.S. and Mexico. That will, essentially, preserve an automotive supply chain extending across the three countries that formed because of the North American Free Trade Agreement. “Aside from avoiding disaster, there really wasn’t much to gain or lose” in the new agreement, said Kristin Dziczek, a vice president of the Center for Automotive Research (CAR; Ann Arbor, MI) in an e-mail interview. “There will be some movement of supply chains to North American on the margins.” NAFTA will get new “brand-

ing.” It’s now going to be called the U.S.-Mexico-Canada Agreement, or USMCA. “USMCA. That’ll be the name, I guess, that, 99 percent of the time, we’ll be hearing: USMCA,” President Donald Trump said Oct. 1, according to a White House transcript. “It has a good ring to it.” Of course, Trump isn’t neutral. He criticized NAFTA when he ran for office. “I have long contended that NAFTA was perhaps the worst trade deal ever made,” he said in discussing the new deal. “To me, it’s the most important word in trade because we’ve been treated so unfairly by so many nations all over the world. And we’re changing that.” One Fight Down…

See Jittery Days Remain, Page 60



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NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

CONTENTS Cox Automotive Estimates Vehicle Loss From Hurricane Michael . . . . . . . . . . . . . . . . 3 Fire Breaks Out at Rossville, GA, Auto Body Repair Shop . . . . . . . . . . . . . . . . . . . . . . . . 12

Sisk - Collision Career Institute Addresses Technician Shortage . . . . . . . . . . . . . . . . . . 54 Yoswick - Stats From 20 Years Ago Indicate Shop Labor Rates Haven’t Kept Up With Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Florida Poly To Research Driverless Vehicles . . . 8 GA Body Shop Creates Hummer Contest To Support Local Fire Dept. . . . . . . . . . . . . . 16 Hurricane - Flooded Cars Will Be On Sale Soon . 12 Hurricane Florence: What Can We Expect for the Automotive Industry? . . . . . . . . . . . . 10 NABC Coordinates Vehicle Donation for Norfolk, VA, Mother of 4 . . . . . . . . . . . . . . . 22 NC Auto Body Shops Taken to Court Over Deceptive Practices . . . . . . . . . . . . . . . . . . . 1 VA Auto Body Tech Students Receive Kia Sorento From Allstate . . . . . . . . . . . . . . . . . 11 Volvo’s 1st American Car Factory Starts Mass Production in SC . . . . . . . . . . . . . . . . . 6

NATIONAL All 2019 Civic Models To Feature Honda Sensing Technology . . . . . . . . . . . . . . . . . . 64 ALLDATA Wins 2018 PTEN Innovation Awards, Continues To Win at NACE . . . . . . . 64 ASA, AutoInc. Announce ‘Top 10’ Website Winners . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

Body Shop Owner Finds Damage on Used Vehicle With Clean CARFAX Report . . . . . . . 58 CCC Collision Parts E-commerce Solution . . . . 58 Collision Industry Red Carpet Awards Breakfast To Take Place at SEMA


Dave Luehr on ‘Simple, Effective Scheduling’ . 19

Anderson - 4 Questions To Consider Ahead

Florence Impact on Insurers Tempered by

Estimate Line Item . . . . . . . . . . . . . . . . . . . 52 Attanasio - Let Your Customers Become Your Brand Ambassadors With Ad Specialties . . . . . . . . . . . . . . . . . . . . . . . . . 38 Chess - Squeeze Type Resistance Spot Welding, Shop maintenance and Safety. . . . . . . . . . . 44 Ledoux - Did the John Eagle Decision Change Anything?. . . . . . . . . . . . . . . . . . . . . 1 Ledoux - OE Shop Certification Programs: Porsche . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Phillips - How the Recycled Part Procurement Process Continues to Improve . . . . . . . . . . . 24 "Phillips - The Best Body Shops’ Tips: How to Take Great Photos to Support Your Estimates" . . . . . . . . . . . . . . . . . . . . . . . . . 20 Sisk - ASA, Cintas Offer Webinar on ‘Ensuring Safety in Every Corner’ . . . . . . . . . . . . . . . . 28

• CIECA: Electronic Commerce of the Year Award & Outstanding Achievement Awards • I-CAR: I-CAR Chairman’s Award, Jeff Silver Award and Russ Verona Memorial Award • NABC: Award of Distinction and Body Shop Image Award • SCRS: March Taylor Kina’ole Award and Affiliate Association Award • AMI: AMI Graduating Class of 2018

As part of the morning ceremony, SCRS will deliver the March Taylor Kina’ole Award. The Hawaiian word Kina’ole is the embodiment of excellence in the highest form. It is often defined as “Doing the right thing, in the right way, at the right time, in the right place, to the right person, for the right reason, with the right feeling, the first time.”

BASF To Host Educational Sessions at SEMA. . 11

on Weds. 7:30 AM . . . . . . . . . . . . . . . . . . . . . 3

of Negotiating for Any ‘Not-Included’

The Society of Collision Repair Specialists (SCRS) invites the industry to attend the second annual Collision Industry Red Carpet Awards Breakfast at the 2018 SEMA Show. This event will be free to attend and held on Wednesday, Oct. 31 from 7:30–9:30 a.m. in Ballrooms D–E at the Westgate Las Vegas Resort and Casino. Seating for breakfast will be on a first come, first served basis and will be limited to 200 available seats. The event will feature some of the most prestigious awards and recognitions from industry organizations that highlight standout individuals and businesses in the collision repair industry, including: • Body Shop Business: Executive of the Year Awards (Independent and MSO)

Mostly Uninsured Flood Losses . . . . . . . . . . . 4 Gerber Collision & Glass Opens in Kennewick, WA . . . . . . . . . . . . . . . . . . . . . . 27 Jittery Days Remain for U.S. Auto Industry, Despite Trade Pact ‘Fight Over’, Ford Cutting Jobs . . . . . . . . . . . . . . . . . . . . . . . . . 1 Latest ‘Who Pays for What?’ Survey Open . . . . 60 Musk Blames Trailer Shortage for Tesla’s Model 3 Delivery Delays . . . . . . . . . . . . . . . 62 Panel Says Struggle to Get Paid for Scans a Subset of Larger Debate About OEM Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PGW Auto Glass Raises Prices Following Tariff. . 60 Subaru Destroys 293 Ascent SUVs After Coding Error Leads to Unsafe Cars . . . . . . . 63 U.S. DOT Announces Roadway Fatalities Down . 33 WIN Kicks Off 2019 #ALLIN4WIN Membership Drive. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6



Collision Industry Red Carpet Awards Breakfast To Take Place at SEMA on Weds. 7:30 AM

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

Serving Florida, Georgia, Alabama, Mississippi, Virginia, West Virginia, Tennessee, North Carolina, South Carolina 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.

Audi Wholesale Parts Dealers . . . . . . . . . . 59 AutobodyLaw.com . . . . . . . . . . . . . . . . . . 36 AutoNation Collision Parts . . . . . . . . . . . . . 13 Axalta Coating Systems . . . . . . . . . . . . 5, 11 BASF Automotive Refinish Coatings . . . . . 23 BMW Wholesale Parts Dealers . . . . . . . . . 63 Braman Miami . . . . . . . . . . . . . . . . . . . . . 17 Carcoon America Airflow Systems. . . . . . . 38 Certified Automotive Parts Association . . . 18 Chicago Pneumatic Compressors . . . . . . . 16 Classifieds . . . . . . . . . . . . . . . . . . . . . . . . 66 Coggin Deland Honda . . . . . . . . . . . . . . . . 54 Dale Earnhardt Jr. Chevrolet . . . . . . . . . . . 12 Dent Magic Tools . . . . . . . . . . . . . . . . . . . 24 Diamond Standard Parts . . . . . . . . . . . . . . 53 Dominion Sure Seal . . . . . . . . . . . . . . . . . 32 Dynabrade, Inc . . . . . . . . . . . . . . . . . . . . . 25 ECS Automotive Concepts . . . . . . . . . . . . . 42 EMS Automotive . . . . . . . . . . . . . . . . . . . . 40 Equalizer Industries, Inc . . . . . . . . . . . . . . 33 Ford Wholesale Parts Dealers . . . . . . . . . . 60 GM Wholesale Parts Dealers . . . . . . . . . . . 65 Gus Machado Ford . . . . . . . . . . . . . . . . . . 56 GYS Welding USA . . . . . . . . . . . . . . . . . . . 22 Hendrick Automotive Group. . . . . . . . . . . . 43 Hendrick Automotive Group of Charleston . 68 Hendrick BMW/MINI . . . . . . . . . . . . . . . . . 44 Hendrick Honda Pompano Beach . . . . . . . 46 Hendrick Kia Cary . . . . . . . . . . . . . . . . . . . 51 Hendrick Kia Concord . . . . . . . . . . . . . . . . 51 Honda-Acura Wholesale Parts Dealers . . . . . . . . . . . . . . . . . . . 29, 30-31 Hyundai Wholesale Parts Dealers . . . . . . . 62 Jim Cogdill Chrysler-Dodge-Jeep-Ram . . . 20

Jon Hiester Automotive . . . . . . . . . . . . . . . 48 Kernersville Lexus-CDJR-GM . . . . . . . . . . 39 Kia Motors Wholesale Parts Dealers . . . . . 61 Killer Tools & Equipment Corp . . . . . . . . . . 19 Launch Tech USA . . . . . . . . . . . . . . . . . . . 67 Lexus Wholesale Parts Dealers . . . . . . . . . 63 Malco . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Mercedes-Benz . . . . . . . . . . . . . . . . 9, 34-35 Mercedes-Benz Wholesale Parts Dealers . 64 MINI Wholesale Parts Dealers . . . . . . . . . . 63 Mirka USA . . . . . . . . . . . . . . . . . . . . . . . . . 6 MOPAR Wholesale Parts Dealers . . . . . . . . 37 O’Reilly Auto Parts . . . . . . . . . . . . . . . . . . 47 Polyvance . . . . . . . . . . . . . . . . . . . . . . . . . 26 Porsche Wholesale Parts Dealers . . . . . . . 64 PPG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Radley Chevrolet. . . . . . . . . . . . . . . . . . . . 58 RBL Products . . . . . . . . . . . . . . . . . . . . . . 41 Rick Hendrick Chevrolet Naples . . . . . . . . 52 Rick Hendrick MOPAR Southeast Wholesalers . . . . . . . . . . . . . . . . . . 14-15 Riverside Ford-Lincoln . . . . . . . . . . . . . . . 50 Robaina Industries, Inc . . . . . . . . . . . . . . . 49 SATA Dan-Am Company . . . . . . . . . . . . . . . 7 Sherwin-Williams Automotive Finishes . . . 21 Smith Kia . . . . . . . . . . . . . . . . . . . . . . . . . 55 Southside Kia . . . . . . . . . . . . . . . . . . . . . . 45 Spanesi Americas . . . . . . . . . . . . . . . . . . . 10 Subaru Wholesale Parts Dealers . . . . . . . . 57 Symach . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Tameron Hyundai . . . . . . . . . . . . . . . . . . . 56 Volkswagen Wholesale Parts Dealers . . . . 62 West Broad Hyundai . . . . . . . . . . . . . . . . . 50 YesterWreck . . . . . . . . . . . . . . . . . . . . . . . . 8

Autobody News Box 1516, Carlsbad, CA 92018; (800) 699-8251 (760) 603-3229 Fax www.autobodynews.com news@autobodynews.com

autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


Florence Impact on Insurers Tempered by Mostly Uninsured Flood Losses by Amy O’Connor, Insurance Journal

Insurance industry losses from Hurricane Florence, which hit the Carolinas mid-September as a Category 1 storm, will be manageable and not have a severe impact on insurers, according to experts. As the storm turned out to be less of a wind event and with flood excluded on most homeowners’ insurance policies, it is expected that insurers will not experience the significant losses that were initially feared. However, uninsured flood losses could cost nearly $20 billion, by some estimates. “All indications we have seen is [Florence] was more of a flood event than wind issue,” said Brian O’Neill, executive vice president for JLT Re’s National Catastrophe Practice. According to Fitch Ratings, wind speeds from Florence diminished as the storm approached the U.S. coast and Florence was downgraded to a Category 1 hurricane before making landfall in North Carolina on Sept. 14. Fitch said the level of wind-related damage to property is expected to be modest as a result of the significant decline in wind speeds, limiting losses to primary property insurance writers. Catastrophe modeling firm AIR Worldwide estimated that industry insured losses from Florence’s winds and storm surge will range from $1.7 billion to $4.6 billion. Losses include downed trees that caused damages to homes and automobiles, downed utility poles and shingle loss with isolated cases of more extensive roof damage. Karen Clark & Co. said it expects insured losses from Hurricane Florence will reach $2.5 billion. That estimate includes insured losses to residential, commercial and industrial properties. CoreLogic said Sept. 24 that it estimates wind losses will total between $1 billion and $1.5 billion. State Farm, the number one insurer in both North and South Carolina, said in North Carolina it has received approximately 2,280 auto claims totaling about $2.5 million, and approximately 15,000 homeowner claims totaling $2.7 million related to Hurricane Florence as of Sept. 24. 4

In South Carolina, State Farm had received approximately 560 auto claims and 1,800 homeowner claims. The insurer has paid approximately $749,000 in homeowner claims and approximately $498,000 in auto claims as of Sept. 25. It expects these numbers will increase as customers discover and report claims/damage.

This enhanced satellite image made available by NOAA shows Hurricane Florence off the eastern coast of the United States on Wednesday, Sept. 12, 2018 at 5:52 p.m. EDT. Credit: NOAA via AP

North Carolina Insurance Commissioner Mike Causey said the North Carolina Joint Underwriting Association, the state’s insurer of last resort, had received 50,000 claims so far. “From a property insurance point of view, [Florence] is insignificant,” said Gary Marchitello, head of Property Broking for Willis Towers Watson. “Clearly from a number magnitude, dollar magnitude, it is not going to be significant at all to the insurance industry.” Fitch Ratings said it expects limited or no rating actions for the private insurance industry from Florence. Analyst firm Keefe, Bruyette & Woods (KBW) said primary insurers will have “meaningful Florence exposure, but losses should be absorbed within 3Q18 catastrophe provisions.” Because of improvements in catastrophe modeling, Marchitello noted that “it’s becoming increasingly unlikely that a weather event or geological event would catch insurers off guard.” Flood Losses Fitch noted that flood losses will significantly contribute to overall losses from Florence as storm surge and historic levels of rainfall inundated

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

coastal areas as well as a significant number of inland counties, but most of these losses will be incurred by the National Flood Insurance Program or are uninsured. The slow-moving storm stalled over the Carolinas, bringing as much as 40 inches of rain in some parts. AIR said preliminary reports from the National Weather Service noted that more than 35.93 inches fell in Elizabethtown, NC, breaking the record set by Hurricane Floyd in 1999, and more than 30 inches of rain fell on Swansboro, NC. Many other locations received more than 20 inches. For many residents in the Carolinas, flood losses from Hurricane Florence will be uninsured as standard homeowners’ insurance policies typically do not cover the peril. The take-up rate for coverage from the NFIP is low. CoreLogic noted that NFIP insures a total of 445,000 residential and commercial policies in North Carolina, South Carolina and Virginia, which was also impacted by the storm. Just over 134,000 homeowners in North Carolina have insurance through the NFIP, according to Causey. “I was very disappointed by the small number of flood insurance policies in force in North Carolina,” Causey said. “We certainly have much more water damage than wind damage, and unfortunately, these people that think they may have coverage when they file those homeowners’ claims are going to find out floods aren’t covered.” The take-up rate of flood coverage commercially is much higher, said Marchitello, as companies buy some degree of coverage, but that is usually subject to a sublimit. CoreLogic estimated total flood losses for residential and commercial properties in the Carolinas and Virginia will be between $19 billion and $28.5 billion. The catastrophe modeling firm said about 85 percent of the residential flood loss is uninsured and is estimated to total between $13 billion and $18.5 billion. Insured flood loss covered by the private insurance market will total about $4.5 billion to $7.5 billion in North Carolina and about $1 billion to $2 billion in South Carolina, CoreLogic said. Its analysis includes residential

homes and commercial properties, including contents and business interruption and does not include broader economic loss from the storm. Neither AIR nor KCC included NFIP flood losses in their loss estimates. Causey said the NFIP had received 10,000 claims in the state and paid out about $10 million as of Sept. 25. The Associated Press reported that North Carolina Gov. Roy Cooper said that nine of the state’s river gauges were at major flood stage and four others were at moderate stage as of Sept. 22, while parts of Interstates 95 and 40 will remain underwater for another week or more. Economic Losses AP said an economic research firm estimated that Hurricane Florence has caused around $44 billion in damage and lost output, which would make it one of the top 10 costliest U.S. hurricanes. The top disaster, Hurricane Katrina in 2005, cost $192.2 billion in today’s dollars, while last year’s Hurricane Harvey cost $133.5 billion. Moody’s Analytics estimates Florence has caused $40 billion in damage and $4 billion in lost economic output, though the company stressed that the estimate is preliminary and could go higher or lower, AP said. In South Carolina, the AP reported crop damage was estimated at $125 million so far, according to Gov. Henry McMaster. North Carolina likely won’t have preliminary crop damage estimates until early October, state Agriculture Commissioner Steve Troxler told the AP in September. Five of North Carolina’s top six farming counties are within the hardest-hit areas in the eastern part of the state. “I think it’s easily going to be in the billions of dollars,” Troxler said in an interview with AP, calling the damage “catastrophic” and “unbelievable.” South Carolina Gov. McMaster has estimated damage from the flood in his state at $1.2 billion, AP said. We thank Insurance Journal for reprint permission.


autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


WIN Kicks Off 2019 #ALLIN4WIN Membership Drive

The Women’s Industry Network (WIN®) is excited to announce the kick-off of the annual #ALLIN4 WIN Membership Drive. The drive runs through Dec. 31 and offers special membership pricing of $105 for the remainder of 2018 and all of 2019. Additionally, anyone who joins or rejoins WIN during the drive will be entered into a grand prize drawing for a free 2019 WIN Education Conference

registration fee. WIN membership is open to everyone in every segment of the North American collision repair industry. “Our 2019 #ALLIN4WIN Membership Drive is about promoting the benefits of WIN membership and providing networking and connection opportunities,” stated April Lausch, co-chair of WIN’s membership committee. “I encourage you to become a WIN member. WIN’s mission is to engage women in our industry through education, networking


and sharing of resources.” A major focus of the membership drive will be the #ALLIN4WIN 24 Hour Membership Challenge on Wednesday, Oct. 10. The challenge will kick off following a 2 p.m. EST webinar titled “Developing a WINner’s Mindset - Pun Intended!” presented by David Luehr, owner of Elite Body Shop Solutions. “Right now is the greatest time in history to be in the collision repair business, but only for those with the right mindset,” stated Luehr. The webinar will provide the foundational elements of the mindset for success in the industry. “Dave delivered this presentation at NACE 2018, and we are thrilled to have him present to our membership,” stated Michelle Sullivan, WIN chair. The educational webinar is open to all participants in the collision industry at no charge. Registration is now open for the webinar using the following link: https:// events.genndi.com/channel/WIN WebinarOct2018. To become a WIN member at the Membership Drive rate, please visit: womensindustrynetwork.com.

