Bodyshop February 2011

February 2011 www.bodyshopbiz.com

Bodyshop CANADA’S MAGAZINE FOR COLLISION REPAIR PROFESSIONALS SINCE 1970

Getting

Your Fix TAKE A SECOND LOOK AT THESE IMPORTANT REPAIR REQUIREMENTS

PLUS:

AFTERMARKET PARTS UPDATE AKZO-NOBEL ON SUSTAINABILITY MEET YOUR I-CAR CANADA TRAINING TEAM CANADA POST CANADIAN PUBLICATIONS MAIL AGREEMENT #40069240

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Bodyshop CANADA’S MAGAZINE FOR COLLISION REPAIR PROFESSIONALS SINCE 1970

contents

February 2011 l Volume 41, Issue 1

Features 12

Getting Your Fix In our 2011 technical roundup, we take a look at three critical repair updates

16

Meet the Teacher Your formal introduction to I-CAR Canada’s talented roster of trainers

20

Aftermarket Structural Parts and Safety The Insurance Institute for Highway Safety wades into the debate

22

Finding Their Way In our latest installment of the AkzoNobel on Sustainability series, we ask one shop to share their experiences so far

25

What Clean can Mean Making sure your spray guns are properly cleaned can mean the difference between a job well done, and a costly comeback.

What process do you have in place?

22

24

Cover Story

12

Getting Your Fix Taking a second look at some important technical repair requirements

20

In Every Issue 4 6 24 26

Viewpoint News CCIF Report Products

28 29 29 30

Photo File Advertisers Index Internet Directory From the Publisher

visit us at bodyshopbiz.com In the next issue: The Green Shop Issue, Hazardous Materials Handling, The Waterborne Supplement, Automotive Recyclers Directory and more. www.bodyshopbiz.com l February 2011 l Bodyshop 3

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Bodyshop CANADA’S MAGAZINE FOR COLLISION REPAIR PROFESSIONALS SINCE 1970

viewpoint

EDITOR J.D. Ney 416-510-6839 jdney@bodyshopbiz.com

A Different Kind of Total Loss Over the last few years, it’s been repeated as a mantra that the collision repair industry’s recent advances as a profession—a greater focus on sustainability, management training, and the conversion to waterborne paint, for example—may well be the breaking point for a number of “smaller shops.”

The smaller shops referenced are generally never named or identified, but the speakers always appear to have a clear sense of what they’re talking about. And, for the most part, it’s easy to understand this viewpoint. We can all think of a few shops we wish weren’t in the picture, not because they provide stiff competition, but because they don’t represent the kind of image to which most conscientious and hardworking owners are striving. So, in that instance, the disappearance of “a few small shops” really doesn’t seem like such a loss.

However, as I sat in the packed conference room at the recent CCIF meeting in Toronto, I was struck by some figures quoted by Kathryn Graham, of Meyers Norris Penn LLP. Graham presented CCIF attendees with some of the results of the Manitoba Collision Repair Industry Study.

For the most part, the results of the study reaffirmed what many in the industry already knew. There is a looming crisis in terms of staffing in the industry. The barriers to entry for many young people are steep. By and large, public insurers should pay a higher door rate. Owners aren’t investing in enough training. And courtesy cars are too expensive.

But, what shocked me is how ominous the outlook is for “smaller shops” in that province, and more importantly, just how many operations fall under that umbrella.

According to the research, shops with $500,000 or less in annual billings represent 60% of shops in Manitoba, a number the financial consultants say is far too high for a healthy sustainable industry. In fact, as the full report

(available at www.mpipartners.ca) goes on to note, those shops themselves are not even sustainable in the long run, and are certainly not candidates for any sort of buy-out, takeover, or succession plan. Given current market conditions, the research shows that many shops in this income bracket will finish the year with a net profit number in the red, and a dismal outlook when it comes to debt capacity options and return on equity. In short, 60% of the entire industry in the province of Manitoba is no longer viable.

Now, to those who would argue this is good news, for the reasons outlined earlier—namely, weeding out the industry’s bad actors and shops with dubious dead of night dealings—I can’t help but disagree. Manitoba’s geography and demographics (all of Canada’s, for that matter) demand collision service in rural, remote areas not suited to large, multi-million dollar shops, yet the latter is currently the only type of operation shown to flourish in MNP’s research model.

