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Shop Liability
ter explained. “OEMs have to make sure their data is available for aftermarket scan tool manufacturers to emulate. It’s a very challenging effort, and it’s important to be aware that data lags happen as well, but we work closely with the OEMs to ensure that cars can be serviced anytime, anywhere.” Gruszczynski then took over to discuss who gets the scan tool information, the differences between different enhanced functions, what participating companies do with the OEM information and the OEM level scan tool functionality. He described how a scan tool commands moduleimbedded OEM software to respond by reading codes, clearing codes and calibrating commands. He then evaluated the differences between these commands and the commands generated from the OEM versions of the scan tools. He also confirmed that OEMs recognize the scan tools created by ETI-participating companies as sufficient and effective.
Turning to the subject of OEM certifications, Montanez explained that there are two versions: restricted and non-restricted parts. “Restricted parts involve a lot of time and investment, but non-restricted parts programs offer a wider
Aaron Clark talked about OEM certifications and the challenges the industry faces as this becomes increasingly prevalent
range of training and some standardization of what a shop needs between multiple OEM programs,” he said. Addressing the challenges involved with OEM certification, Clark noted, “There is a wide array of equipment in the marketplace, and we are trying to better understand what shops will need in the future. We are managing data and getting proof of compliance from shops to
make sure the OEMs have that acknowledgement. We need to do better to provide transparency in this industry; we’ve made a lot of movement, but we aren’t there yet. Some of the dealers don’t have the knowledge for all the procedures, but my concern is the training and skills gap needed at a shop level.” Montanez discussed the value of pre- and post-scans, talking about the involvement of dealerships for some alignments because the resets must be done on a dealer’s computer. He noted, “There’s accountability with these programs. Documentation is vital—you have to keep your files clean! Legal matters often come down to the paperwork, so make sure you retain everything, including copies of your pre- and post-scans, as proof. Every file should be perfect, and you need to keep all your paperwork in order to stay on these programs. “It all comes down to branding. The OEMs want to maintain a good reputation because repair problems impact how consumers view the OEM. Being on an OEM program is almost like being on a DRP. You have
to meet certain criteria for each program you’re on, but the liability all falls on you. I wouldn’t be surprised to see KPIs evolve related to ensuring OEM procedures are accessed and followed.” Sgro, the final speaker, discussed his shop’s experiences with scanning, including its impact on cycle time, liability, productivity and customer service. He said, “A pre-scan is like a doctor check-up. There’s no way to repair a car properly without doing this first. It’s all about safety, and it’s important to know what’s wrong with a vehicle before you start repairing it. You have to be prepared and plan properly in order to do your job of putting the customer back in their proper place.” Potter advised attendees to buy a quality product and update software on a regular basis. Montanez reiterated the importance of reviewing OEM repair procedures and said the OEMs’ specific websites are the sources of the most up-to-date information. The panel discussion concluded with a question and answer session.
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