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

Volvo’s 1st American Car Factory Starts Mass Production in SC

Volvo has two manufacturing plants and an engine facility in Volvo Cars recently started produc- Europe, three manufacturing sites tion on its S60 mid-size sedan from and an engine factory in China the company’s first American man- and assembly plants in India and ufacturing factory in Ridgeville, SC. Ma-laysia. The South Carolina factory is 2.3 million square feet and includes a body shop, paint shop, final assembly facility, vehicle processing center, office building and a Volvo Cars University, which has yet to be finalized. The Ridgeville factory will build Volvo’s next-generation XC90 SUV beginning in 2021, Volvo’s first U.S. plant has started mass production of and both car lines will the S60 sedan. Credit: Volvo be able to produce up to The first cars will arrive at 150,000 cars annually. American retailers later this year with global distribution slated to We thank Electronics 360 for reprint permission. begin in the spring of next year. by Peter Brown, Electronics 360




autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


Florida Poly To Research Driverless Vehicles by Janelle Irwin Taylor, Florida Politics

Florida Polytechnic University is launching a program to further the development and testing of autonomous vehicle technology, the school announced Sept. 18. The Advanced Mobility Institute (AMI) is the first of its kind in Florida and one of the largest centers in the nation specialized in testing and verifying autonomous vehicle technology, according to the Lakeland-based school. AMI’s addition to Florida Poly’s already-robust advanced vehicle technology programs positions Tampa Bay well for future transportation technology companies who will have access to graduating students with hands-on experience in the industry. Research includes early detection of dangerous scenarios, stress test sensors, object recognition, electromagnetic interference and humanmachine verification. The institute will also focus on public outreach and education, which Florida Poly hopes will show that autonomous vehicle (AV) technology is achievable. The “technology has the poten-

tial to have an impact as significant as the internal combustion engine,” said Dr. Rahul Razdan, senior director for special projects at Florida Poly. “However, to reach its potential, a quantum leap is necessary in the verification of these technologies. Without this work, the full capabilities of AV technology will not be realized.”

ogy and various different types of road sensors. Once completed, SunTrax will include a 2.25-mile test track designed to accommodate high speed with multiple lanes of travel that could be used for driverless vehicle testing. The infield portion of the track, which will be 200 acres, will include

AMI will also work on establishing industry partnerships with emerging businesses studying and creating driverless vehicle technology. Florida Polytechnic is also home to SunTrax, a testing facility developed by Florida’s Turnpike Enterprise next to the Florida Poly campus. AMI is already working with that program. SunTrax tests advanced automotive technologies necessary for furthering vehicle automation, including things like connected vehicle technol-

a simulated downtown urban area to test transit, pedestrian and bicycle interactions with autonomous vehicles. “SunTrax will be the first step in building the surrounding area into a destination for the development of this quickly advancing technology, while providing Florida Poly a unique opportunity for its students to participate in the testing and development of transportation and mobility innovations,” said Paul Wai, executive director and CEO of Florida’s Turnpike Enterprise.

“With the AMI and our growing autonomous vehicle education program, I see Florida Poly positioning itself as a leader in the applied research and development of this emerging technology.” — Dr. Randy K. Avent

Cox Automotive Estimates Vehicle Loss From Hurricane Michael by Jonathan Smoke, Cox Automotive

Hurricane Michael hit the Florida Panhandle Oct. 10 as a strong Category 4 hurricane. Reports from the National Hurricane Center indicate maximum sustained winds of 145 mph—a major weather event. Looking at the area to be most affected by the storm, the Cox Automotive Industry Insights team estimated that vehicle loss rates will be lower than—perhaps half---the numbers lost in Hurricane Florence in September. Hurricane Michael is directly hitting a less densely populated section of Florida, and the fast- moving nature of the storm will likely mean less-severe flooding inland, away from the storm surge. Property damage will likely

be significant due to flooding at the coast, but evacuations will help reduce the number of vehicles lost. Considering vehicle registrations, population and the nature of the event, vehicle losses will likely be in the range of 10,000 to 20,000. While significant, that volume should have minimal impact on the overall U.S. auto industry. As both new- and used-vehicle inventories are relatively low, Cox Automotive is expecting temporary upward pricing pressure in the areas most impacted by the storm, particularly on the used-vehicle side. Any vehicle loss is a tragedy and hardship for someone. Fortunately, in this case at least, loss volume will be relatively low. We thank Cox Automotive for reprint permission.

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NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

Florida Poly President Dr. Randy K. Avent said that AMI and its partnership with SunTrax will be an integral piece of the advancement of AV technology in the state. “The Advanced Mobility Institute is another way in which Florida Poly is working to research solutions to the challenges of implementing connected and autonomous vehicle technology,” Avent said. “With the AMI and our growing autonomous vehicle education program, I see Florida Poly positioning itself as a leader in the applied research and development of this emerging technology.” Florida Poly also has an autonomous vehicle education and research program that includes a specialized course in automated technology including the systems and vehicles. Dean Bush, director of Florida Poly’s AMI, developed the courses in partnership with the Massachusetts Institute of Technology. The school also has educational programs for students in transportation and logistics. We thank Florida Politics for reprint permission.

autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


Hurricane Florence: What Can We Expect for the Automotive Industry? by Chanell Turner, CBT Automotive Network

Tracking Hurricane Florence’s arrival to the lower Southeast of the United States has been a roller coaster these past few weeks. Original estimates had the massive storm at a Category 4 with the possibility of it hitting Virginia, North Carolina, South Carolina and even coastal parts of Georgia. Eventually, Florence was downgraded to a Category 2 and its range of impact significantly narrowed. However, the damage it dealt out to many parts of South and North Carolina are tragic, and a sobering reminder of the effect Mother Nature can still bring. The Estimated Number of Damaged or Loss Vehicles While the number of people impacted is smaller than the number hit by the Texas and Florida hurricanes last year, the impact is still there. This also holds true for car dealers. Last year, hundreds of thousands of cars and numerous dealerships had to contend with the aftermath of major hurricanes. This year, estimates for damaged vehicles that were in the path of Florence are approximately 20,000


to 40,000, according to Cox Automotive. This is because the Carolinas area is less densely populated than Texas or Florida. There was also a more streamlined and effective evacuation initiative, so fewer business owners and citizens stayed around for impact.

Lost Sales Due to Closures Some dealers will feel the loss of sales for closing during the week of Hurricane Florence. Most coastal dealers in the immediate areas of South and North Carolina, along with some in Virginia, closed their doors. Container and auto terminals at Port Charleston were closed Sept. 13—15, which did impact shipments to the BMW manufacturing facility located in Spartanburg. While parts could not reach the manufacturing facility, a spokesperson for BMW remarked that none of their production was impacted. Norfolk Southern suspended railroad deliveries to Spartanburg, and all car carrier vessels also closed operations to move away from the storm. Damages in the Billions The total damage caused by Hurricane Florence is estimated by disas-

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

ter modeler Chuck Watson to surpass $30 billion, with $10 billion of that accounting for insured losses. Already, many websites and blog posts are emerging to guide those impacted by the hurricane on how to file insurance claims for their vehicles. Again, this will likely not be anywhere near the amount of insurance claims drivers made in Texas or Florida last year. However, it will still be a significant cost that could have a slight impact on other insurers in the region. It is safe to say that the loss of cars impacted by this hurricane will not cause a huge bump in sales like last year’s Harvey and Irene. As stated above, fewer cars were in the path of destruction. However, it is hard to say how small or negligible the boost will be. It is still too soon to tell, as there could be more individuals and cars impacted than initially estimated. It is likely that analysts and experts will know more in the next few weeks as the damage is assessed. Final Thoughts Hurricane Florence was initially a behemoth of a storm that diminished into something more manageable yet

still dangerous. It is likely that local evacuation efforts, advanced warning and preparation decreased car damage. It is also not out of the question that the impact of Harvey and Irene gave car dealers some lessons as to how to prepare for a major storm as it did for local governments preparing evacuations. An interesting narrative that could emerge in the aftermath of the storm is insurance numbers. According to the Consumer Federation of America, only 1 in 4 families have home flood damage insurance in North Carolina, and only 2 in 5 have it in South Carolina, making insurers have to pay a lot more. While this only applies to home insurance at the moment, could this also extend to car insurance? Recovery after Hurricane Florence will be unique and will give a better understanding of the impact of the hurricane on car sales. We thank CBT Automotive Network for reprint permission.


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VA Auto Body Tech Students Receive Kia Sorento From Allstate Hands-on, practical learning experiences are at the core of preparing students at Charlottesville Albemarle Technical Education Center (CATEC) in Albemarle County, VA, for post-graduate success. Recently, auto body students took on a new project that advances that mission.

Keiser. “Our instructional model is based on programs that enable students to gain marketable skills in industries that need highly qualified professionals right now. This gift will pay dividends for our students as they make the career choices that best fit their interests.”

Allstate and the Collision Repair Education Foundation selected CATEC as the recipient of a 2011 Kia Sorento, which was delivered to the school Sept. 19. The SUV was donated to the school’s auto body technology program and will be restored by students. CATEC plans on selling the car and investing the proceeds back into the program. “We are so grateful to Allstate and to the foundation for providing such an authentic learning opportunity and to Brown Collision Center for transporting the car to our school,” said CATEC Director Dr. Daphne

In August, CATEC received a $50,000 grant from the state of Virginia to add a youth apprenticeship program in the building trades. “Allstate is an advocate of inspiring the next generation of leaders. Whether they are bringing goodness to their communities through volunteerism or striving to achieve their goals, today’s youths are changing the world we live in and making it a better place,” said Allstate’s Mike Nguyen. “We are excited to be a CATEC partner and for this opportunity to inspire students to keep on learning.”

“We are so grateful to Allstate and to the foundation for providing such an authentic learning opportunity and to Brown Collision Center for transporting the car to our school,” — Dr. Daphne Keiser

Auto body technology is among the most popular programs at CATEC and offers immediate placement into a profession with starting hourly wages between $15 and $17 per hour. Eventually, auto body technicians can earn annual salaries exceeding $50,000. Shannon Tomlin, CATEC’s career resource coordinator, said the Allstate donation will enhance the ability of students to build confidence and optimism in their skills and strengthen their leadership and problem-solving strategies, all in a team environment. She noted the role of auto body technology students last year in the development of the school’s traveling food bus, Technical Eats, as an example of how students are using their academic interests and handson abilities to generate value. “This is yet another opportunity for students to succeed in a project that closely resembles the experiences of well-trained professionals in the marketplace. That’s very consistent with our objective of developing close working partnerships with our business community,” she said.

BASF To Host Educational Sessions at SEMA

BASF Refinish Automotive Coatings will conduct two educational sessions as part of the Society of Collision Repair Specialists (SCRS) Repairer Driven Education (RDE) series at the Specialty Equipment Market Association (SEMA) Show, as well as sponsor the SCRS RDE OEM Collision Repair Technology Summit. Seminar leaders will discuss how shops can prepare for a future of collision with OEM procedures at the forefront of repairs and how to ensure a maximum reimbursement from insurers. SEMA takes place Oct. 30—Nov. 2 at the Las Vegas Convention Center. “As the collision industry shifts, it is critical for industry experts to do everything in their power to ensure that shops are prepared to deal with it,” said Marvin Gillfillan, BASF vice president business management automotive refinish.



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Continued from Cover

Deceptive Practices

ate with the insurance company, act as the car owner’s agent and cash insurance checks that cover the cost of repairs. In some cases, defendants begin unauthorized repairs upon the vehicle after asking the owners to bring the cars in for an initial estimate. The defendants also tear down vehicles to prevent insurance adjusters from reviewing the claim or defendants from revoking their repair authorization. Defendants also often charge a $295 processing fee for insurance paperwork or a storage fee without disclosing either fee to the consumer. While Attorney General Stein has received seven complaints about Sterling and Nichole Gabriel and their companies, and the Better Business Bureau has received 12 complaints, there may be more customers who have been impacted by this scam. Anyone who believes they have been the victim of a scam by these defendants or any other should file a complaint with Attorney General Stein’s office.

Hurricane-Flooded Cars Will Be On Sale Soon by Berkeley Brean, News10NBC

More than three-quarters of a million people are still without power in North Carolina. Hurricane Florence was so big when it hit the coast that the winds stretched a distance from New York City to Toronto, according to CNN. News10NBC is alerting you to dangers that can stretch from Wilmington, NC, to Rochester, NY. Tens of thousands of hurricanedamaged cars will be re-sold as soon as the end of September. In the aftermath of Florence, the Carolinas are getting eight months’ worth of rain in three days, and vehicles are getting buried by water. Video last year from the National Insurance Crime Bureau (NICB) shows hundreds of thousands of vehicles parked bumper-to-bumper in Texas that were damaged by Hurricane Harvey. A lot of the vehicles got used for parts. Most got demolished. But some vehicles with the same damage, especially ones without comprehensive insurance, were re-sold. Berkeley Brean from News10 NBC reached out to the NICB to

find out how you stay away from this. Brean: “What should people look out for?”

Frank Scafidi, NICB: “Well, the first indication is a very reasonable or unreasonable price. I mean if something is priced significantly less than you’re used to finding for that model, then that’s the first clue.” Brean: “What safeguards exist for people if they’re in the market for a used car and they don’t want to get one damaged by a hurricane?”

Frank Scafidi, NICB: “You can check a VIN through our VIN-check and if it’s been insured by one of our member companies and it was flood-damaged or salvaged, it will tell you that. Take somebody with you who knows cars and can go through that vehicle and look for tell-tale signs that it’s been under water.”

• Water damage under the spare tire

• Signs of water in the headlights and tail lights If you buy a used vehicle and want to check its flood history, here are two options to search the VIN (Vehicle Identification Number): •

New York State DMV

• National Insurance Crime Bureau

The NICB said vehicles flooded in the Carolinas could be put on sale by the end of September. We thank News10NBC for reprint permission.

So here are three tell-tale signs.

• Rust on the screws inside the car


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Fire Breaks Out at Rossville, GA, Auto Body Repair Shop by Staff, WRCBtv

A fire destroyed a former auto body shop in Rossville, GA, the night of Oct. 7. It happened around 10 p.m. at the corner of Hooker Road and West Gordon Avenue. Neighbors said the fire was so large, firefighters told them to get away. The Fire Marshal’s Office was called in to investigate. “They had to move their cars and evacuate the whole street,” said neighbor Christy Anderson. Debris was all that was left of the old Defur’s Automotive Body Shop in Rossville. A fire engulfed the building now used to store lawn and garden supplies. “I came running outside, [and there were] flames shooting up probably 50 meters in the air,” said Dakota Anderson. Crews spent the day repairing wires destroyed by the flames. Dakota was shocked to see the damage. “It was pretty scary. If I could base it on 1–100, I would say 100. I’d never been in that situation,” he said. He was sleeping when the fire 12

started. Firefighters and police officers filled his front yard. A massive fire was destroying the building just feet away from his home. He had to scramble to get everyone out of the house. “There was nothing but heat coming into the house. I was pouring sweat and everything, trying to get my dog out,” he said. The fire was so hot that it damaged the house next door—the home Dakota and his mom were hoping to move into. “The siding is melted on to it. I don’t know what they are going to do with it,” he said. They’re thankful no one was injured because they know how out of hand things could have gotten. “Watching it burn, make sure nothing will actually explode. It was like fire liquid dripping on that tank right there. Everyone on the block thought it was going to blow up or something,” he said. No one was inside the building at the time of the fire. The cause of the fire is still unknown. We thank WRCBtv for reprint permission.