It’s safe to say that a high percentage of these smaller players are fine, upstanding representatives of the industry—according to the research these shops do 70% of their work through MPI—just as it is safe to suggest that the truly nefarious players will, as they do, find ways to continue their operations.

For the trade, and the right kinds of shops to survive and thrive in these communities, something needs to change. And I don’t think I’m going too far out on a limb by suggesting that this isn’t a problem unique to Manitoba.

Will there be consolidation in the collision industry over the coming years? Almost assuredly. Will that help push the industry to new heights of efficiency and profitability? I think it will. But is 60% an enormous and potentially devastating price to pay, particularly in smaller communities across the country? Again, I’d have to say that the answer is yes.

B J.D. Ney, Editor jdney@bodyshopbiz.com

PUBLISHER Andrew Ross 416-510-6763 aross@bodyshopbiz.com SALES MANAGER Jay Armstrong 416-510-6745 jarmstrong@bodyshopbiz.com ACCOUNT MANAGER Jim Petsis 416-510-6842 jpetsis@bodyshopbiz.com PRODUCTION MANAGER Steven Hofmann 416-510-6757 shofmann@bizinfogroup.ca ART DIRECTOR Choo Hwee Kuan PRINT MANAGER Phyllis Wright CIRCULATION MANAGER Selina Rahaman 416-442-5600 ext.3528 CUSTOMER SERVICE Roshni Thava 416-442-5600 ext 3555 VICE-PRESIDENT Alex Papanou PRESIDENT Bruce Creighton

BODYSHOP is published by BIG Magazines LP, a div. of Glacier BIG Holdings Company Ltd. 12 Concorde Place, Suite 800, Toronto, ON M3C 4J2 Phone 416-442-5600 Fax 416-510-5140 Subscription rates: Canada – $39.95 (add applicable taxes) per year, $62.95 (add applicable taxes) for 2 years, single copy $7.00. USA and all other foreign – US$61.95 per year. U.S. single copy US$10.00.

All rights reserved. Printed in Canada. The contents of this publication may not be reproduced or transmitted in any form, either in part or full, including photocopying and recording, without the written consent of the copyright owner.

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From time to time we make our subscription list available to select companies and organizations whose product or service may interest you. If you do not wish your contact information to be made available, please contact us via one of the following methods: Tel: 1-800-268-7742 Fax: 416-4422191 E-Mail: privacyofficer@bizinfogroup.ca Mail to: Privacy Officer, Business Information Group, 12 Concorde Place, Suite 800 Toronto, ON M3C 4J2 ISSN 0045-2319 Online 1923-354X Canada Post Canadian Publications Mail Sales Product Agreement No. 40069240 Return postage guaranteed. Send change of address notices, undeliverable copies and subscription orders to: Circulation Dept. — Bodyshop Magazine, 12 Concorde Place, Suite 800, Toronto, ON M3C 4J2 We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund (CPF) for our publishing activities.

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Association of Association of Business Publishers Business 205 East 42ndPublishers Street East 42nd Street New205 York, NY 10017 New York, NY 10017

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Products Change High Standards Don’t DuPont provides the full Low VOC system to meet all of your refinishing needs.

DuPont™ Cromax® Pro waterborne basecoat can speed up your operations and increase productivity, without compromising the quality of work you demand.

With 1.5 coat coverage, wet-on-wet application and no flash time between coats, DuPont™ Cromax® Pro can help you reach your operational goals. It’s part of a proven integrated range of DuPont Refinish products.

A full range of primer and clear coats are available to complement Cromax® Pro for excellent results. Each of the new products has been designed to meet the challenges you face everyday in your shop.

To learn more about increasing your productivity, call your local DuPont Representative or speak with a DuPont Customer Care Representative at 1.800.668.6945.

The DuPont Refinish Logo, DuPont™ and all products denoted with ™ or ® are trademarks or registered trademarks of E. I. du Pont de Nemours and Company or its affiliates.

DuPont Canada is a licensee. © Copyright 2011 DuPont Canada. All rights reserved.

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CARSTAR breaks Ground on New Corporate HQ

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ARSTAR Automotive Canada Inc. recently announced plans for its new 16,000-square-foot head office in Hamilton, Ontario, dubbed CARSTAR Vision Park.