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com


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GA Body Shop Creates Hummer Contest To Support Local Fire Dept. by Ed Attanasio

Cody Mayfield wears two hats: one as a third-generation body shop owner and a second as a firefighter for the Carroll County Fire Department in Georgia. Earlier this year, he created a promotion to raise funds for a mobile training facility for Carroll County Fire Rescue by raffling off a completely restored Hummer that was

Mayfield is fighting fires when he isn’t running his 10-bay shop that employs 10 people

featured in “Jurassic Park: The Lost World,” the second film as part of the acclaimed Steven Spielberg series. People entering the Hummer contest are eligible to win the Hummer or $10,000 cash and a five-day cruise for two. The raffle will take place on Thanksgiving Day. People can enter the contest at www.mayfieldbuilt .com. The story began in 2016 when Mayfield purchased the original Hummer used in the movie. “We found it sitting in a field, and it was really beat-up with a caved-in roof and dents everywhere,” he said. “In the film, a dinosaur rolls the vehicle, so it was in terrible shape and needed a ton of work. We filmed the entire restoration, which started on May 15 and was completed by June 12. We upgraded it with a custom LS3 Corvette engine (completely rebuilt by American Speed Shop), a Monster Turbo 400 transmission, a brand new interior, tires and paint job.” AUTOBODY


The money raised from the raffle will enable Mayfield to build a 28foot, 2-story trailer that will help firefighters throughout the county save lives and refine their rescue skills, Mayfield said. “On the first floor, it will contain a forcible door that will simulate locked doors that will help us make rescues faster and more effectively,” he said. “The second story will feature a roof simulator that we can get on and practice cutting for ventilation on fires. This creates an opportunity for us to slow down the fire and release the heat from inside the home for any potential victims. Special windows will also be installed so that we can practice getting out of a second-story window if our conditions get bad and make a quick exit. It will also feature a tunnel for well rescue with a tripod that will allow us to practice lowering a firefighter into the well and attach harnesses to victims and pull them out. “My passion is helping a person, which is something I got from my grandparents who were willing to literally go broke to help folks. When I first joined the fire department, I was a volunteer for three years before joining full-time in 2016. The schedule works out for me because I work 24 hours straight and

Cody Mayfield, owner of Mayfield Built in Villa Rica, GA, and a firefighter, created the Hummer contest to provide funding for a mobile training facility

then get 48 hours off, which enables me to work at the shop when I’m not working as a fireman.” Recently, Mayfield passed the Georgia Smoke Divers Association’s



NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

Divers since the 1970s, so I’m proud to be one.” Mayfield Built is a body shop and vehicle restoration company that performs off-road upgrades and also features 24-hour towing. The shop repairs 15–20 cars every month and does 6–10 full vehicle restorations annually while undertaking a handful of charity builds every year. “My grandparents, Gene and Janette Mayfield, started a mechanical shop back in 1976, and my dad, Randy, opened a body shop in 1987,” Cody said. “I literally grew up here at the shop until I took over the People entering the Hummer contest are eligible to win the family business while my Hummer or $10,000 cash and a five-day cruise for two. father pursued other busiThe raffle will take place on Thanksgiving Day. People ness ventures back in 2007. can enter the contest at www.mayfieldbuilt.com I get to work with my mom, “It was definitely physically and Michelle, as well as my brothers, mentally challenging, and only half Seth and Chase. I am so grateful, and of the firefighters make it through,” that’s why I am willing to help my Mayfield said. “Only 1,140 firefight- community and, in this case, the Carers have become Georgia Smoke roll County Fire Department.” six-day, 60-hour program, where he learned about realistic training in self-survival, firefighter rescue, advanced search & rescue, thermal imaging, emergency procedures and other skills.


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Continued from Cover

John Eagle Decision

to their SOPs. Others seem to have taken the “It’ll never happen in my town” attitude. Based on the John Eagle decision and other recent industry trends, including use of OE parts, pre- and post-scanning and recalibration, Autobody News wanted to get a clearer picture of what shops are actually doing to determine if the industry is indeed changing … or not. Survey Methodology Near the end of July 2018, Autobody News sent an email survey to approximately 15,000 body shops at random. Over the following several days, 157 shops completed the survey for a response rate of about 1 percent—not an overly large response—but the results are eye-opening. Survey Questions The same questions were asked under two different circumstances: 1) What the shop’s policy was prior to the John Eagle case (before Oct. 1, 2017), and


2) What their policy was after the John Eagle decision became known (after Oct. 1, 2017). Note: The question of pre- and post-scanning and recalibration was not the main focus of the John Eagle case. However, the question of scanning and recalibration began to get more attention about the same time and is still a topic of debate for a complete and safe repair, so it was included in this survey. Questions included: ■ What percent of the time did you look up and follow OE repair procedures? ■ What percent of the time did you use new, OE parts for repair? ■ What percent of the time did you perform a pre- and post-diagnostic scan? ■ What percent of the time did you recalibrate those devices requiring recalibration based on a post-repair scan?

To get a better perspective, shops were also asked about their DRP associations and how many they had. The results were: 28% - 0 DRPs 26% - 1-3 DRPs 28% - 4-6 DRPs 8% - 7-10 DRPs

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

9% - 10+ DRPs

To get an idea of a shop’s size, we also asked how many shop employees each respondent had. The results were: 30% - 1-7 employees 32% - 8-15 employees 18% - 16-25 employees 20% - 25+ employees Survey Results For brevity, we are publishing overall shops (includes all responding shops), smallest and largest shops by employee count, shops with no DRP associations and those with the most DRP associations. Numbers reflect statistics prior to the John Eagle decision and after the John Eagle decision. What percent of the time did you look up and follow OE repair procedures? At the core of the John Eagle decision was whether or not the shop followed OE repair procedures. After some explanation, even a jury of laypeople understood the concept and the gravity of the situation. It seems that most of the rest of the industry did as well. On average, only 34.4

percent of shops used OE procedures 80 to 100 percent of the time prior to the John Eagle decision. After the John Eagle decision, the number roughly doubled for all categories except those with zero DRP programs, who were using OE procedures more to begin with anyway. What percent of the time did you use new, OE parts for repair? Of course, the use of OE parts has been an issue since the 1990s; even more so now with the advent of OE position statements calling for their use along with proper repair procedures. Overall, those shops using OE parts 80 to 100 percent of the time took a sizeable jump from 29.7 percent to 41.1 percent. The largest jump, from 23.4 percent to 57.4 percent was in the 1—7 employees category. Typically, smaller shops have fewer or no DRP associations, so that is less of an issue for them. Plus, a smaller shop would have more to lose if it encountered a lawsuit of the scope of the John Eagle case. What percent of the time did you perform a pre- and post-diagnostic scan? Overall Shops 1-7 employees

25+ employees 0 DRP programs 710 DRP programs Prior JE Post JE Prior JE Post JE Prior JE Post JE. The concept of pre- and post-repair scans has been around for years, but has only come to the forefront in the last couple of years due to the expanded use of ADAS systems. Overall, the process of pre- and post-scanning has doubled recently. It is unclear if the John Eagle case had anything directly to do with this, but if nothing else, it has made shops aware that they are solely responsible for correct repairs and the consequences of not doing so can be dire. It is interesting to note that the 7–10 DRP programs category, having the lowest percentage of shops conducting preand post-scans, jumped dramatically from 14.3 percent of shops to 57.1 percent of shops conducting pre- and post-scans 80 to 100 percent of the time. It is unknown if payment (or not) by the insurance company for the pre- and post-scan operation was a factor. What percent of the time did you recalibrate those devices requiring recalibration based on a post-repair scan?

Overall, this measurement took a sizeable jump from 53.8 percent of shops recalibrating 80 to 100 percent of the time to 77.7 percent. Again, one of the largest changes is the smaller shops, those with 1 to 7 employees, perhaps because they have the most to lose in a catastrophic lawsuit situation. Those shops with a large amount of DRP relations also had a large change, but only because they were recalibrating so rarely prior to October 2017. Here Are Some Of The Comments That Accompanied The Surveys Chris Norris of Weavers Auto Center in Shawneee, KS, said, “We need to stand up for the consumer that drives the vehicle. BTW we are the only ones!” Kime Collision of Standish, MI, wrote, “We have been doing this for years knowing that sooner or later everyone would have to. It looks like reality is finally catching up in our industry.” And then there was this anonymous word to the wise, “You have to be willing to let the vehicle leave if the Customer or Insurer is unwilling

to repair the vehicle correctly.” So… what can be said about the John Eagle decision and its effect on the industry? A year ago, many writers, consultants and pundits said it was a wake-up call for the industry. They said that shops had to pay more attention to OE procedures and proper repairs. If the above information, small sampling that it is, is to be believed, then it looks like not all, but many shops have “seen the light” and are using more OE procedures and OE parts. As for scanning and recalibrating, a recent CCC report of the first quarter of 2018 indicates a small increase in scans, less than what the above figures would indicate. However, CCC’s Susannah Gotsch is also quick to point out that just because there is no scan on the estimate, it doesn’t mean one wasn’t done. Will the swing to greater use of OE procedures be permanent? An educated guess says ‘yes.’ As long as technology continues to move forward and becomes increasingly sophisticated at a faster and faster rate, technicians will have no choice … if the car is to be properly and safely repaired.

Dave Luehr on ‘Simple, Effective Scheduling’

Dave Luehr’s Elite Body Shop Solutions recently announced the next installment in the FREE Elite Webinar Series. “Simple, Effective Scheduling” will feature Dave Luehr, founder of Elite Body Shop Solutions, and Ron Kuehn, president of Collision Business Solutions, on Thursday, Oct. 25, at 1 p.m. Central. To register, visit: https:// events.genndi.com/channel/Elite WebinarOct2018. Those who are unable to attend the live event can watch the recorded webinar by joining the Elite Body Shop Academy at: elitebodyshopsolutions.com /academy. Every month, Elite highlights a topic to keep collision repairers and those that serve them abreast of the latest information required to be successful in today’s challenging business environment. This month, attendees will discover new ways to become more successful and expand their horizons.


autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


Tips for Busy Body Shops 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.

The Best Body Shops’ Tips: How to Take Great Photos to Support Your Estimates Writing a proper estimate is an important component of running a successful collision repair facility. There are many aspects to consider when preparing an estimate, and Roger Cada, senior consultant for Accountable Estimating, said collision photography is a requirement that is often overlooked.

A typical photo taken by a body shop

When taking photographs to document repair damage, Cada said that a poor image could actually work against you, costing a body shop time and money. During a webinar held in September and hosted by Dave Luehr’s Elite Body Shop Academy, Cada shared how to take pictures strategically to document damage as well as the repair process. As collision repairers move into the world of ADAS systems and advanced high-strength steels, Cada said it’s crucial to keep good records for every vehicle. “Photos are a big part of this and provide the record you need so if you are challenged later on, you have the documentation that tells a story of exactly what was needed and what was done,” he said. Any information in the file also becomes evidence if it goes to litigation and can help protect your shop. “As much as we might not like it, insurance companies are now expecting more information on the administration side,” said Cada. “If you build an estimate correctly, and you are challenged in a court of law, documentation is better than your word.” When talking to webinar attendees, Cada drew on his 45 years of industry experience, which includes working in collision repair for 15 years. More than half of that time 20

was spent as an estimator and business manager for independent shops and dealerships. In 1983, Cada joined State Farm Insurance and was a corporate lead trainer for estimators during the majority of his career. Part of this role included working alongside automakers and information providers to write the most accurate estimates possible. He said it’s helpful to think about it this way: “If it’s not documented, it never happened.” As a result, he said his goal has always been to help shops achieve a positive outcome of success, so every detail of the estimate is covered and supplements are reduced, but not at the cost of reducing profitability for the shops. After leaving State Farm, Cada began consulting with the collision repair industry. In 2018, he founded Accountable Estimating with Kent Ruppert, CFO, and Scott Ellegood, COO, with an emphasis on the creation of online estimator certification training courses. They are also working with AMi (Automotive Management Institute) to establish a certification program for estimators. Since establishing Accountable Estimating, the team has aimed to bring what they learned in the collision and automobile insurance industries over the years to help body shops improve operations. Some of the training and assistance they provide includes an online/on-demand collision photography course. Not only can good images support the estimate, but Cada explained they also are an essential aspect of providing visual documentation to justify payment for the customer and help reduce the time spent negotiating estimating charges with insurance companies. In some states, photographs can also help demonstrate who is liable for the accident and at what percentage based on where the vehicle was struck, as well as how the accident occurred. Over the years, Cada has found that images are a key factor in sub-

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

rogation. “Sometimes we make recommendations to our customers based on what we feel will be greater success,” he explained.

and pay based off the information provided. “In the case of subrogation, they will review the estimate being presented and if it’s not presented well, they’ll knock hundreds if not thousands of dollars off the reimbursement to the insurers,” he said. As a result, it can be very costly for all involved. In addition, quality photographs can also help reduce supplements and lead to more efficiency, profits, By incorporating some of the recommendations from quality and positive CusRoger Cada at Accountable Estimating, a damage photo tomer Service Index (CSI) can improve dramatically scores. “You as an estimator have the For example, Cada said, if a customer approaches the bill payer ability to control all of this,” he said. Rather than writing an estimate and that insurance company takes the images and estimates to the other based on the images taken, Cada recinsurer, the insurer will look at the ommended taking pictures after the evidence, images and documentation See Estimate Photos, Page 33

autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


NABC Coordinates Vehicle Donation for Norfolk, VA, Mother of 4 car. That situation severely limits access to local services such as grocery The year 2013 looked promising for stores, post offices, doctor’s offices Anjenette Hodges and her family. and hospitals. The mother of four was attending “Having a car is something that college and close to earning a degree many of us take for granted,” said in criminal justice. Carol McCormack, president and Things didn’t go as planned. CEO of United Way of South HampSeven months before Hodges com- ton Roads. “Most households with pleted her studies, the main aortic above-average incomes have a car, vessel in her heart burst and she while only half of low-income houselanded in Riverside Hospital. This holds do. Having this vehicle will health crisis required open-heart sur- mean a new level of independence for gery, followed by a long and difficult Anjenette.” recovery. Her family’s life spiraled Things changed overnight for out of control, and they found them- Hodges. GEICO donated a vehicle to selves homeless as well as facing do- be refurbished, and the company’s mestic violence. salvage team and Hall | MileOne Autogroup coordinated the repairs. This was under the auspices of the National Auto Body Council’s Recycled Rides Program. The end result was a 2015 Hyundai Sonata four-door sedan that was presented to Hodges this fall. Recycled Rides is a nationwide community service program that focuses on vehicle and parts recycling. Elijah Hodges gives his mom, Anjenette, a tutorial on how Members of NABC repair to drive her new car, refurbished and donated through the and donate recycled vehicles United Way by GEICO and Hall | Mile One Automotive to families and service orGroup. Credit: Dave Potvin ganizations. Recycled Rides Hodges’ faith was tested but recruits collision repairers, insurers, never wavered. paint suppliers, parts vendors and oth“There is nothing He cannot ers to refurbish the vehicles. do,” said Hodges, now 51, who lives The JM&A Group, an extended in Norfolk, VA. “Never give up! God warranty provider, donated a onehas spoken to so many wonderful year extended warranty on Hodges’ people, inspiring them to do mar- vehicle. GEICO, Hall | MileOne Auvelous things. Without these people togroup, Enterprise Rent-A-Car and to help me out, where would I be?” local participating vendors donated Help first came through the ef- gifts, gas cards, groceries and more. forts of ForKids, an almost 30-yearFollowing the presentation of old local institution dedicated to the car title, Hodges, who is also a breaking the cycle of homelessness minister, belted out a hymn of praise, and poverty for children and fami- thanking everyone who helped put lies. ForKids, which receives fund- her life back on track. Accompanying ing from United Way, helped Hodges Hodges at the event were her daughfind safe and stable housing for her ter Precious, 16, and her adult son and her children. Elijah. The next step was to acquire re“I am most excited about drivliable transportation—a major con- ing to the grocery store and not havcern for many in the community. ing to haul bags of groceries on the According to statistics provided by bus,” Hodges said. “This will open United Way’s Greater Hampton up a whole new world for my family Roads Community Indicators Dash- and me. board, approximately 6.7 percent of “I can take people to church, get households in the area don’t have a to my doctor appointments, see my by Sharon Freeman, The Virginian-Pilot


NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

grandchildren and volunteer with the United Way. Now I can visit my father in New Jersey, who I haven’t been able to see in years.” With solid transportation, Hodges is moving toward self-sufficiency. Her next move is to develop a steady income. A talented seamstress and designer, Hodges hopes to one day open her own business, which she has already dubbed the Glory Boutique. Lance Carson, Hall’s director of collision centers and parts operations, said it felt amazing to help. “It is definitely not work, because we get so much out of it. Hall is proud to be part of this group effort that will impact the life of someone like Anjenette,” he said. He said it was the sixth time the dealership has partnered with GEICO to refurbish and gift an automobile. According to GEICO spokeswoman Toiya Adair Sosa, the whole experience was humbling. “It is not often you can give back by changing the trajectory of someone’s future,” she said. Hodges is part of a growing num-

ber of people who are what United Way describes with the acronym ALICE (Asset Limited, Income Constrained, Employed). This sector of the community makes too much money to qualify for benefits under federal poverty guidelines, but not enough to cover the basic costs of living. This traps them in the gap between assistance and self-sufficiency. United Way and volunteers with its Women United program are working to change the odds for families on the edge of crisis. Hodges’ first trip in her new car was to visit a friend at DePaul Hospital. Before hitting the road, she had to familiarize herself with the bells and whistles in an unfamiliar vehicle. Elijah gave her an onsite tutorial in the United Way parking lot. As she got to know her new ride, a jubilant Hodges exclaimed, “I’m on top of the world! But I’ve never driven a car that doesn’t have a key!” We thank The Virginian Pilot for reprint permission.

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

Product and Process with Stacey Phillips

How the Recycled Part Procurement Process Continues to Improve When a typical collision repair facility orders an OE recycled part for a repair, Jim McKinney said there are three important concerns they likely have: price, timing and quality. “For true customer satisfaction, you must have all three,” said McKinney, owner of EZ-Management Solutions, during a recent CIECAst webinar. “Especially in the body shop business, cycle time is very, very important and has become a focal point. As a result, it’s critical from a recycler’s point of view that we meet all of a shop’s expectations.” Realizing that two out of three of these expectations were not being addressed in the industry, McKinney said his company set out to make a change. EZ-Management Solutions currently offers two cloud-based software products specifically developed for the automotive recycling process and is in the process of developing a third. EZ-Route plans and tracks deliveries of recycled parts, for example from a salvage yard to a body shop. EZ-Runner manages group trading from salvage yard to salvage yard, and EZ-QC is currently being built and brings all facets together. With more than 25 years of experience in the automotive recycling industry, McKinney shared information during the CIECAst webinar about the current challenges in the recycled part procurement process and how they are being addressed. In his presentation “How to Improve the Parts Procurement Process,” he also discussed the expansions of recycler groups to provide quality parts in a timely fashion and how software can play a critical role in the process. CIECAst webinars highlight topical industry issues and are held regularly by CIECA (Collision Industry Electronic Commerce Association). The association develops collision industry electronic standards, codes and standard messages and provides implementation guides for the collision repair industry.


Jim, can you tell us about some of the challenges today in the recycled parts procurement process?


There have been a lot of problems over the years where a body shop orders a part from us and it isn’t correct for some reason. It might be damaged, late or the wrong part in general. Although we have the ability to broker a part (if the insurer allows for brokered parts), the way it currently stands, in many cases we may not know if there is an issue until a part arrives. As a result, we find that 20 to 25 percent of our sales end up being returned, and I believe that’s an industry standard. It’s a very ineffective process. There are other issues in the current process that we have found to be inefficient. We may source parts from multiple yards with multiple yard management systems, and the communication back and forth is usually by phone or email. Many times, the salespeople will send a part without consulting the customer about discrepancies. There is no consistent method for communication, especially across platforms. There is also no real-time information available and photos are commonly taken by the auction company. Overall, the quality of the part cannot be truly assessed until the selling yard, or in some cases the shop, receives it.


How is EZ-Management Solutions’ software helping with this process?


Our software is unique to the industry because it can track a part from the beginning to end. This gives shops the ability to visualize parts live and determine if something different is needed. We can tell you exactly when the part should arrive, exactly where it is in the process, and you can see photos and data about the part. It also measures performance. We believe our software can solve inaccuracy issues and help with timing even before it leaves the sal-


NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

vage yard. In one word, it’s transparency. As a recycler, we want to be transparent and provide the best product we can in a timely fashion.



What are some of the features included with the current soft-

EZ-Route software was developed in 2011 and integrates with a yard management system. After gathering information about all of the deliveries for the day, it suggests the most efficient way to run the route. It can then track the drivers’ progress with real-time GPS tracking, so you know if they are running ahead or behind schedule. It also provides metrics for deliveries to help businesses with repair planning and make better-informed decisions. EZ-Runner is the group trading


software that manages shipments among salvage yards and integrates with Pinnacle, Hollander and Checkmate. It was originally built for Midwest Trucking, and we soon realized that other recycling groups might be interested in using the software as well. EZ-Runner plans the shortest route through a series of hubs and allows for the quick movement of parcels. It generates a barcode label that provides information about the part, which is scanned throughout the delivery process. The software offers part grading, so recyclers can benchmark and compare themselves to each other. It also includes return applications to approve and track returns, which are a big part of our business. Another feature is hub manager. If somebody is running a hub with 10–20 trucks, the shipments can be easily managed. See Continues to Improve, Page 32

autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


Continued from Cover

Paid for Scans

using OEM repair procedures every time.” Weikel spoke at the Collision Industry Conference (CIC), held in Atlanta in August, as part of a panel discussion on the need to improve shop’s use of—and compensation for—OEM repair procedures. John Eck, who has overseen the development of the General Motors newly announced collision shop certification program, said he’s seen

from personal experience the need to hold the industry to a higher standard. He said his father sent him photos of his late-model car after it had been “t-boned,” along with an estimate for repairs from a shop. “It was horrifying,” Eck said of the estimate. “This is a 4-year-old vehicle with sensors in the front. There was no scanning [on the estimate] and there were like six parts on the estimate. I told him, ‘Dad, I count 10 lying on the ground.’” Eck called it “unfathomable” that any shop would not check the calibration and sensors of the elec-

tronic safety systems—often one of the biggest reasons a customer chose a particular vehicle—as part of any

John Eck of General Motors called it “unfathomable” that any shop would not scan a vehicle as part of the collision repair process

collision repair. “When I go to a dealer for an oil change, the first thing they do is plug the vehicle in,” Eck said “Yet we’re not willing to do it when we know there are systems that have been ripped off the car? It doesn’t make sense. There’s no way anyone in this room, regardless of what stakeholder side you fall on, would not check to make sure that’s happening if it’s your wife or daughter or your family member [who will be in that vehicle].” Panelist Darrell Amberson, who oversees operations for the nine LaMettry’s Collision shops in Min-

Lower the Cost-Barrier to OEM Procedures John Eck of General Motors was the latest automaker to address the issue of shops having to pay to access OEM repair procedures. An attendee at the recent Collision Industry Conference (CIC) drew applause when he said that if the automakers want the procedures to be followed, they should understand that the cost of accessing the information can be a barrier to that happening.


Eck pointed out that his company does make some structural repair procedures available at no charge at its www.genuinegmparts.com website. He said the company charges both independent and dealership body shops the same subscription fees so there is “a level playing field.” He said there is a cost to developing those procedures, and automakers face a balancing act of how much of that cost “can be built into the sales

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

price of the vehicle.” But he also noted that GM’s newly announced shop certification program requires the use of the Mitchell International estimating system because that system will have GM repair procedures embedded into it, making them accessible as an estimate is being written. “They’re going to be delivered to you. You won’t have to research them anymore,” Eck said.

nesota, said he sees not only insurers but even some collision repairers questioning OEM procedures. “There are those who in some cases may not be educated and believe the way they have been doing things works fine,” Amberson said. “There are those who question the manufacturers. I frequently hear com-

Panelist Darrell Amberson said he’s concerned that even some shops challenge the need to follow OEM repair procedures

ments like, ‘They are just looking after themselves,’ or ‘They come up with policies that are over-the-top so therefore we don’t have to give too much credibility to them.’ I think that strikes at the core of the issue.” But Eck said that following OEM procedures makes sense because the

only alternative is “leaving it to every man, woman and child to figure that out for themselves.” “Is there anybody else writing repair procedures for GM vehicles?” Eck asked rhetorically. “Anyone that is tearing these cars apart, testing different weld techniques? What are the alternative procedures?” Eck said some attempts to legislate the use of OEM procedures at a state level have incorporated the issue with attempts to limit the use of non-OEM parts. “In my world, those are two different things,” Eck said. “Repair procedures are how you fix the car; parts are about what you’re putting on.” He said it’s safe and proper repairs—not OEM parts sales—that are the focus of GM’s new shop network program. “We’re looking to partner with facilities that are saying, ‘I’m going to do the right thing, and it doesn’t matter how old the car is, or whatever,’” Eck said. “The parts discussion? We can debate that. We know how to sell parts. We’ll compete there. But on the process, on the things you have to do to fix it correctly, on that

[we are looking for] those who are saying, ‘An uncompromised commitment to safety.’” The CIC committee that organized the panel discussion in Atlanta polled CIC attendees about how they felt about the idea of legislatively mandating the use of OEM collision repair procedures. About 22 percent said they “don’t like government intervention” and that the industry can regulate itself. But three-quarters said such legislation is needed “to get compliance and avoid risk of litigation.” “Repairers shouldn’t be placed in the middle of this, deciding between a proper repair or proper payment,” Weikel said. “Scanning is only a function of using proper repair procedures. If you’re using OEM repair procedures, it says in there to scan. So if we fix the [issue of the need to adhere to OEM repair procedures], that solves the payment issue and gets everyone on the same page about what the expectations are.”



Gerber Collision & Glass Opens in Kennewick, WA

The Boyd Group Inc. recently announced the Oct. 10, 2018 opening of a collision repair location in Kennewick, WA. This location previously operated as SonShine Collision Services and has served the market for almost 30 years. It has served for 20 years from the current location. Located on the banks of the Columbia River, Kennewick is the largest of three cities that are collectively referred to as the Tri-Cities, which also includes Pasco and Richland. With a combined population approaching 250,000, the TriCities area is the fourth-largest metropolitan area in Washington. Kennewick is located about two hours southwest of Spokane and three hours northeast of Portland. “Entry into this market will allow us to serve new customers and assist our insurance clients,” said Tim O’Day, president and COO of the Boyd Group. “We are pleased to be expanding Gerber’s presence in Washington.”

autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


National Associations with Chasidy Rae Sisk

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

ASA, Cintas Offer Webinar on ‘Ensuring Safety in Every Corner’ On Wednesday, Sept. 19, the Automotive Service Association (ASA) partnered with Cintas to provide an informative session titled “Shop of the Future: Ensuring Safety in Every Corner.” This brief contribution to ASA’s Webinar Wednesdays featured a presentation by Cintas National Account Manager Ian Adams. The webinar began with ASA Vice President Tony Molla welcoming attendees and introducing the seminar’s presenter, who would “walk us through some very important information on safety hazards in the shop and ensure you’re following safety procedures. He will help make you more aware of where these hazards might be,” Molla explained. Adams began by displaying a CAD drawing that demonstrated automotive shop hazard areas to provide insights on which areas in the shop might need attention. He also noted that “a clean shop is a safe shop” and stated his intention to help attendees “prevent common safety issues you might have in the shop.” Adams explained that slips, trips and falls make up the majority of general industry accidents, according to the U.S. Department of Labor. In fact, falls account for more than 8 million hospital emergency room visits, making it the leading cause of emergency room visits at 21.3 percent, and falls also account for around 25 percent of all repaired injury claims per fiscal year. Employees slipping on slick floors accounts for 85 percent of worker’s compensation claims, and 22 percent of slip or fall incidents resulted in more than 31 days away from work. Compensation and medical costs associated with employee slip and fall accidents reach an approximate $70 billion each year. Common locations and reasons for slips, trips and falls include wet or greasy floors, dry floors with dust or powder, uneven walking surfaces, recently waxed floors, loose flooring, missing tiles and bricks, sloped walking surfaces, clutter, electrical cords, open desks, metal surfaces, wet


leaves and more, but Adams assured attendees that there are easy solutions to avoiding these situations. Some of these solutions include displaying “wet floor” signs when needed and cleaning up spills immediately. Shops should use moisture-absorbent mats with beveled edges in entrance areas, ensuring the backing material does not slide on the floor. Proper area rugs and mats should be used in areas with extra hazards, such as grease use or wet floors. Adams recommended, “Make sure your floor is covered by National Floor Safety Institute (NFSI) mats. NFSI mats are the safest for the shop, and they also recommend where you should place them, such as in high-traffic areas like entryways and by counters.” Turning to fire safety, Adams noted, “Most of these items are pretty common,” before delving into details about fire extinguishers, exits signs, fire alarms and sprinkler systems. “The first line of defense against a fire of limited size is your fire extinguisher, especially in areas where you’re working with oil, gasoline or anything flammable. Make sure you have the proper extinguishers that cover the types of fluids you’re working with. You can minimize damage immediately if you have multiple extinguishers in the shop so that one is always within close proximity. You also need to get it checked annually, at a bare minimum. Each extinguisher should have an inspection date within the past 12 months by a certified inspector. There are companies, such as Cintas, that do these inspections, or you can contact your local fire department and marshals for an inspection.” Exit signs and lighting are commonly seen along exits, and most contain a backup battery so that they will still work if a power outage occurs. “These are key to guiding other individuals out of the shop in the event of a fire,” Adams explained. Fire alarms sound an alert to announce a fire and initiate an ap-

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

propriate response. It’s important to monitor and maintain alarms every six to 12 months to ensure they work appropriately. Sprinkler systems do not prevent a fire, but they are intended to minimize the amount of damage and losses if a fire occurs. These should also be inspected regularly. Adams also emphasized the importance of keeping a fire aid kit handy in the shop “to help an injured person before emergency personnel can arrive.” “You should install a cabinet of OSHA-certified/compliant materials to use in case of an employee or customer injury,” he said. “OSHA requires that adequate first aid supplies be readily available and that a person or persons should be adequately trained to render first aid. These materials should be kept in a single location and made available to all employees so

they can render the necessary first aid in the event of an injury.” Recommending that shops also offer lockers to store personal protective equipment (PPE), Adams defined this equipment as the head-to-toe PPE offerings available for daily use to prevent injuries. “Providing a location where they can keep their gloves, helmets, safety glasses, etc. in one place and keeping it stocked on a regular basis shows that you care about your employees, which increases morale when they know that you care about their safety,” he said. Automatic electronic defibrillators (AEDs) are crucial, and Adams suggests every shop invest in at least one of these machines, keeping it close enough that it can be accessed in the recommended one to three minutes. He explained that more than See Ensuring Safety, Page 57

autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


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


Freeway Honda Birmingham

800-987-0819 205-949-5460 Dept. Hours: M-F 7:30-5 greg_thomas@freewayhondaal.com


Braman Honda of Palm Beach

Hendrick Honda Pompano Beach

Gerald Jones Honda


Pompano Beach

888-479-0695 561-966-5185 Dept. Hours: M-F 7:30-6; Sat 8-4:30 parts@bramanhondapb.com

954-425-8244 Dept. Hours: M-Fri 7-6; Sat 7-5; gerardbruno@hendrickauto.com

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

Gwinnett Place Honda


Classic Honda

800-264-1739 256-382-3759


Ft. Lauderdale

888-893-4984 407-521-1115

888-792-7189 954-763-7157

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

Dept. Hours: M-F 8-5:30 rguido@holmanauto.com


AutoNation Honda Clearwater C l e a r wa t e r

888-205-2564 727-530-1173 Dept. Hours: M-F 7-7; Sat 8-5; Sun 10-3 santosr1@autonation.com

AutoNation Honda Hollywood H o l l y wo o d

Honda Mall of Georgia




Dept. Hours: M-F 7-7; Sat 7-5 cdunlap@penskeautomotive.com

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

Ed Morse Honda R iviera Beach

800-232-1098 561-844-8089

Dept. Hours: M-F 7-7; Sat 7:30-4 robbutton@rickcase.com

South Motors Honda Miami

888-418-3513 305-256-2240 Dept. Hours: M-F 8-7 mfranceschi@southhonda.com

Dept. Hours: M-F 7-7; Sat 7-5; Sun 9-5 hernandeze@autonation.com

Headquarter Honda Cler mont


Braman Honda

800-497-2294 407-395-7374


Dept. Hours: M-F 7-7; Sat 7-4 calvarez@bramanhonda.com

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

Rick Case Honda

Dept. Hours: M-F 7:30-6; Sat 7:30-5 tonyrocha@edmorse.com




800-758-0007 386-626-1811


Milton Martin Honda Gainesville

770-534-0086 678-989-5473 Dept. Hours: M-F 7:30-6 robertthomas@mmhonda.com

Union City

Carey Paul Honda Dept. Hours: M-F 7-7; Sat 7-6 gperkins@careypaul.com

866-362-8034 770-306-4646 Dept. Hours: M-F 7:30-7; Sat 8-5 hondawp@nalleycars.com

Southern Motors Honda Ed Voyles Honda


Hendrick Honda Bradenton



800-334-3719 770-933-5870 Direct

888-785-8387 912-925-1444

877-706-2021 941-752-2123 Dept. Hours: M-F 7:30-7; Sat 8-4 Kris.kitzman@hendrickauto.com


Nalley Honda GEORGIA

Dept. Hours: M-F 8-7; Sat 8-5 pepe.guevara@headquarterhonda.com


800-277-8836 678-957-5151

Coggin Deland Honda

800-542-8121 954-964-8300



800-733-2210 706-228-7040

Holman Honda of Ft. Lauderdale

Jerry Damson Honda

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



Dept. Hours: M-F 7-7; Sat 7-6 hondaparts@edvoyles.com


Dept. Hours: M-F 8-6; Sat 8-5 angela@southern-motors.com





Jerry Damson Acura

Duval Acura

Jackson Acura


J acksonville



800-264-1739 256-533-1345

800-352-2872 904-725-1149

877-622-2871 678-259-9500

800-347-0596 912-232-3222

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

Dept. Hours: M-F 7-7; Sat 8-5 Cecil.adams@duvalacura.com

Dept. Hours: M-F 7-6; Sat 7:30-6 kmcmillan@jacksonacura.com

Dept. Hours: M-F 7:30-6; Sat 8-5 travis.morrison@southernmotors.com

Rick Case Acura

Nalley Acura


Acura of Orange Park J a ck s o n v i l l e

888-941-7278 904-777-1008 Dept. Hours: M-F 7-8; Sat 7-5; Sun 9-3 msweeney@acuraoforangepark.com 30


F o rt Lauderdale


800-876-1150 954-377-7688

800-899-7278 770-422-3138

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

Dept. Hours: M-F 7-7; Sat 7-5 byoung@nalleycars.com

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

Southern Motors Acura


Flow Acura Winston-Salem

800-489-3534 336-761-3682 Dept. Hours: M-F 7:30-6; Sat 8-1 www.flowacura.com









Patty Peck Honda

Metro Honda

Airport Honda


I n d i a n Trail



800-748-8676 601-957-3400

866-882-9542 704-220-1522

800-264-4721 865-970-7792

800-564-9836 804-414-1960

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

Dept. Hours: M-F 6:30-6:30; Sat 7-4 www.copytk.com

Dept. Hours: M-F 7:30-6:30; Sat 7:30-5 parts@airporthonda.com

Dept. Hours: M-F 8-7; Sat 8-4 rreese@i95honda.com

Vann York Automall

AutoNation Honda West Knoxville

Virginia Beach


Apple Tree Honda Asheville

800-476-9411 828-684-4400 Dept. Hours: M-F 8-5; Sat 8-4 appletreeparts@hotmail.com

H i g h Point

336-841-6200 Dept. Hours: M-F 7:30-6; Sat 8-3 SO. CAROLINA

Breakaway Honda G re e n ville

Crown Honda Southpoint Durham

800-849-5056 864-234-6481

855-893-8866 919-425-4711

Dept. Hours: M-F 8-6; Sat 8-5 fmarshall@breakawayhonda.com

Dept. Hours: M-Thu 7-11; Fri 7-6 Sat 7-5; Sun 11-5 www.southpointhonda.com

Hendrick Honda Easley

Hendrick Honda

888-513-5869 864-850-1200


800-277-7271 704-552-1149 Dept. Hours: M-F 7-7; Sat 8-5 rob.thomas@hendrickauto.com

Leith Honda Raleigh

800-868-6970 919-790-8228

E a s l ey

Dept. Hours: M-F 7-6; Sat 8-5 christopher.gagnon@hendrickauto.com

Midlands Honda C o l u mbia

877-273-4442 803-691-8585 Dept. Hours: M-F 7-7; Sat 7-4 www.copytk.com

Dept. Hours: M-F 7-7; Sat 7:30-5 parts@leithhonda.com

Piedmont Honda

McKenney-Salinas Honda

800-849-5057 864-375-2082


888-703-7109 704-824-8844 x 624

A n d e rson


800-824-1301 865-218-5461 Dept. Hours: M-F 7:30-6 rossd1@autonation.com

Bill Gatton Honda Bristol

800-868-4118 423-652-9545 Dept. Hours: M-F 7:30-5:30; Sat 8-1 hondaparts@billgattonhonda.com

Wolfchase Honda Bartlett

800-982-7290 901-255-3780 Dept. Hours: M-F 7-7 ekerr@wolfchasehonda.com

Colonial Honda

Hall Honda 800-482-9606 757-431-4329 Dept. Hours: M-F 8-7; Sat 8-5 fox@hallauto.com

Hendrick Honda Woodbridge Woodbridge

703-690-7777 Dept. Hours: M-Fri 7-6 Sat 8-5; Sun 10-4

Valley Honda Staunton

800-277-0598 540-213-9016 Dept. Hours: M-F 7:30-5:30; Sat 9-5 bwimer@myvalleyhonda.com

West Broad Honda



Checkered Flag Honda Norfolk

800-277-2122 757-687-3453

800-446-0160 804-672-8811 Dept. Hours: M-Fri 7:30-6:30; Sat 8-5 wbhonda@aol.com

Dept. Hours: M-Sat 7:30-6 honda.checkeredflag.com

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

Dept. Hours: M-F 7:30-5:30 parts@mshonda.com




Hendrick Acura

Gary Force Acura


B re n t wood

Falls Church

800-768-6824 704-566-2288

800-653-6723 615-377-0500

800-550-5035 703-824-5785

Dept. Hours: M-F 7:30-6; Sat 8-5 justin.taylor@hendrickauto.com

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

Dept. Hours: M-F 7:30-6; Sat 8-6; Sun 10-5 jimgraf@radleyauto.com

Leith Acura Cary

800-868-0082 919-657-0460 Dept. Hours: M-F 8-6; Sat 8-4:30 parts@leithacura.com

Radley Acura


Karen Radley Acura Wo o d b ridge

800-355-2818 703-550-0205 Dept. Hours: M-F 7:30-5:30; Sat 8-3 coreythompson@radleyautogroup.com autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


Continued from Page 24

Continues to Improve

What can we expect to see with EZ-QC software, and when is the expected release?