“It is with great pride that I announce

the beginning of a new and exciting chapter in CARSTAR’s history,” said president and CEO Sam Mercanti in a statement.

“Although our success is a result of the hard work of over 140 franchise partners from coast to coast, it all started in Hamilton and

we are thrilled to make this major investment in our hometown.”

CARSTAR Vision Park will also be home to CARSTAR University, the company’s learning and research centre. The facility will include a training centre with production bays and the latest repair equipment, allowing the corporate field team to test new processes. It will also be a central point for franchise partners to bring in their management and repair technicians to receive up-to-date, handson training in addition to classroom learning.

“Over the past 15 years, CARSTAR has shown the nation that it is the leader in the Canadian collision repair industry and we are confident this investment will only help to solidify that national ranking,” said executive vice-president Larry Jefferies.

“Our new headquarters will increase our operational efficiencies, help to build our national reach, and ensure CARSTAR remains a leader now and into the future.”

Location, Location, Location

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utomotive Service & Repair Week (ASRW) recently announced that due to industry feedback, it will return to a rotating pattern beginning in 2011. The 2011 exposition will be held Oct. 6-8 at the Orange County Convention Center in Orlando, Fla., which also returns the show to a Thursday-Saturday date pattern. Educational seminars will begin on Wednesday, Oct. 5. ASRW includes the International Autobody Congress & Exposition (NACE) and the Congress of Automotive Repair & Service (CARS), both sponsored by the Automotive Service Association (ASA).

ASA president Ron Pyle briefly mentioned investigating potential changes at the closing press conference of the 2010 event. Subsequently, ASRW solicited feedback and opinions from the industry through a series of surveys which asked participants, including attendees, exhibitors, and prospects, to provide input on all aspects of the show.

“The surveys elicited much more of a response than we were expecting, and we are grateful to everyone who took the time to respond,” says Pyle. “We spent weeks poring through all the feedback we received from the surveys to grasp what the industry wanted from this show—starting with the location, days of the week, and time of the year.”

ASRW plans to rotate locations between the east, midwest, and west. Rotating the event is intended to attract new attendees, as well as those who have not attended in previous years. The location for 2012 is yet to be determined.

“ASRW is the industry’s show, and we’re pleased with the changes we’ve made, which align directly to the majority consensus we received,” continues Pyle.

Preparations for the 2011 event are well underway.

Housing for this year’s event will open in late spring and will feature a variety of options, ranging in price from $99 - $200. Registration for attendees and exhibitors will open in early summer. Visit www.ASRWevents.com for more information.

6 Bodyshop l February 2011 l www.bodyshopbiz.com

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Top Stolen Vehicles Announced Amid Anti-Theft Legislation at the ports of Montreal and Halifax, had seized 600 stolen vehicles worth $18 million by the end of 2010. Including vehicles that were repatriated from overseas and those recovered using licenseplate reader technology, the value of stolen vehicles recovered by IBC in 2010 jumped to $30.7 million.

The top 10 stolen vehicles in Canada are:

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ast month the federal government passed Bill S-9, Tackling Auto Theft and Property Obtained by Crime Act, which gives CBSA the authority to seize stolen vehicles intended for export.

“The Insurance Bureau of Canada congratulates the federal government for cracking down on organized crime and auto theft for export, and for making the safety and security of Canadians a priority,” says Lindsay Olson, vice-president of the British Columbia, Saskatchewan, and Manitoba bureau of IBC. “IBC will continue to work vigorously with law enforcement and government agencies across Canada to fight auto theft, and recover stolen vehicles before they leave the country.”

Bill S-9 makes changes to the Criminal Code that include making a separate offence for motor vehicle theft, supported by tough sentences; creating the offence of altering, destroying, or removing a vehicle identification number (VIN); and creating the offences of trafficking property obtained by crime and possession of property obtained by crime for the purpose of trafficking.

Alongside the legislation, the Insurance Bureau of Canada (IBC) released its annual list of the most frequently stolen vehicles. Again in 2010, the appearance of high-value, all-wheel/four-wheel drive models on the list demonstrates

that sophisticated, organized crime rings are involved. These types of vehicles are frequently targeted by criminal organizations that strip them for parts, resell them to unsuspecting consumers, or export them to countries where there is a high demand for upscale vehicles that can handle rugged terrain.