EZ-QC is being developed to provide transparent information for everyone involved in the process, including the salvage yard and body shop. It provides a conduit for communication and informationsharing across multiple platforms and all of the data is in one place. Parts can be tracked, a complete history of the part is visible, and shops can request a return or have a part picked up. This means that not only does the body shop have the ability to see where the part is, but it can also determine if the part is on time and as described. This will ultimately help a collision repairer with cycle time. In the past, it would take an average of two to four days to receive a part. In one example, we sold a front end to a collision shop and the part was incorrect. Using the old way to ship the part, it



cost $337 vs. the $128 it would have cost with EZ-QC software. There were 25 steps involved in the process vs. 14; the part was handled 22 times vs. two, and it took 12 days to deliver the correct part vs. six. Using EZ-QC will ensure delivery of the proper product and that it is good quality even before it leaves the salvage yard. We expect to release the software in the beginning of 2019. How has the expansion of recycler groups benefited the industry?


As an industry, we realized we needed better access to inventory in a timely fashion. As a result, over the last 20 years, recycler groups have been set up by independent salvage yards. Some were formed to compete with LKQ Corporation and others wanted a stronger pool of inventory to pull from, so independent recyclers would never have to say no to a sale. They are banding together, not through ownership, but through transportation and standardization. The days of waiting for a freight truck to send something are over. In


NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

order to fulfill marketplace demands, you must have access to inventory and affordable transportation. Working together as a group, we have the ability to source parts quicker and we’re doing it through other likeminded recyclers. There are currently five popular recycler groups in the country: Midwest Automotive Trucking, Team PRP, Fenix Parts, Recyclers Cross Dock and iPart (Independent Parts & Auto Recyclers Team). Midwest was set up in 2001 with a half a dozen yards and has grown to nearly 80 yards today, spanning from Illinois to North Carolina. With the formation of these recycling groups, parts arrive quicker. It usually only takes one day; occasionally, it’s two. The system also allows what is called “co-mingling of freight” among the groups. The goal of co-mingling is to cut down on costs. For example, if we can haul Midwest and PRP freight on the same lines and use the same hubs, the cost is split among the groups and it makes it incredibly affordable. What’s happening with these

groups is that they have all been growing tremendously over the last three years. We provide software for all but one of them and trucking for some of them. The groups are elevating each other’s quality, and the quality of recycled parts is increasing to the highest level it has ever been.



What is your vision for the automotive recycling indus-

I think it’s about transparency and innovation. Expectations are greater today because of companies such as Amazon. The new expectation is that I should know where my order is, when I’m receiving it, know if there is a problem right away, it should be hassle-free, and I should be very aware of what I’m buying. The future of the auto recycling industry will be high-tech, and the early adopters will reap the rewards. I believe the industry will continue to adopt new software—not just ours— and processes to become more customer-focused in order to meet the increasing demands of the auto repair industry.


U.S. DOT Announces Roadway Fatalities Down

On Oct. 3, the U.S. Department of Transportation’s National Highway Traffic Safety Administration announced that 2017 highway fatality numbers are down following two consecutive years of large increases. In addition, preliminary estimates for the first six months of 2018 appear to show that this downward trend continues into this year. “Safety is the Department’s number one priority,” said Secretary Elaine L. Chao. “The good news is that fatalities are trending downward after increasing for the two previous years. But, the tragic news is that 37,133 people lost their lives in motor vehicle crashes in 2017. “ Earlier this month, NHTSA kicked off the agency’s “If You Feel Different, You Drive Different” campaign in Nashville, which ran alongside the “Drive Sober or Get Pulled Over” message over the Labor Day weekend.


Continued from Page 20

Estimate Photos

bid is written. “You should take them after you write your most complete bid because it helps support the estimate and what you are charging for, so it becomes a receipt for the items bid on the estimate,” he said. This can also result in less tension with insurance companies and a noticeable difference in profits. “We’re building a record of the vehicle not only for your internal file, but also to get success from the bill payer,” he said. There are three main types of images he recommends taking: damage photos, repair process photos and those that show the positive outcome of the car. All three are an important part of documenting what happened throughout the entire process. Whenever possible, he advises having the same person who wrote the estimate take the pictures. Cada shared 10 tips on how to take better photos to support your estimate:

1) Whether using a cell phone, a point-and-shoot camera, a 35 mm or a tablet, Cada said to use the method that provides the most success. Better does not necessarily mean a more expensive camera. 2) Be aware of not getting too close to the car when taking pictures.

3) Consider taking comparative photos (i.e. both the damaged side of the vehicle and undamaged side) as well as ones before and after. 4) Make sure every image is based on supporting the estimate line item.

5) Minimize the use of props (such as arrows, fingers pointing, or writing on the vehicle). That can actually work against you if you are called to testify in court. 6) Take your shots at different angles, pay attention to the lighting and utilize the reflections in your natural surroundings. 7) Photos should be clear, crisp and showcase the damage in detail.

8) Ensure you don’t capture things you don’t want in the images; after reviewing, keep the best and delete the rest. 9) Utilize mirrors to show damage and validate quality control in hardto-reach areas.

10) Practice every day to improve the quality of your images and be patient; taking good pictures is an acquired skill. For more information about Accountable Estimating and the training provided, visit www.accountable estimating.com. For information about Dave Luehr’s Elite Body Shop Academy, visit www.elitebodyshopsolutions.com/ academy.




autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS



NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

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Historical Snapshot with John Yoswick

—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.

Stats From 20 Years Ago Indicate Shop Labor Rates Haven’t Kept Up With Inflation 20 Years Ago in the Collision Repair Industry (November 1998) PPG has done a comprehensive study of over 2,000 collision repair facilities. Here is a snapshot of some of the statistics: • The average labor rate: $34 an hour. • Average gross profit per hour per technician: $45.63 (top 25 percent), $32.57 (middle 50 percent), $19.69 (bottom 25 percent). • Labor efficiency (hours sold versus available hours): 154 percent (top 25 percent), 118 (middle 50 percent), 82 percent (bottom 25 percent)

PPG’s Rich Altieri said it is likely that repair opportunities will continue to decrease. His prediction: By 2006, 40 percent of today’s shops will cease to exist. If the collision industry is a $24 billion business, 24,000 shops doing $1 million a year in sales would take care of the market. – As reported in Hammer & Dolly. The rise and fall in the number of body shops isn’t always clear. Some claim there were as many 80,000 shops in the 1970s. But using more than 40 years of data from the U.S. Census Bureau and the National Automobile Dealers Association (NADA), industry publication CRASH Network argues the total number of shops has fluctuated between 37,500 and 44,000 from 1972 on, growing by just over 300 shops to about 40,200 in 2016. The average labor rate nationally last year was $48.85 (according to CCC Information Services), up almost 44 percent compared to the average reported by PPG for 1998, but below the 54 percent cumulative rate of inflation during that period; to keep up with inflation, the national average last year would have had to have been about $53. 15 Years Ago in the Collision Repair Industry (November 2003) The Collision Industry Conference (CIC) “Fraud Awareness Committee” is the first to admit its recent survey was not scientific. After all, it was completed by only about 100 36

people who happened to be attending the CIC meeting earlier this year. But the results may be interesting for those wondering about some of those “gray areas” shops and insurers find themselves in at times, said David McCreight, a member of the committee who shared the survey results last month in Boston.

In 2008, Chris Andreoli of Progressive predicted more shops would adopt the practice of a complete tear-down or “blueprinting” of a vehicle prior to production

One scenario posed on the survey was a shop that installs a non-certified, non-OEM part because the certified part—which is what the insurer requires—was not readily available, and the shop didn’t want to harm its cycle time. About 92 percent of those surveyed found this “unacceptable.” But if the shop disclosed to both the insurer and vehicle owner that a non-certified part was used because a certified part wasn’t available locally, 83 percent of those surveyed found it acceptable. About 93 percent felt it was unacceptable for a shop to order a nonOEM part, return it and supplement for an OEM part claiming poor fit without first trying the non-OEM part. When the situation was changed to the shop returning a part without trying it, but installing the OEM part while absorbing the price difference, only 37 percent thought this was unacceptable. A large majority said it was consumer deception and an unfair claims practice for an independent appraiser to leave needed items off of estimates at the request of the insurer because the customer may choose to not repair the vehicle. But what if the vehi-

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

cle was repaired and the omitted items were added? More than half (57 percent) still felt this practice was problematic. About one-third of those completing the survey were collision repairers and another 17 percent were insurers. The other half represented other segments of the industry, including the automakers and industry vendors. – As reported in Collision Repair Industry INSIGHT. 10 Years Ago in the Collision Repair Industry (November 2008) At the Collision Industry Conference (CIC) in Las Vegas, the “Business Management Committee” shared responses it received from several insurers about what the committee calls a “complete repair plan.” Designed to reduce the need for supplements (the committee estimates

that it costs about $700 for shops and insurers to create or process a single supplement), the plan essentially involves a shop disassembling a damaged vehicle to determine virtually all of the parts and procedures needed, allowing for one estimate and one parts order without the need, in most cases, for a supplement. Some shops interested in using such a system have said they have met resistance from some insurers. The committee, however, received generally positive responses to the concept from the insurers it contacted. “Allstate is in support of any process that encourages a thorough and complete tear-down at the time of the estimate,” Bill Daly of Allstate Insurance wrote. Tim Constien of American Family Mutual Insurance Company was supportive of the idea under certain See 20 Years Ago, Page 57

autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


Media and Publicity for Shops with Ed Attanasio

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

Let Your Customers Become Your Brand Ambassadors With Ad Specialties A body shop in the Bay Area gave me a swag bag full of stuff a few years ago that included pens, a t-shirt, a baseball cap, a coffee mug and several other items displaying the shop’s logo. I could see right away that they were quality items, which is why they stayed out of my trash bin. In fact, I wear the t-shirt and the baseball cap all the time because they’re comfortable and I like the design. I realize that I’ve become a walking billboard for the business, but I’m okay with it because I’m getting some free high-end apparel and other cool stuff as part of the deal. As a marketing tool, it’s working because the investment that the shop made in ad specialties has paid for itself—at least in my case. Anything that has your company’s name on it is called an ad specialty. From my experience, almost every body shop in the country makes


a practice of giving away at least one to three ad specialties to their customers, associates and vendors. It’s a huge business; in fact, the Advertising Specialty Institute (ASI) has identified it as a $19.4 billion industry with a network of more than 25,000 distributors and suppliers throughout North America. Putting your logo on an item and getting people to use it is the biggest challenge for any business, but by taking a creative and strategic approach, many shops are getting maximum exposure out of their ad specialties. By thinking outside of the box and finding unique items, some companies have become well-known for their ad specialties, such as In ‘N Out Burger, Ford Motor Company and Skechers. Identifying a high-quality ad specialty and personalizing it for your current followers is also a great way to further strengthen your position

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

with your customer base, according to Brad Healy, owner of Custom Concepts in San Jose, CA. “If you’ve already fixed someone’s vehicle, why not keep them in the loop by sending them an ad specialty every six months to remember you?” Healy said. “I show body shops how to use a form of personalization that is unique so that when others see your message, it comes through clearly. “Being creative is also a great way to really connect even more with your most-prized contacts. Some shops will put the company mascot on the item, such as the shop dog or pet. Corny sayings like ‘We Meet by Accident’ will also work, believe it or not. The most important thing is to not buy inexpensive items because it makes you look cheap. Instead of purchasing 5,000 cheap plastic pens, for example, maybe buy 2,000 higher-

quality pens in order to keep them in the hands of your customers longer.” A well thought-out ad specialty is more likely to pay for itself over time and maybe even generate a profit in some cases. “The longer a customer will use that item, the longer your name and brand will remain at the top of their minds, which means your efforts will grow exponentially,” Healy said. “We want something that they will use repeatedly and that will remain on their desk for a much longer period of time. Some shops (mostly restoration) sell a line of apparel, which is the ultimate situation because people are paying them to do their branding for them.” Some shops are always looking for seasonal ad specialties to gain even more exposure during certain times of the year. “During the summer, some shops use flip flops, sunglasses and beach

towels, and in the winter, I will often suggest beanies and even sweaters or jackets if they have the budget,” Healy said. “One of my clients even asked me to create book covers for the backto-school season, and they received huge kudos from the students and their parents.” According to Healy, the products that leave the most positive impressions and that recipients keep longer are: outerwear, shirts, recognition items (awards, plaques), caps/headwear, flash drives, health and safety products, desk/office accessories and bags. The ASI conducted an in-depth study a few years ago to illustrate the importance of ad specialties in the automotive marketing, branding and advertising world: • Over half (52 percent) of the time, ad specialties leave a more favorable impression of the advertiser. • Eighty-one percent of product recipients indicated that an item’s usefulness is the primary reason to keep it. • There are nearly 8,000 different automotive-related promotional products currently in ASI’s database. • The automotive industry buys more

promotional items than do all other consumer product companies combined nationwide.

Study results show that most people own approximately 10 ad specialty items on an on-going basis and hold on to them for an average of six months, a far longer time period than any other traditional form of advertising. What’s your ultimate goal in giving away a pen, hat or key chain? Who’s your target audience—millennials, small families or the senior market? Are you trying to reach out to prospective customers? Or are you staying in touch with your VIP clients —those who seem to get into more accidents or have higher-end vehicles? Are you doing a campaign targeting your vendors, insurance agents, local community leaders or organizations? It all comes down to finding your target market and continually branding. But maybe just importantly, invest a little more money into your ad specialties or buy them in smaller quantities and distribute them less liberally. The idea is to get people in your community to wear that same shirt ad hat more than just once!

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GARMAT Celebrates 30 Years at SEMA with SEMA Specials, Sponsored Events Garmat is excited to announce special SEMA pricing to celebrate 30 successful years as the industry’s leading all American paint booth manufacturer. To thank its

customers and to celebrate at SEMA, Garmat is kicking off the show with savings up to $5,000 on the purchase of Garmat equipment and GasCat catalytic drying systems. Packages include Paint Booths, Prep-Decks, CTOF’s, Paint Mix Rooms, and GasCat Accelerated Curing Solutions. Now is the time to get the refinish equipment you need to make your shop a production powerhouse in 2019! In addition to our SEMA specials Garmat is also sponsoring the Collision Hub Estimating for Profit education session on October 29



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located at the Palace Station Hotel & Casino 2411 W. Sahara Ave Las Vegas, NV 89102. Garmat President Johan Huwaert will be racing for a great cause in support of the 3M and CREF for the 3M Hire Our Heroes 500 event to drive support for our nation’s veterans and family members and race for the collision repair industry’s future. Join us at SEMA to find out who wins industry bragging rights for the fastest time. Marketing Director and National Account Manager at Garmat USA said “As usual SEMA is one of the most exciting events in our collision repair show schedule and we have a lot to be excited about with our thirty year anniversary. Please stop by booth 10825 and join us!”


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OE Shop Certification with Gary Ledoux

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

OE Shop Certification Programs: Porsche In our ongoing effort to keep our readers informed on the latest industry trend, OE shop certification programs, Autobody News spoke this month with Mike Kukavica, collision training instructor for Porsche Cars North America, Inc., about its program. ABN: Does your program have a specific name? When was it started? Porsche: It is called the Porsche Approved Collision Center Program, or PACC Program for short. The program was launched with the first trial audits, which were done in May of 2009. Our first candidate collision center reached “Porsche Approved Collision Center” status in October 2009.

ABN: What is the main purpose of the program?

Porsche: The purpose of the PACC Program is to raise the quality of repairs that Porsche vehicles receive. We are focused on what the technician is doing to the vehicle. The program will ensure that the technician is working in an environment that includes the workspace, tools, equipment and technical information needed so that they can perform the repairs as specified by Porsche AG in the workshop manual. ABN: What are the program requirements (tools, equipment, training, facility, etc.)?

Porsche: There are requirements regarding customer handling, facility (including information technology), special and general tools, equipment, refinish products and staff training. Each PACC is required to have two structural technicians, one estimator and one refinish technician who must meet certain training and certification requirements specific to their job role. These people must be separate individuals, come to the facility each day and be dressed for and seen to be performing the job each day. In other words, one person cannot take all the 40

training and qualify for all four roles.

ABN: Does the shop need to be ICAR Gold Class?

Porsche: No. When it comes to training, we focus on individuals rather than the shop as a whole. The four people who fill the training requirements must be I-CAR Platinum individuals in their job role. In the past, we specified a list of individual classes; however, over time we have learned that for shops who participate in multiple OE programs, the Platinum requirement is less burdensome than a list of individual classes. In addition, the two structural techs must be ASE Master Techs, and the estimator and refinisher must pass their respective ASE tests. It sounds like a lot as far as training and testing go ... and it is. But we need people who know what they are doing before they get here to participate in Porsche in-house training … we don’t have the resources to train techs from zero. ABN: What are the program benefits (plaque, signage, free access to repair info, shop locator, etc.)?

Porsche: Like other programs, we provide the shop with a plaque and a unique PACC logo that no other shop can use. We give the shop a spot on the PACC locator website, which is linked from porsche.com, and the 1(800) Porsche call center will also refer customers to our PACC shops. Access to the workshop manual is included in the program fee. In addition, PACC shops are the only shops that have access to restricted parts. ABN: What are restricted parts?

Porsche: Any aluminum part that is a permanent part of the vehicle’s structure or steel part that is joined to an aluminum part is restricted to only PACCs. The reason we do this is that repair of aluminum vehicles, although becoming more common, is still so far outside the mainstream of common collision repair that a competent gen-

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

eralist collision center is not able to perform a repair that maintains the safety and performance characteristics of the vehicle prior to the accident.

ABN: How do you manage to restrict parts to shops?

Porsche: From the shop’s point of view, ordering restricted parts is the same as ordering any other part. When the dealer submits the stock order to Porsche, they must include the shop’s unique code. When the order is fulfilled, the restricted parts are shipped directly to the shop. If they are not coded as a PACC in our system, neither the shop nor the dealer will be shipped the parts. ABN: What shops are eligible?

Porsche: Dealer sponsorship is the only prerequisite, so dealer-owned and

independent centers are able to apply. This also includes MSOs, although each shop is treated as an individual entity. Just because one shop qualifies doesn’t mean that they all qualify. No collision center is recognized as a Porsche Approved Collison Center until they meet the standards 100 percent. Sponsorship is important because PCNA exists to support our dealer network; thus everything has to be done in partnership with our dealers. Sponsorship means that the dealer wants us to work with a particular collision center and that they will collect the program fees on our behalf, among other things. ABN: Have you had any dealers that sponsored a shop and then broke off their relationship with that shop and refused to sponsor them?

Porsche: We have had that happen in a few cases. When it has, we have

autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


worked to find another dealer to pick up the sponsorship if possible.

ABN: Are any shops specifically ineligible?

Porsche: If a collision center bypasses our system and acquires (or attempts to acquire) restricted parts, they will be banned from participating in the program. Also, any shop proven to have attempted to make a repair using unauthorized techniques because they aren’t able to acquire the restricted parts (pulling, welding aluminum instead of replacing the part, etc.) will not be allowed to become a PACC. ABN: Do you have any program partners such as Axalta, VeriFacts, Summit, Assured Performance or other? If so, what role do they play?

Porsche: Our consulting partner is Summit Consulting, Intl. They provide our CSI service and data warehousing and carry out the onsite audits of the collision centers. Initial and renewal audits are the same— everything is checked. Some shops ask why we check everything every year; they think it is a “check the box program” where if you have been checked once, you are good forever. But that is not the case with Porsche. ABN: Does Summit use their own people or sub the work out to other individuals?

Porsche: Summit uses their own people. They have the right skill set combining both technical knowledge and business acumen. We have about 130 shops now and about 30 shops pending, so Summit can easily do the job.

ABN: What is the fee for the program? Does the program run on an annual basis?

Porsche: The initial fee for independent collision centers is $7,500 and $3,500 for dealer-owned collision centers. There is a yearly renewal, and that is $3,500 for all PACCs. This fee includes access to the in-



house Porsche training and access to the Workshop Manual. ABN: Do all shops renew?

Porsche: With few exceptions, most shops want to renew. But a common problem is those shops that came in meeting the minimum requirements of only two qualifying structural technicians, one qualifying estimator and one qualifying refinisher. If, upon renewal, they are missing any of those people, they must be replaced with a person equally qualified. We also run into a timing problem sometimes where ASE tests are only given quarterly. The shop might have to wait until the tests are administered to requalify. And of course, we sometimes run into renewal problems where a required tool has walked out the door or been broken and not replaced. When these things happen, we will give them time to renew, but we don’t give anyone a “pass.” Every shop has to be at 100 percent to be called certified. ABN: Is there an optimum number of shops you want to have and if so, how close are you to reaching that number?

Porsche: We would like every Porsche dealer (about 200 in the US) to have a PACC to refer their customers to. Ideally, that means each dealer would sponsor one collision center; however, in some cases a dealer will sponsor more than one, and in some areas, more than one dealer will share a PACC. Right now, we have about 130 PACC shops. ABN: Have you had any shops drop out and if so, why?

Porsche: If a dealer drops their sponsorship of a collision center, we may lose them. However, our retention rate over the life of the program is close to 100 percent.

ABN: What has been the biggest challenge in establishing the network? Porsche: We believe that overall, our



NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

program is the toughest in the industry. The process is lengthy, especially in terms of the training and certifications that are required. However, when a collision center reaches Porsche Approved Collision Center status, they know that they are among the best in the industry.

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

Porsche: Staff turnover has caused problems in that in addition to in-house training from Porsche, there are training and certification requirements for both I-CAR and ASE. If the collision center has only the bare minimum trained, turnover causes them problems because it can be a lengthy process to fulfill all of the training requirements. ABN: Based on the John Eagle verdict in October 2017, did you make any changes to your program?

Porsche: We foresaw this happening, and consider it vindication of our requirements that the Workshop Manual is used and adhered to for all Porsche vehicle repairs. In fact, we require our

technicians to have their own device (laptops, iPad, etc.) capable of accessing the Workshop Manual.

ABN: Because of your laser-focus on correct repairs, do you have inspectors go back to the shop to ensure OE repair methods are being used? Porsche: No, not as a matter of course. We just don’t have the resources. However, I or my partner, Frank Turner, will make ad-hoc visits to PACC shops when we visit an area. ABN: What do you see for the future of OE certification programs (yours and/or other OE programs)?

Porsche: We believe that the collision centers that participate in OE programs will get stronger and stronger in the industry. The vehicles are becoming more complicated and the collision centers just can’t keep up on their own. They need support from the OE. If vehicle construction technology continues on its current path, the future is specialization; signs that say “all makes and models accepted’ will be a thing of the past.




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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

Hey Toby! with Toby Chess

Squeeze Type Resistance Spot Welding, Shop Maintenance and Safety Recently, I was asked by a shop owner to put on a Squeeze Type Resistance Spot Welding (STRSW) clinic. I had previously put on an ICAR cycle-time class, and we, as a group, put together STRSW standard operation procedures. One of the lines stated that a test weld needed to be performed and the tear out nugget needed to be measured (five times the thickness of the metal). The owner was extremely concerned that his

technicians were not performing test welds, and with the current state of affairs regarding lawsuits, he wanted me to make sure that every one of his techs knew how to perform test welds. He also purchased calipers for all of his techs. After my PowerPoint presentation, we went down to the shop and did set-up and test welds (I have five different samples for metal thickness, and the techs took out two pieces, measured and welded them together then did a peel test.) The first tech welded his two coupons and sparks were flying. I asked if sparks made for a better weld. Half said ‘yes.’ But it’s ‘no,’ there shouldn’t be any sparks. The sparks can be caused by: incorrect squeeze pressure, poor fit, worn or improperly dressed electrodes, electrodes not perpendicular to the work surface and/or misaligned electrodes. (See Fig. 2, 3 and 4)

Fig. 2

Fig. 5). I adjusted the electrodes, and no more sparks. You might think that this article is about STRSW, but you would be mistaken. It is about shop Fig. 4

Fig. 3

In this case, the electrodes on the Prospot C gun were misaligned (See

Fig. 5


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maintenance and safety. Does Your Facility Have an Evacuation Map? OSHA does not require a printed map for evacuation in the case of an emergency, but other governmental agencies may. Check with your insurance carrier, fire marshal and state and local agencies that may require evacuation maps. However, OSHA does have requirements for your Emergency Action Plan (EAP). An EAP is required for any facility with 11 more employees. OSHA allows facilities with 10 or fewer employees to communicate their EAP plan orally. Whether presented in writing or verbally, the EAP must have the following minimum elements as described in the OSHA standard 1910.39(c)(1)-(6). • Procedures for reporting a fire or other emergency

• Procedures for emergency evacuation, including type of evacuation and exit route assignments • Procedures for employees who re-

main to operate critical operations before they evacuate • Procedure to account for all employees after an evacuation • Procedures to be followed by employees performing rescue or medical duties

OSHA requires that first aid kits be inspected, be of the proper size (for the facility), be inventory maintained, include the proper signage and be accessible.

• Evacuation maps serve as a great visual tool to communicate important information from your EAP plan

First-Aid Kits

• Fire extinguishers are in their assigned place • Fire extinguishers are not blocked or hidden

• Fire extinguishers are mounted in accordance with NFPA Standard No. 10 (Portable Fire Extinguishers). Install a sign or other means of identification above a portable fire extinguisher so its location can be identified from a distance in case it is obstructed from view.

• The name or job title of every employee who may be contacted for more information about the plan or an explanation of their duties under the plan

OSHA does not have rules for everything in the work place. They will use standards/regulations from American National Standards National Institute (ANSI), National Fire Protection Association (NFPA) or any other government agencies rules that will suit OSHA. In other words, why reinvent the wheel if it is already there?

visually inspected monthly. The inspection should assure that:

Fig. 6

ANSI sets the minimum items for medium and large first aid kits. Here is an example of a form for those ANSI minimums and sign-off sheet from Kent Automotive. (See Fig. 6) Fire Extinguisher Portable fire extinguishers must be

• Pressure gauges show adequate pressure (a CO2 extinguisher must be weighed to determine whether leakage has occurred) • Pin and seals are in place

• Fire extinguishers show no visual sign of damage or abuse • Nozzles are free of blockage

• Maintenance, inspection and testing

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of an extinguisher are the responsibility of the employer. Maintenance should be done at least annually by a certified inspector. The employer shall record the annual maintenance date.

Did you know that an inspection on each fire extinguisher needs to be done once a month by a designated employee and the back of the inspection card needs to be initialed? A fire extinguisher needs to be mounted within 20 feet of a potential fire source. In other words, you need to have one near your paint mixing room to be OSHA-compliant. Work Place Labels Here are some of the OSHA regulations for work place labels:

1910.1200(f)(6) Workplace labeling. Except as provided in paragraphs (f)(7) and (f)(8) of this section, the employer shall ensure that each container of hazardous chemicals in the workplace is labeled, tagged or marked with either: 1910.1200(f)(6)(i)The information specified under paragraphs (f)(1)(i) through (v) of this section for labels on shipped containers; or, 1910.1200(f)(6)(ii)Product

Fig. 7

• Check bed for straightness (Manufacturer Rep)

Fig. 9

identifier and words, pictures, symbols, or combination thereof, which provide at least general information regarding the hazards of the chemicals, and which, in conjunction with the other information immediately available to employees under the hazard communication program, will provide employees with the specific information regarding the physical and health hazards of the hazardous chemical. (See Fig. 7, 8 and 9)

If you are storing paint, you need to place a label on the container. The label that comes from your pour will be sufficient. A piece of masking tape saying “Honda 87” will not work. Here is an example dealing with work place labels that I presented at a CIC conference (See Fig. 10). You will note that workplace label is the new OSHA-required label. All the information needed for the label can be found in the Safety Data Sheet for that particular manufacturer. Extension Cords and Electrical Equipment “Sometimes during use, the third prong, or the grounding pin, may become loose or fall out. No one should be allowed to bypass the grounding pin by bending it out of the way or removing it completely. If the grounding pin is missing, the cord must be removed from use, repaired and tested before it is put back into service,” according to OSHA regulations. OSHA fined a shop $4,500 for three defective extension cords. Frame Bench Machine Maintenance on a frame bench should consist of the following:

Fig. 8 46

• Check frame bolts and replace if worn • Check all hydraulics for leaks and fluid levels • Clean pinch weld clamps • Check for a safety chain

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Spot Welders Spot welders can provide years of trouble-free use, but they must be properly maintained. (See Fig. 11, 12 and 13) Your spot welder must be maintained on a regular basis (sometimes after every use):

• Check the tip alignment • Clean the tips with a Scotch Brite or 120 grid sand paper after every use • Dress the tips with a machinesupplied tip dresser or replace as necessary • Check the electrode/electrode tips for wear and imperfections • Check water level monthly on water-cooled machines • Change coolant as per manufac-

Fig. 10

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turer’s requirements • Check electrical cable and plug • Check computer upgrades

regulators shall be removed and valve-protection caps, when provided for, shall be put in place before cylinders are moved.

Worn Out Nozzle. Fig. 15

• 1910.253(b)(5)(iii)(C) Before connecting a regulator to a cylinder valve, the valve shall be opened slightly and closed immediately. The valve shall be opened while standing to one side of the outlet; never in front of it. Never crack a fuel-gas cylinder valve near other welding work or near sparks, flame or other possible sources of ignition. Another major piece of equipment that we tend to overlook is our compressors. If they go down, all production stops.

Fig. 11 Worn Out Diffuser. Fig. 16

Compressor Maintenance Some maintenance items to look at:

• Change oil on a regular basis • Inspect any belts for wear • Change air filter if one is installed • Drain water from tank daily • Change desiccant on a regular schedule

Worn Out Electrodes. Fig. 12

• Rotary screw compressor has an oil filter, an air inlet filter and an air/oil separator that need to be replaced after every 2,000 hours of use A number of shops have switched to rotary compressors.

An important fact of this type of compressor: Oil in a rotary screw compressor is also used to cool, clean and seal. This means the compressor oil is that much more crucial to the compressor’s operation. Make sure you follow manufacturer’s recommended oil change service. Vehicle Lifts OSHA has no regulations that speak directly to the subject of vehicle lifts. However, the National Technology Transfer and Advancement Act, signed into law March 7, 1996, allows for government organizations, including OSHA, to apply nationally recognized standards such as ANSI /ALI ALOIM (current edition) to satisfy its safety mission by suggesting the use of such requirements to abate infractions cited under the existing OSHA regulations. There is an entire American Na-

Missing Ground - OSHA Fine. Fig. 17

Misaligned Electrodes. Fig. 13

MIG Welders One of the most abused pieces of equipment in the body shop is the MIG welder.

Here are some problems that I see on a regular basis when conducting the I-CAR MIG certification test. (See Fig. 14, 15, 16 and 17)

Broken Gauges - OSHA Fine. Fig. 14

See the YouTube video on maintenance and set-up on a MIG welder: www.youtube.com/watch?v=hSXHd -8nV7c 48

Another OSHA hot button is the welding tank. Welding tanks need to be chained up with a safety cap secured to the top of the tank, along with proper signage.

How many of you have a MIG Welder consumable kit? Again, OSHA has a number of regulations dealing with welding tanks. I have included a couple of them here:

• 1910.253(b)(2)(iv) Valve protection caps, where cylinder is designed to accept a cap, shall always be in place, hand-tight, except when cylinders are in use or connected for use.

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tional Standard outlining the safety requirements for proper vehicle lift operation, inspection and maintenance. This standard, ANSI/ALI ALOIM (current edition), covers lift operator qualifications, training and responsibilities; maintenance procedures, documentation and frequency; and periodic qualified lift inspection. In addition to regular in-house inspections, the standard requires that all vehicle lifts be inspected at least annually by a “qualified lift inspector.” A lift inspection is a thorough evaluation of the operating mechanism(s), safety system(s), maintenance, structural integrity and field modifications of a particular lift in order to identify any risks that may affect the ability of that lift to operate in a safe and reliable manner. OSHA can come into your facility today (without warning) to check on isocynate protection and vehicle lift inspection tags. There is an article on lifts in Repairer Driven News (RDN) that can be found here: www.repairerdriven news.com/2018/06/01/auto motivelift-institute-beware-counterfeit-n-ylift-inspection-stickers/.

Shop Air Here is what OSHA has to say about shop air: Compressed air is used in the manufacturing industry to drive tools, create motion, lift, clean, move and cool materials. Compressed air usage is governed by OSHA standard 1910.242(b). “OSHA regulations state the following about compressed air: Compressed air may only be used for cleaning if • The pressure is lower than 30 psi (210 kPa). • Chip guards and personal safety equipment are used.

This means the downstream pressure of the air at the outlet of the air gun, nozzle or pipe opening is not allowed to exceed 30 psi (210 kPa) for all static conditions. A higher static pressure could cause serious injury to the operator. Therefore, to minimize the risk of injury in the event of total blockage, the pressure at the blockage should be less than 30 psi (210kPa). An air pressure gauge is the easiest way to check air pressure.

Chip guards are used to protect the operator and people working in the vicinity from flying chips and particles. They can either be screens or other solutions to prevent eye and body injuries. It is important to keep in mind that some safety equipment only protects the operator, and these may need to be supplemented in order to protect people nearby. Furthermore, personal safety equipment such as hearing protection and full-cover goggles must be used.” Two ends fitting together: HUGE OSHA violation. Pocket air blowers are also illegal. The DF-BG601 Venturi Blow Gun from Dent Fix Equipment is designed to meet the safety standards of OSHA and provide the user with the most thrust possible. IT WORKS.

Particulate Respirator. Fig. 18

Vapor Respirator. Fig. 19

Respirators (See Fig. 18, 19 and 20) From OSHA website:

• Employers must provide a medical evaluation to determine employees’ ability to use a respirator before fit testing and use. The employer must

Combination Respirator. Fig. 20

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use a physician or other licensed health care professional (LHCP) to perform medical evaluations using a medical questionnaire or by conducting a medical examination. • Failure to conduct fit testing prior to respirator use, and at least annually, was the fourth-most-cited respiratory protection violation (failing to provide information to voluntary users was number three), according to the BLS study. All employees using a negative or positive-pressure tight-fitting face piece respirator must pass an appropriate qualitative fit test or quantitative fit test. Fit testing is required prior to initial use, whenever a different respirator face piece is used, and at least annually thereafter. Proper respirator size is determined through a fit test. The following is a true story of a shop owner in Colorado.