IBC, in partnership with the Canada Border Services Agency (CBSA) and local law enforcement agencies located

1 2000 Honda Civic SiR 2-door 2 1999 Honda Civic SiR 2-door 32 002 Cadillac Escalade 4-door 4WD 42 004 Cadillac Escalade 4-door 4WD 5 2005 Acura RSX Type S 2-door 6 1997 Acura Integra 2-door 7 2000 Audi S4 Quattro 4-door AWD 8 2003 Hummer H2 4-door AWD 9 2006 Acura RSX Type S 2-door J 2004 Hummer H2 4-door AWD

Snap-On Closes Out 90 Years

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nap-on closed out its year-long celebration marking 90 years of providing distinctive workplace solutions by ringing the closing bell at the New York Stock Exchange on Dec. 28. Nick Pinchuk,

chairman and CEO of Snap-on Incorporated, was joined on the NYSE podium by representatives of the broad Snap-on team.

“We were honoured to ring the closing bell in recognition of our 90th anniversary,” said Pinchuk in a statement. “Snap-on is a company founded on an idea, the interchangeable socket set. That idea became a tradition of innovation, and that tradition became our mission of making work easier for serious professionals who perform critical tasks throughout the world. It was a privilege to represent all our current and former associates and franchisees who have made Snap-on the success it is today.”

8 Bodyshop l February 2011 l www.bodyshopbiz.com

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A Top Ten to Avoid

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only $350 or the Ministry of Labour will charge and fine you.” So says the scare call.

(Your association offers this for free.)

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ollision shop members of HARA and www.ciia.com, the Ontario collision repair trade association, have reported on attempted rip-offs of their businesses throughout the year. Here are the top ten reported scams that Ontario shop owners were exposed to in 2010. If your business has been hit, call the association at 1-866-309-4272 for help.

1) Money for a tow truck: Shop receives a call from a new customer wanting to come to the shop. The tow-truck driver is demanding cash up front. Can the tow-truck driver come and pick up cash from the shop owner and then go back to pick up the car?

2) Overpayment for repair: Customer brings in cheque for too high an amount to pay the bill. Apologizes and asks for difference back in cash. Cheque is rejected by bank.

3) Shop gets a call from an agency that will obtain their apprenticeship tax credit for them for a 25% fee. It’s a twopage form that is easy to send in. With credits at $10,000 per year per apprentice, one store paid $15,000 for this 15-minute job.

4) “Change over all your merchant credit card services to a new company for only a 1.29% fee on cards.” Won’t happen—and you can’t get out of the agreement. Yes, a shop can get credit card processing for 1.29%, but you need to generate more than $850 million in credit card sales in a year.

5) “You must have a Health and Safety poster and WHMIS course from us for

6) “You must have a Ministry of Environment Certificate of Approval for waterborne paints, at a cost of $6,000, or you will be fined.” Your association does this for $400.

7) The contractor scam. You pay a person for working in the shop as a contractor.

He disappears after a few months and Revenue Canada arrives and says you are still responsible for his CPP, EI, and tax withholding. Or the ex-worker files a later claim against you alleging an isocyanaterelated illness that you never tested him for. Say goodbye to up to $50,000 in that claim. The other contractor scam is the windshield firm that comes in to install a windshield using your heat, light, and power. He supposedly hurts himself and the compensation board sends the hospitalization, lost wages, and costs claim to you for payment because the windshield installation firm didn’t have a Worker’s Compensation account.

8) Wrong Worker’s Compensation account. A collision shop that should be paying 3.59% is being billed as a metal finisher at 9%.

9) Buy a spraybooth online. You pay the money and find out when you go to pick it up or the day of the install that the non-existent booth mysteriously was stolen from the truck the night before.

Not their problem, you’re told. It’s your responsibility and you must file a claim with your insurer, with no refund.

10) The double deductible. Some commercial polices have two deductibles.

The customer doesn’t tell you, you assume one deductible, collect it from the customer, and let the car go.

Cheque arrives from the insurer with both deductibles removed from the cheque.

CANADA HAS CHOSEN ITS BODY SHOP Why Should I Convert My Body Shop To A Maaco?

Maaco is ranked #1 in its category

by Entreperneur Magazine in its Franchise 500 List Maaco has a canada-wide 97.4% customer satisfaction rating [measured by CSI Complete]

Maaco receives 75% of its business through retail out-of-pocket customer pay Ma aco service more than 500,000 customers / year in North America [572 more costomers / year per shop on average than a traditional body shop]

Maaco Canada average store volume = $1 Million PLUS Half of Maaco Canada’s shops achieve average sales of over $1.4 million annually with a 12% average net profit

Canada Has Chosen Maaco,

Now It’s Your Turn.

CALL

today to learn how you can convert your body shop into a high-volume Maaco franchise.

www.bodyshopbiz.com l February 2011 l Bodyshop 9

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They Come in Threes F

ix Auto announced that it has added three new locations to its network roster: Fix Auto Uxbridge, Fix Auto Kenora, and Fix Auto St. John’s.

Located in the heart of the city at 1451 Valley Drive, Fix Auto Kenora is owned by Derouard Motor Products, a local Chrysler dealership in Kenora that is just minutes from the bodyshop. The location offers easy access to the entire community and proudly services all makes and models in this newly renovated location.

“We are very pleased in joining the Fix Auto network,” says Wil Derouard, general manager for Fix Auto Kenora.

“We aim to strive even higher with this new transition and further grow our business in northwestern Ontario.”

Located at 545 Hwy. 47, Unit B in the southwest corner of Uxbridge, just minutes from downtown, Fix Auto Uxbridge is a striking brand-new location which cannot be missed as you travel on Hwy. 47 in and out of the city. The 7,000-sq.ft.

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shop features a newly renovated expansion to better service its continuously growing customer base in Uxbridge, Ontario.

“We are looking forward to being part of the Fix Auto network,” says Todd Hargreaves, owner, Fix Auto Uxbridge.

“We have always prided ourselves in providing superior customer service and this is what established us as a reputable shop in our community.” The latest Fix Auto location to join the network’s roster

is the newly built, modern, stateof-the-art Fix Auto St. John’s, which is also the fifth Fix Auto location to join the network since Fix Auto’s expansion into Atlantic Canada in late 2009.

The bodyshop is also the service provider to well-known high-end vehicle dealerships such as O’Neill Motors Ltd., Nissan Land Rover Newfoundland, Global Imports Ltd. Jaguar, and Volvo of Newfoundland.

In addition to many years of experience specializing in high-end vehicles, the shop is also experienced and staffed to repair all makes and models.

“It gives us great pleasure announcing these new locations and adding them to the Fix Auto family,” says Mike Kaplaniak, director of operations for Fix Auto Ontario, Alberta, and Atlantic Canada. “They truly show the integrity, commitment, and passion of the Fix Auto brand.”

Early 2011 Training From Sherwin Williams

herwin-Williams Automotive Finishes announced it will For more information about Sherwin-Williams Automotive offer a number of classes and training sessions in the first Finishes Canadian training classes, contact Dave Lalonde by quarter of 2011 designed to help Canadian automotive collision phone at 905-890-4222 or fax at 216-586-8679 to register; or professionals enhance productivity and maximize profitability. for information on other products or services, visit www.

Sherwin-Williams professionals will provide guidance and sherwin-automotive.com. share best practices on an extensive number of topics. These include painter certification, AWX waterborne system applications and colour simplicity, and two distinct DATE COURSE LOCATION DAYS levels of jobber training, according to Bob Leibel, Sherwin-Williams automotive finishes director of Feb 14th AWX Application sales and operations for Canada.

and Colour Simplicity Mississauga, ON 2 The upcoming courses will blend classroom learning with hands-on exercises and training techFeb 22nd AWX Waterborne niques as well as sound business-building theories.

Painter Certification Calgary, AB -SAIT 2 Classes will be held at Sherwin-Williams AutomoMarch 21st Jobber 1 Training Anjou, PQ 2 tive Finishes training centres, conveniently located in metropolitan areas, including Mississauga, March 29th Jobber 2 Training Mississauga, ON 2 Anjou, Sherbrooke, Calgary, and St. Jerome.