Years ago, this shop owner embarked on the road to lean production. I marveled at how he transformed his facility into a totally lean collision center. In June of 2016, an OSHA inspector walked into his shop on the Isocynate and lift protocol. OSHA

can arrive at your shop unannounced to determine how you manage your employee protection for isocynates. The first item the inspector wanted to view was the shop’s respirator fit-test report. My friend told the inspector that he had not done it, but was planning on getting it done in the near future. The inspector excused himself, went to his car and came back with a hard hat with a video camera attached to it. He started taping the initial interview again and now wanted to see the shop. My friend asked about the fine and nearly had a coronary when told it would be $7,000. After seeing the cleanliness of the shop, the fine was reduced to $1,500. The inspector also stated that he could appeal the fine, but pointed out a few smaller OSHA infractions. The inspector told him to get the test done ASAP and let him know when it was completed. The shop owner called his Kent agent, and it was done the following week. My question to you: Have you done your yearly fit test for all body technicians and helpers, painters and helpers and detailers (only if they use

rubbing compound-crystaline silicon protection). If the answer is no, get it done NOW.

in use?

Did you know that leaving the funnel lid open on a solvent waste drum is an OSHA violation?

Having an open container of thinner for cleaning a paint gun will result in a huge OSHA fine.

Fig. 21

Respirator storage bag from Kent Automotive. Fig. 22

Did you know that it is an OSHA violation if the respirator is not stored in an enclosed container when not

Preventative Maintenance Preventive maintenance can be defined as a program in which wear, tear and change are anticipated, and continuous actions are taken to ensure peak performance and efficiency to minimize premature deterioration. Minimize downtime by correcting minor problems before they become major repairs. A detailed service record is instrumental in tracking booth performance. A service report baseline of booth performance can be established, as all of the critical set points and readings are recorded. Preventive maintenance involves a planned and controlled program of systematic inspections, adjustments, lubrication and replacement of components, as well as performance testing.

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From the Desk of Mike Anderson with Mike Anderson

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

4 Questions To Consider Ahead of Negotiating for Any ‘Not-Included’ Estimate Line Item Among the most common types of questions I get from shops is something like this: “Mike, I see this particular procedure you ask about in one of your ‘Who Pays for What’ surveys, but we just can’t seem to ever get paid for that. How are shops negotiating for that?” I take a two-track response to this type of question. First, I challenge them to ensure that they’ve actually really tried to get paid for whatever the procedure is. After three years of conducting “Who Pays” surveys, I never cease to be amazed at the percentage of shops that acknowledge they’ve never negotiated to be paid for some of the procedures.

Take “airbag residue clean-up” as an example of one such not-included procedure. Our survey last spring found that even though more than one-third of shops (36 percent) said they are paid for this procedure “always” or “most of the time” by the eight largest national insurers when it is a necessary step they perform, more than 60 percent of shops have never sought to be paid for it. But once a shop shows me they have asked to be paid for a procedure but just aren’t being successful, I suggest they use a four-question process to prepare for future negotiations. Question #1: Is it required to return the vehicle back to pre-accident condition?

Have you documented that the pro52

cedure is necessary? Check out the OEM repair procedures, ideally through the automaker websites directly. Get the appropriate bulletins from your paint manufacturer. Other manufacturers of materials or equipment offer bulletins detailing the need for some of these procedures. Scanning the vehicle may provide documentation of the need for some operations. Question #2: Is it included in any other labor operation?

No estimator should be without a copy of the estimating guides (often referred to as “p-pages”) for all the estimating systems. You can download them from the “Estimate Toolbox” section on the Database Enhancement Gateway (DEG) website (www.DEG web.org). You can also search the DEG database of inquiries submitted to the estimating system providers; there may already be a response confirming that the procedure you are working to negotiate for is “not-included.” (Our “Who Pays” survey reports now include those DEG inquiries related to each procedure.) If there isn’t already an inquiry related to the procedure, you can submit one yourself. The associations offer some great free tools to help as well. The Automotive Service Association (ASA) regularly updates what it calls “not-included operations” charts and the Society of Collision Repair Specialists (SCRS) offers a 24-page “Guide to Complete Repair Planning.” Check those out at the association’s websites. Question #3: Are there pre-determined times?

In a few cases, the estimating systems have established a formula for some not-included procedures. CCC, Mitchell and Audatex all have predetermined times for prepping raw

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plastic parts, for example. Audatex is 20 percent of the basecoat time (with a minimum of two-tenths), CCC is 25 percent of the basecoat time (with a maximum of an hour) and Mitchell is 20 percent of the basecoat time (with no minimum or maximum). Again, the estimating system estimating guides or the DEG are your best sources to determine whether a pre-determined time has been established for a not-included procedure. Question #4: What is it worth?

If it’s required, it’s not-included, and there’s no formula or pre-determined time for a procedure, you will have to determine an appropriate amount. I can’t tell you what to charge. You have to figure out what your labor is going to be and any materials you’re going to use.

But keep in mind that the time you charge should reflect how long it takes the average technician to gather up their tools, equipment and supplies and perform the task in a safe and proper manner, and then return their tools and equipment. If it’s a procedure done frequently in your shop, you may want to set up some time studies to determine an appropriate charge. I highly recommend using an invoicing system for materials or supplies. You can check to see if there’s an OEM warranty labor time. The four negotiating questions can apply to just about any line item on your estimate. Arm your estimators with the tools and resources needed to answer those four questions and you can be among the shops successfully being paid for many not-included procedures when they are necessary and your shop does them.

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National News with Chasidy Rae Sisk

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

Collision Career Institute Addresses Technician Shortage As the technician shortage continues to plague the collision repair industry, the topic of attracting new blood to shops has become common at events and in facilities across the country. However, once someone new is sold on collision repair, the next concern is ensuring they receive the proper training to successfully begin a career in the industry. The Collision Career Institute (CCI) has developed a means of addressing this dilemma. According to Chief Operations Officer Amber Ritter, “CCI is an apprenticeship program that consists of 3,000 on-the-job training hours plus 250 related supplemental knowledge hours. Our role is to help recruit, manage and track the skill sets of students while helping trainers offer the best knowledge by providing an outlined curriculum. “In addition to facing the challenges of aging techs and a shortage of good employees, it’s important to acknowledge that this is also a difficult industry to train in. Shops are focused on KPIs, speed and cycle time, so it can be difficult to slow down enough to focus on the transfer of skills and knowledge. That can cause potential talent to slip through the cracks.” Ritter explained that many folks interested in a collision repair career are uncertain about how to get started. “Those who start training may get frustrated without a clear pathway,” she said. “They can’t see how they’ll actually become a painter or estimator while they’re sweeping floors or answering phones. CCI aims to give them a path and a structured way to get there.” CCI’s apprenticeship program begins with an eight-week boot camp followed by 12 to 16 months of training and offers three tracks: painter, body tech and repair planner, each containing six specific modules. During boot camp, students get familiar with the track to ensure it’s a good fit by meeting with instructors weekly and engaging in I-CAR training, knowledge-based learning and skills-based assignments in the


shops. Ritter explained, “We work with the shop and trainers to provide a list of tasks the apprentice should be trained on first to create free space in the trainer’s day for the training and so the apprentices are a benefit to their trainer.”

the collision industry, I worked with my husband, Brian, and helped him run our auto glass business for a little over nine years. During that time, I was exposed to the collision industry every day, and I watched the way different shops operated and how each position contributed to the process of

application and began her new job three weeks later. After three years as a parts coordinator at Fix Auto Yorba Linda, she knew she wanted to become a repair planner. When she expressed that desire to upper management, they suggested she would be a great fit for CCI.

Zach Serhal of Fix Auto is currently training two students in the shop he manages. Although he originally struggled with gaining the comfort to delegate some of his responsibilities to his apprentices, Serhal said the apprentices have been a major benefit to the shop. “They provide extra help through each phase of their program, which alleviates time on the trainer,” he said. “They bring a fresh mind to the table for ideas and are given responsibilities, which helps everyone in the shop. The apprentices ‘ramp up’ very quickly. This added help and quick ramp-up time increases the production flow in the shop. With respects to the repair planner portion, we have experienced greatly improved cycle time, increases in profitability and reduced supplement ratio. “CCI’s program can be lifechanging. To be able to get into a field with zero experience and within two years be making a very good, livable salary really says something. The students are vetted, engaged and hungry to learn and grow within their field. Most importantly, they are committed and passionate about their journey and outcome. I am very proud of my apprentices, what they have accomplished and how much they have grown.” Alison Penberthy is currently an apprentice in CCI’s program and working on the fourth module in the repair planner track. She shared, “Prior to working in

repairing the vehicle. It was interesting how the whole process came together to reveal the final product. I wanted to be a part of a process like that.” When her husband informed her that a local shop was hiring for a parts coordinator, Penberthy filled out an

“At that point, I had no idea there was actually a school out there that was specifically designed to help me reach my goal of becoming a repair planner,” she said. CCI’s application process is available to any high school graduate who can pass standard employment

“CCI’s program can be life-changing. To be able to get into a field with zero experience and within two years be making a very good, livable salary really says something. The students are vetted, engaged and hungry to learn and grow within their field.” — Zach Serhal

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guidelines. Upon applying, the potential student goes through a series of tests and interviews, and if successful, will tour a shop and talk to someone in their chosen position to ensure it’s the path they want to take. Ritter explained, “We send several applicants to interview with management at the shop location, and if the shop doesn’t choose a certain apprentice, we keep them in the applicant pool until we can connect them with a shop that’s a good match.” CCI ensures the trainers know which tasks to teach apprentices first, providing a progression of tasks they can help with and when to introduce skills. Once everyone involved feels the student is ready, the apprentice is tested by a third-party evaluator to ensure they’re capable of completing the learned tasks. Penberthy shared, “The application process started with a Berke Assessment. Once I completed the assessment and received the results, I was told I would make a great fit for the program. I completed the necessary paperwork and was given a launch date. I met with my coordinator, my instructor and my trainer, and

I was given a rundown on the program structure and what to expect on a day-to-day basis. A portion of the training we receive is through ICAR, which is a great addition to the in-shop training; they work hand-inhand with what we are focusing on for that particular module. “CCI’s program is preparing me for my career in the collision industry. The program allows me a safe, neutral zone to learn and grow from my mistakes. It provides a solid foundation of knowledge and experience from some of the best in our industry. Not only are you exposed to the experience and knowledge of our instructor Charlie Robertson, who is the encyclopedia of collision repair, but you’re also paired with an in-shop trainer. My current trainer, Jason Lake, has been in the industry for 20 years. Having the opportunity to work with and learn from these individuals cements the whole process. CCI is changing my life! I love this industry and all it has to offer!” Serhal agrees that CCI’s program is hugely beneficial to the industry. “Programs like CCI provide a huge benefit to the industry’s future.

CCI brings awareness to an industry that not many think about as a career option,” Serhal said. “Their program is accelerated, thorough and up-to-date with the contact changes our industry experiences in repair methodology and requirements. Most importantly, they are providing our industry with the qualified workforce of tomorrow.” CCI was officially launched in 2016 and was founded by Erick Bickett, Shelly Bickett and Charlie Robertson. Any shop with Wi-Fi can sign up for the program, but, Ritter stressed, the shop “has to commit to the training process, be able to provide a trainer and most importantly, commit to train in a structured environment that allows the apprentice to move through the skills.” Both Serhal and Penberthy agree that the program is great for the industry, and they encourage others to get involved with CCI as trainers and students. Serhal stated, “I would recommend other shops get involved with CCI and get involved right now. Many of today’s technicians will soon be retiring, and we can no longer wait to ‘cross that bridge when it comes.’


For more information about CCI, visit collisioncareerinstitute.com.

You’re Going To



The time is now to get the next generation in the shops learning, growing and gaining the skills necessary to keep your business moving forward.” Penberthy added, “I would highly recommend this program to those who are interested in the collision repair industry. I love the way the program is designed. It walks you through each step, revealing more of the big picture through each module and giving you time to grasp each concept as you progress one at a time. It’s a great learning environment with hands-on experience. I would tell anyone who is applying for CCI to give it all you have. Be open-minded, listen with your eyes and ears, ask questions, believe in yourself and grow!” Ritter urges interested shops to contact CCI and become trainers. “You’re changing the culture of the industry,” she said. “This is how we get more people involved in collision repair, and this is how you become known as a shop that grows your own people.”


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20 Years Ago

circumstances. “We believe it has some potential limited benefits with our highest-performing direct repair program shops,” Constien said. “If the process is not done correctly or efficiently, it will increase the time a customer is without a car.” Progressive Insurance was perhaps the most enthused with the idea. “The benefits of a shop adopting this type of a more efficient repair strategy are clear to me,” Chris Andreoli, corporate property damage process manager for Progressive, said. “I’m sure you’ll begin to see an increase in the number of shops that adopt this methodology.” – As reported in CRASH Network (www.CrashNetwork.com), Nov. 17, 2008. Over the past decade, more shops and insurers have shifted toward “blueprinting” or a complete tear-down of the vehicle to ensure all parts and procedures are included in an approved work order prior to the vehicle moving forward

in production. 5 Years Ago in the Collision Repair Industry (November 2013) During discussion at the Collision Industry Conference (CIC), California

In 2013, Nick Bossinakis of Overall Parts Solutions said shops already using an electronic parts ordering system that were then being required to use PartsTrader were like someone already “listening to digital music on their iPod, and instead you are now bringing them an 8-track tape.”

shop owner Randy Stabler said he’s “kind of perplexed” why the Parts Trader mandate has become “such a lightning rod” for an industry that has been accepting insurer mandates since the early days of computerized estimating. “That was then. Today it’s parts.

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Tomorrow it’s paint materials. What happens the day after?” Oklahoma shop owner Gary Wano responded. “If we don’t stop the mandates at some point in time, what are we doing?” Janet Chaney, who serves as the executive director of several state body shop associations, said it clearly comes down to the role parts play in a shop’s profit. “How many times have we been told what to do and we’ve agreed to it and it’s turned on us,” she said, drawing applause. Nick Bossinakis of Overall Parts Solutions, which offers an electronic parts ordering system, said one of the reasons this mandate is frustrating shops is that they may already be using one of the other electronic parts procurement systems that for them works better than PartsTrader. “You have (shops or parts vendors) that are out there listening to digital music on their iPod, and instead you are now bringing them an 8-track tape,” Bossinakis offered as an analogy. – As reported in CRASH Network (www.CrashNetwork.com), November 18, 2013.


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Continued from Page 28

Ensuring Safety

400,000 Americans die each year from sudden cardiac arrest, the number one killer in the workplace, but over 80 percent of people who experience sudden cardiac arrest will survive if an AED is used within the first one to three minutes. As his presentation concluded, Adams emphasized, “These preventative measures are just a few of the key points in which your business can save face and make your workplace a safe place for your employees and customers. This information is intended to help guide you in the proper direction for your business and is not intended as a substitute for any OSHA certification or class. Cintas recommends that at least one person from your shop take the full OSHA certification course in order to know all the rules and guidelines necessary to keep the shop up-todate and to ensure everyone is aware of the safety guidelines.” The webinar concluded with a question-and-answer session.


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autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


Body Shop Owner Finds Damage on Used Vehicle With Clean CARFAX Report by Nancy Amons, WSMV News 4

The average used car costs nearly $20,000, according to Edmunds.com. If you’re a buyer, you want to make sure you’re getting your money’s worth. The News 4 I-Team found that vehicle history reports like CARFAX won’t always tell you what you want to know—for example, whether the car has ever been in an accident. A News 4 I-Team producer was sent car shopping with Justin Holder, a car customer. News 4 recorded everything on an iPhone camera. Holder and the News 4 producer looked at a 2017 Lexus SUV with a sales price of about $78,000. The salesman said the vehicle’s CARFAX report showed it had a clean title and had never been in a wreck. “It’s got a clean CARFAX. No accidents,” the salesman said. News 4 asked if they could take the Lexus to a shop to have it checked out. “If you want to take it for an inspection, you can,” the salesman said. When they brought the Lexus to a local body shop, the shop owner immediately spotted indications that several sections of the SUV had been painted, like the back lift gate, for example. “And the front bumper’s been done, too,” the body shop owner said. News 4 agreed not to use his name; he’s been in business for 35 years. “This side’s been done, too,” he

said, showing that the paint resembled an orange peel’s bumpy texture, rather than a banana skin’s smooth texture. So how did the Lexus have a clean CARFAX report? That’s where you have to be careful. Companies like CARFAX get their information from police reports, insurance companies, repair shops and other sources. But not every wreck is reported to police or to an insurance company. “Minor fender benders and such, people just fix themselves instead of turning them into their insurance,” the body shop owner told News 4. “They pay for it out of pocket, not turning it into insurance. So nobody knows.” News 4 went to the car dealership and pointed out the painted areas to the salesman. He didn’t know they were recording with their iPhone. “Half these cars are painted,” the salesman said. News 4 then told the salesman that they were the News 4 I-Team. They were greeted by Hans Nikenjad, who introduced himself as the dealership’s owner. Nikenjad said the Lexus was a lease return that they had bought at an auction. “This car hasn’t had any paint work on it,” Nikenjad told I-Team’s Nancy Amons. “To the best of our knowledge—I mean, the auction company didn’t disclose any paint work on the vehicle when we purchased it.” News 4 showed him what the body shop owner had pointed out. Nikenjad told Amons that buyers

CCC Collision Parts E-commerce Solution CCC Information Services Inc. (CCC) announced that FCA US LLC will promote select Mopar collision parts through the CCC®

Parts e-commerce solution to help increase collision parts sales for the company and its dealers in the United States. CCC Parts is powered by the CCC ONE™ platform, which con58

nects OEMs, insurers, collision repairers, and third-party providers, allowing them to interact and transact across a variety of use cases, including new vehicle and parts sales, repair management, telematics-enabled claims, and usage-based insurance. “CCC is proud to support our partners in their efforts to increase parts sales and to make these important transactions more efficient and productive for everyone involved,” said Andreas Hecht, SVP and general manager of CCC’s OEM Services Group.