10 Bodyshop l February 2011 l www.bodyshopbiz.com

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Shop Owner Says Chronic Problems Squeezing Upstanding Shops F

rank Blandizzi, owner-operator of CARSTAR Collision Scarborough North East, is enjoying his first year under the banner alongside wife Mary, but says that age-old chronic problems continue to plague the collision repair industry.

A veteran of four decades in the collision repair business, he wonders aloud at how, after so much time, issues like “chase” shops and certain tow-truck practices have gone unresolved.

“At this point, having been in this business for 40 years, and being a part of CARSTAR now, we’re still finding elements like tow-truck practices that are killing this business.”

Blandizzi’s facility occupies 3,000 square feet, utilizes environmentally friendly waterborne paint, and is C of A-approved, with licensed employees and expertly trained technicians.

The store maintains Direct Repair Program (DRP) status with over a dozen insurance and fleet companies, including Economical, Dominion of Canada, Unifund, Lombard, RSA, RBC, York Fire, and Wheels Fleet Management.

It also has strong working relationships with car dealerships.

“We’re having to follow laws and guidelines for our insurance partners, but other shops don’t,” he says. Often shops that he refers to as “chase shops” and others without DRP approvals are gaining business at the expense of approved shops when they try to enforce the rules set out by law, such as tow-truck charges regulated by the municipality. Tow-truck charges can exceed the amounts set out by specific jurisdictions, and often shops end up having to eat extra towing costs or lose the repair entirely.

It particularly stings, he says, when car owners end up dealing with a car dealer operation that is little more than a desk off the showroom, while the real work is being subcontracted to any one of a number of other facilities for profits

Frank Blandizzi, owner of CARSTAR Scarborough North East, says chronic problems are costing shops and consumers.

that can be as little as 10% over cost, and losing all contact with the customer, too.

Blandizzi says that the net result of these issues is that shops are getting hurt, and so is the consumer.

Appointments Maaco Systems Canada Inc. is proud to announce that Bruce Tokiwa will be joining the firm in January of 2011. Bruce brings his extensive experience in the automotive fleet and insurance sectors to Maaco. His responsibilities will include all marketing and sales functions for Canada including maintaining existing relationships and growing new opportunities.

Frank and Mary Blandizzi celebrated the grand opening of CARSTAR Scarborough North East in September 2010, having signed with the group the previous February, with more than 100 guests. Frank Blandizzi says that despite all the good that groups like CARSTAR are doing, some chronic problems continue to plague the industry.

“The guys who are playing by the rules are struggling, and it’s getting tough for the guy who is running a straight-up business.”

Blandizzi says that the real loser is the consumer, who pays for inflated costs through insurance premiums.

“My business is collision repair, and it hasn’t changed; it is the customer who is feeling the pinch in premiums.”

Stay up to date at

www. VOCcompliance.com www.bodyshopbiz.com l February 2011 l Bodyshop 11

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2011 Technical Roundup

Getting Your Fix Taking a second look at some important technical repair requirements

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s with any other aspect of our increasingly busy lives, change seems to be the one true constant. In the collision repair business, that change comes in the form of everything from marketing demands to insurance struggles and waterborne conversions. In fact, it’s almost enough to make owners and technicians forget that they are in the business of fixing collision damaged vehicles, and returning them to pre-accident condition, thereby keeping their industry partners happy, and their customers safe.

But the way those repairs have to be made is also in constant flux. So, to help owners, managers, and technicians keep up with the latest technical repair needs, we’ve turned to the experts at ICAR to provide you with a technical round-up, featuring some of the most significant technical and procedural changes to common repairs that your shop is likely to face in the coming year.

Share this feature around the shop, and be sure to contact your local I-CAR representative to schedule the requisite training in your area. As I-CAR Canada manager Andrew Shepherd mentioned at a recent CCIF meeting in Toronto, he’s waiting for your call.

COLLISION REPAIR AND THE 2011 FORD FIESTA The 2011 Ford Fiesta, a rebirth of an old model name for Ford, features several applications of high-strength and ultra-highstrength steel. Front and rear bolt-on crush boxes make them easy to replace in minor frontal collisions. There are several sectioning possibilities for the outer side panels. The Ford Fiesta features seven airbags, pressurebased side airbag sensors, and a

new type of blind spot mirror.