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

You may still want to buy a car that’s had body work, the body shop’s owner said, but having the information could help you negotiate a few thousand dollars off the price. CARFAX sent News 4 the following emailed statement: “CARFAX has more than 112,000 domestic and international sources reporting information to us, including state DMVs, insurance companies, police departments, service and repair shops, auto auctions and more. We work tirelessly to add new sources and more information that helps people buy and sell used cars. While thousands of accidents occur every day that go unreported to anyone, we’re happy to add any information someone has about an accident to the CARFAX Report. Getting a CARFAX Report is one important step in the used car buying process, along with a thorough test drive and inspection by a certified, trusted mechanic.”

are welcome to have a car checked out because there could be some history the dealer doesn’t know about either. In fact, CARFAX warns consumers on its own website that CARFAX may not know about every accident. The website says: “CARFAX receives accident information from thousands of sources, but not every accident or damage event is reported and not all reported are provided to CARFAX. CARFAX always recommends the CARFAX Report is used along with a pre-purchase vehicle inspection and thorough test drive to check for prior repairs, hidden damage and anything that might not have been reported to CARFAX.” Justin Holder, the buyer who went car shopping with the News 4 producer, didn’t buy the Lexus and wants to warn other buyers to bring any car they’re considering buying to a mechanic or a body shop. “Lesson learned. Just check anything before you buy,” Holder said.

We thank WSMV News 4 for reprint permission.


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autobodynews.com / NOVEMBER 2018 AUTOBODY NEWS


Latest ‘Who Pays for What?’ Survey Open

Now with four years of data from “Who Pays for What?” surveys, Mike Anderson of Collision Advice can point to some changes within the industry that the survey results reflect. “This summer, more than 1 in 4 shops—27 percent—reported being paid to set up and perform destructive test welds ‘always’ or ‘most of the time’ by the eight largest national insurers,” said Anderson, who conducts the surveys with CRASH Network. He said the final of the four 2018 “Who Pays for What?” surveys is open now through the end of October at: www.surveymonkey.com/r/X PH5C3X. Anderson said the survey can be completed by any shop owner, manager or estimator who is familiar with the shop’s billing practices and the payment practices of the largest national insurers.

Continued from Cover

vestigating whether tariffs should be levied.

CAR’s Dziczek, whose portfolio covers economics, trade and labor, said the changes under USMCA won’t all be favorable. “Production costs will go up, and sales will likely go down—all other things equal,” Dziczek said. Trade publication Automotive News, in a recent editorial, sounded more relieved than celebratory. “This rebadged North American Free Trade Agreement is good for the industry not because its terms are favorable, but because the fight is over,” according to the editorial. This fight may be over. There are other trade conflicts. Trump has led the U.S. into a trade war with China. There are also trade tensions with the European Union and other regions. “Yes, there are still jitters about China, the possibility of Section 232 tariffs being imposed on Japan, EU, U.K. once it leaves the EU, and South Korea,” Dziczek said. Section 232 is the term the U.S. Commerce Department uses for in-

Déjà Vu Trade isn’t the only worry. Ford Motor Co. (Dearborn, MI), a decade after avoiding bankruptcy, is again looking to revamp itself and cutting jobs. The automaker relies heavily on large pickups for the bulk of its profit. Its CEO, Jim Hackett, who took command of the company last year, talks about making Ford more fit. In early October, the company told salaried employees that cuts are coming. For now, there’s no hard timeline. “We are in the early stages of reorganizing our global salaried workforce to support the company’s strategic objectives, create a more dynamic and empowering work environment, and become more fit as a business,” the company said in a statement. “The reorganization will result in headcount reduction over time, and this will vary based on team and location. We will announce more specifics at the appropriate time.” During the 2000s, Ford had a

Jittery Days Remain

series of restructuring plans that cut thousands of jobs. The company recruited Boeing Co. executive Alan Mulally as CEO in 2006. He sold off European luxury brands and got rid of Mercury. The company was able to avoid bankruptcy, unlike General Motors and Chrysler, because it borrowed using its assets (including trademarks such as the Ford blue oval logo) as collateral. Mulally at the time was hailed as a turnaround artist. But that was then. The automotive world has gotten more complicated since Mulally retired in 2014. Now, there are issues such as self-driving cars and ridesharing services to deal with. Mulally’s successor, Mark Fields, was found wanting by the company’s board. Now it’s Hackett’s turn. The outcome isn’t assured. Once more, Ford employees brace themselves for cuts. Jittery days. We thank AdvancedManufacturing .org for reprint permission.


PGW Auto Glass Raises Prices Following Tariff by Emmariah Holcomb, glassBYTEs.com

President Trump’s auto glass tariff became effective Sept. 24. Chinese materials used in auto glass and glazing industries can expect to see a 10 percent increase as a result of the tariff, according to the document.

PGW Auto Glass notified its branch customers about its 10 percent increase to its products as a result of the tariff. The company’s increase became effective Oct. 1. “Due to these actions by the United States Trade Representatives (USTR), and like many U.S. industries today, PGW Auto Glass is forced to pass through this additional cost,” read an excerpt from the company letter to its branch customers. 60

This isn’t the only increase in tariffs the industry should be on the lookout for. According to Trump, there will be an additional increase at the start of 2019. The current 10 percent tariff is expected to increase to 25 percent. The expected increase to imported Chinese materials is expected to have a continued effect on the industry. PGW Auto Glass also stated it will increase the cost for its products by another 15 percent following the expected increase in the tariff in January 2019. This planned additional increase will then be in line with the increases made at that time. “Effective January 1, 2019, PGW Auto Glass intends to increase prices an additional 15 percent on all auto glass products reflecting the 25 percent tariff,” according to the company’s letter. According to the tariff list made available in September, some of the affected products include laminated safety glass, tempered safety glass, glass frit and various float glass products. We thank glassBYTEs.com for reprint permission.

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com



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Musk Blames Trailer Shortage for Tesla's Model 3 Delivery Delays by Russ Mitchell, Los Angeles Times

Elon Musk said an “extreme shortage” of car carrier trailers is partly to blame for Tesla’s delivery woes. And in typical Musk fashion, the answer is for Tesla to build its own trailers. That has trucking industry executives and analysts scratching their heads. “There’s no shortage that I know of,” said Guy Young. As general manager of the Auto Haulers Assn. of America, he would know. “There’s a general shortage of drivers, but we’ve got a lot of members with drivers and car carriers who could supply what they need.” Antti Lindstrom, a trucking analyst for IHS Markit, is flummoxed too. “I have never heard of a situation like that,” he said. “In my experience there is always some available capacity that can be harvested” — especially, he said, for a well-known company with a $50 billion market value. “It’s confusing. It doesn’t sound real to me.” Many Tesla buyers complain they’ve paid full price for one of the company’s new Model 3 vehicles but haven’t received them or had planned deliveries canceled. The auto haulers’ Young said the problem more likely lies with Tesla’s own logistics operation. “It’s like anything else,” he said. “If you don’t start planning ahead of time, building relationships, it can get a little difficult.” Tesla declined to discuss trailer shortages, or details of any plans to build its own, with The Times. It’s the build-your-own part that puzzles Frank Maly, a trucking analyst at ACT Research. “If they’re talking about building [trailers] from the ground up, that would be a surprise to me,” he said. First, the National Highway Traffic Safety Administration has a long checklist of regulatory information that must be submitted and processed for a new commercial trailer to be used on public highways. Also, materials, tooling, an assembly line and trained employees would be needed to build them. It’s possible, though, to build a system inside a regular enclosed semi62

taking matters into its own hands. Facing a shortage of body parts to repair Teslas involved in car crashes— some owners have waited months to get their cars back from such fixes— the company this year began opening its own “light collision repair” body shops. So far, there are nine. On Sept. 16, Musk tweeted that Tesla “is bringing most collision repairs in-house” because delays at third-party body shops are “driving Tesla owners (and us) crazy.” He followed with a burst of tweets. “Having all parts in stock & not waiting for insurA truck carries new Model 3s from Tesla’s Fremont, CA, asance approval” would make sembly plant. Credit: Russ MItchell, Los Angeles Times “a world of difference,” one chance they could get that up,” Maly said. In another he said he’d reduce said. “But then the challenge is, where body work turnaround time to “under an hour.” do you get the dry vans?” Asked about the speed claims, With the U.S. economy humming, new dry vans also are in high Giovanna Tanzillo, co-owner of Updemand. “If you ordered one today, town Body & Fender in Oakland, CA, you might get it in April,” Maly said. said: “I do not know how that is posLogistics isn’t the only chal- sible. I’d be interested in knowing lenge Tesla is attempting to solve by more myself.” trailer known as a “dry van” to hold about eight cars without necessitating government approval, Maly said. It’s called an “upfit” and it’s used by several automakers, he said. Musk, the chief executive of Tesla and SpaceX, “makes cars, he makes rockets, so there’s a fighting

A basic bumper replacement takes at least 24 hours, she said; “You can’t rush it” without sacrificing quality. A new door could be hung in an hour, but the vast majority of jobs would take far longer, Tanzillo said. Having Tesla parts in-house could speed the process, she said. It also helps that Teslas come in only a few colors. A body panel could be painted in an hour, Tanzillo said, but most cars get faded by the sun, which means a paint job requires blending and matching. A high-quality job would take hours. Uptown used to work on Tesla cars, “but we do work on them now only when parts are not necessary,” Tanzillo said. “We can’t get parts. When we can, they won’t ship them to us. They have us pick them up. They want to control everything. There are plenty of other models out there.” Tesla declined to comment about Musk’s claims or body shop expansion plans. We thank Los Angeles Times for reprint permission.


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Subaru Destroys 293 Ascent SUVs After Coding Error Leads to Unsafe Cars by Jessica Miley, Interesting Engineering

A coding error has led Subaru to recall and dispose of 293 of its Ascent 2019 SUVs. A National Highway Traffic Safety Administration (NHTSA) report revealed that the error caused robots building the cars to miss two critical welds in the car’s fabrication.

The welds were located on the car’s B-pillars, which hold the hinges to the second-row doors. The missing welds reduce the overall strength of the car’s body and could result in passengers suffering injury in a crash. No Fix Available on Post-Production Vehicles There is no way to fix the error postproduction, so all the cars needed to be destroyed rather than refurbished. Subaru said only nine of the affected cars were actually in the hands of consumers and that all affected customers would receive a replacement vehicle.

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“All potentially affected vehicles will be inspected by an SIA factory representative, and if the vehicle is missing any spot welds, the vehicle will be replaced with a new one. There is no physical remedy available; therefore, any vehicles found with missing welds will be destroyed,” a document submitted to the National Highway Traffic Safety Administration read. Software Errors Rare in Modern Carmakers The defected cars were located between July 13 and July 21, although not all cars produced in this model were affected by the flaw. The company launched an investigation in production procedure after an audit discovered a single example of the mistake in July. According to Stout’s 2018 report of Warranty and Recall, almost 8 million vehicles were recalled in 2017 because of a software or integrated circuit issue. This year, other major car makers like Ford and Tesla have also experienced costly recalls due to errors. As we head into the robot revolution, automakers need to take a

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warning from Subaru and ensure development practices are strict without any exceptions on release quality. Although it isn’t common to hear of coding mistakes causing production problems, it isn’t totally unheard of. In the 1980s when GM began a major push to automate its car assembly lines to stand a chance against its Japanese competitors, the new robots in the paint shop turned on each other rather than the cars in front of them. GM didn’t get off with just the one instance; robots responsible for fitting windscreens reportedly liked to smash them up instead, and in a case similar to Subaru, the spot welding robots began welding doors shut rather than their hinges. Even Tesla CEO Elon Musk admits that having robots isn’t always the best solution. In an interview earlier this year, he admitted that sometimes the robots slow down production rather than make it quicker. Via: Safety Recall Report/Subaru We thank Interesting Engineering for reprint permission.

ASA, AutoInc. Announce ‘Top 10’ Website Winners

The Automotive Service Association (ASA) and AutoInc. magazine, the official publication of ASA, are recently announced the results of their annual “Top 10 Websites Contest.” (in alphabetical order): • AA Quality Transmission, Stuart, FL, aaquality.net • Autoworks of Lincoln, Lincoln, NE, autoworkslincoln.com • Campus Automotive, Blacksburg, VA, campusauto.co • Community Automotive, Grand Rapids, MI, communityautomotive .com • Genesis Automotive & RV, Tacoma, WA, genesisautorv.com • Honest Wrenches Automotive Repair, Des Moines, IA, honestwrenches.com • Matt’s Automotive Service Center, Fargo, ND, mattsautoservice center.com • McLean Auto, Elgin, IL, mclean autorepair.com • Same Day Auto Service, Clackamas, OR, samedayautoservice.com • Ulmer’s Auto Care Center, Cin-cinnati, OH, ulmersautocare.com

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All 2019 Civic Models To Feature Honda Sensing Technology by Gary Ledoux

If history has taught us anything about vehicle technology, it is that the latest advancements may be introduced in limited production or highline cars—from the hydraulic brake systems of the 1930s to the curved windshields of the 1950s and the advent of disc brakes in the 1970s—but eventually, that technology will be applied to every vehicle in the car maker’s line-up. Such is the case with Honda’s 2019 Civic, the 10th generation of one of America’s most popular and celebrated cars. Introduced in the fall of 2015 with first the sedan and then the coupe, the 10th-generation Civic will surpass 1 million units this year. Moving forward to make Honda Sensing® standard equipment on all Honda vehicles by the year 2022, all trim levels of the 2019 Civic sedan and coupe, from the base LX to the highest-line touring, will feature Honda Sensing® technology. This underscores the increasing need for pre- and post-scanning and recalibration of critical components when making collision repairs. Honda Sensing® is Honda’s ex-

clusive intelligent suite of safety and driver assistive technologies designed to alert drivers to things they may miss while driving. The suite consists of:

• Lane Keeping Assist System (LKAS): Designed to help keep the car centered in a detected lane

• Adaptive Cruise Control (ACC): Maintains a set following interval behind detected vehicles • Road Departure Mitigation System (RDM): Adjusts steering and braking if the vehicle crosses detected lanes without signaling

alerts that you are at risk of a collision

Other available Honda safety driverassistive technology features, depending on the vehicle model and trim level, include:

• Honda Lane Watch™: Any time the right turn signal is activated, the camera on the passenger-side mirror will turn on, displaying a live video on the car’s Display Audio TouchScreen, providing four times more vision than a standard mirror

• Collision Mitigation Braking System™ (CMBS™): Applies brake pressure when an unavoidable collision is determined

• Blind Spot Information System: When the turn signal is activated and a vehicle is detected in the adjacent lane, an audio and visual alert will activate until the adjacent vehicle moves away or until the turn signal is turned off

• Forward Collision Warning (FCW): Uses a camera on the windshield to detect vehicles in front of your vehicle, activating audio and visual

• Auto High-Beam Headlights: When driving at night above 25 MPH with the headlight switch turned to AUTO, the system will apply high or

• Lane Departure Warning (LDW): Detects un-indicated departure from detected lanes, providing visible and audible alerts

• Cross Traffic Monitor: When in reverse, both audio and visual alerts are activated if another vehicle approaching from either side is detected

Recently, ALLDATA, an AutoZone company, won two 2018 PTEN (Professional Tool & Equipment News) awards: one in the Scan Tools category for ALLDATA Diagnostics and one in the Computers and Software category for ALLDATA Collision Advantage. ALLDATA President Satwinder Mangat stated, “We are very proud to be honored with these awards. Innovation is the core of our legacy, and it drives our vision to be the leading data-driven solutions provider in the industry.” Designed to recognize the most innovative products introduced in the last year, contestants for the PTEN Innovation Awards are evaluated by a panel of judges consisting of technicians and shop owners who select winners based on their ability to make vehicle diagnosis and repair easier and more efficient as well as to make shops more productive. ALLDATA Collision Advantage analyzes estimates to ensure they’re OEM-accurate and contain thorough 64

documentation, providing shops with the backup needed to charge for necessary repairs. Collision Advantage works with all three major estimating systems and delivers OEM alerts, vital repairs and manufacturer position statements on a single screen. Shops can use ALLDATA Diagnostics™ to turn a tablet into a professional-level scan tool with ALLDATA built in. With unlimited pre- and postscans, no per-scan charge and no charge for software or data updates or even the equipment, the tool’s cost is all included in one subscription fee that allows shops to limit liability by using ALLDATA Diagnostics to conduct full-system exportable pre- and post-repair scans. At NACE Automechanika in Atlanta, ALLDATA Diagnostics was voted the 2018 Innovation Zone Winner in the Repair and Maintenance category. Mangat stated, “By tackling the challenges our customers face day-in and day-out, our teams are inspired to deliver innovative solutions like ALLDATA Collision Advantage and ALLDATA Diagnostics.”

NOVEMBER 2018 AUTOBODY NEWS / autobodynews.com

On its consumer website, American Honda posted, “We are passionate about the safety of not just everyone who gets in a Honda, but of everyone who shares the road with them too— from other drivers to bicyclists to pedestrians.” By model year 2020, Honda expects “…a 50 percent reduction in crashes involving model year 2020 Honda vehicles.” By model year 2030, Honda predicts that everything on the road will be connected, “including pedestrians, bicyclists and motorcycle riders.” By model year 2040, Honda expects all Honda models of that year to be accident-free. It is also expected that a synergy will exist between Honda and other vehicle makers and transportation providers to work together to eliminate all accidents. By model year 2050, Honda predicts a “network of intelligent, interconnected machines” that will communicate with one another as well as other areas of infrastructure to provide efficient, trouble-free and accident-free transportation.

Finish it like a Masterpiece

ALLDATA Wins 2018 PTEN Innovation Awards, Continues To Win at NACE by Chasidy Rae Sisk

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November 2018 Southeast Edition  

November 2018 Southeast Edition  

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