The 2011 Ford Fiesta is a complete reintroduction of the model name, and one glance will tell you the new Fiesta bears hardly any resemblance to its 1978 namesake. The Fiesta is based on Ford’s new global B-platform, which is planned for use on more vehicles in the next few years. It’s available in a four- and five-door body style. Both of the styles are classified as a mini-car. The 2011 Ford Fiesta is the first mini-car to earn a Top Safety Pick from the Insurance Institute for Highway Safety since the introduction of a new roof strength test.

What makes the Fiesta interesting from a collision repair point of view is that it has been referred to as a “study in highstrength steel,” which makes up more than half of its structure.

For example, the front and rear rails are 600 MPa dual-phase steel. The rocker panel reinforcements are 780 MPa dual-phase steel. Both the A- and B-pillar reinforcements and the inner Bpillar are boron-alloyed steel, some of the strongest steel to date available on vehicles.

Repair Possibilities Repair possibilities, at least for the rails and the strong reinforcements, are few. But there are some other repairs available.

There are bolt-on crush boxes on the ends of both the front and rear rails. The crush boxes, as the name implies, are designed to crush in order to absorb collision energy. The crush boxes are not straightened, but easily replaced by bolting on a replacement.

More severe collisions that travel rearward of the front crush box or forward of the rear crush box require full replacement of the rail. Due to the DP-600 material, crush zones, and inner reinforce-

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2011 Technical Roundup

ments, a sectioning procedure for the front or rear rails is not available. Only a minor sway in the rails can be straightened.

The boron-alloyed steel A- and B-pillar reinforcements must also be replaced at factory seams, which is typical. The factory workshop (body repair) manual, section 501-35, shows several sectioning possibilities for the mild steel outer side panels. The outer is available as two replacement service parts, cut just behind the B-pillar.

Designated sectioning cut lines are shown in the upper A-pillar, forward of the B-pillar in both the roof rail and rocker panel, and in the quarter panel area. Ford has always preferred a butt joint with backing on outer panel seams, preferably using a portion of the existing or replacement panel as a backing.

Other New Features The Fiesta is one of the first Ford vehicles with side airbag pressure-based sensors. These sensors measure the steep and quick increase of pressure within the door cavity in the event of a side impact to trigger the side airbag deployment. The sensors do not rely on an airtight seal in the door cavity, as there are air openings in several places in a door shell. The sensors respond to a quick collapsing of the door shell, indicating a side collision. These sensors have up to 30% faster response time than conventional acceleration-based, side-impact sensors. Other side-impact sensors are still required, in the base of the B-pillars, in case the side collision does not impact the front door.

The 2011 Fiesta also features Ford’s new blind-spot mirror, which is a secondary convex spotter in the top outer corner of the door mirrors, aimed directly at the driver’s blind spot. When traffic enters the driver’s blind spot on either side of the vehicle, it is visible in the secondary convex mirror.

sectioned reinforcements failed to exhibit the strength and performance ratings of genuine new original equipment service parts installed to specification. Therefore, damaged occupant cabin reinforcements must be replaced.”

To identify the strength ratings of steel, particularly in newer models, refer to the model-specific Toyota Repair Manual for Collision Damage structural outline, listed in the Introduction section. This section identifies structural materials and strengths.

Some applications of 440 MPa steel (HSS) include the bottom third of many B-pillars on Toyota, Lexus, and Scion vehicles. 590 MPa steel (UHSS) is common in the upper twothirds of the B-pillar reinforcements and rocker panel reinforcements. 980 MPa steel (UHSS) is also used on some rocker panel reinforcements.

2010 CHEVROLET CAMARO The new 2010 Chevrolet Camaro is built on a General Motors global rear-wheel drive platform and shares some of the same chassis parts with the Pontiac GTO and G8.

NEW PROCEDURES FROM TOYOTA Toyota issued a revised position on the repair of high-strength steel (HSS) and ultra-high-strength steel (UHSS) occupant cabin reinforcements. Collision Repair Information Bulletin (CRIB) 175 states: • Do not straighten HSS or UHSS occupant cabin reinforcements, hot or cold.

• Do not section pillar reinforcements 980 Megapascals (MPa) and 590 MPa. • Only section 440 MPa parts where specified in the Toyota service information.

• Occupant cabin reinforcements include not only pillar, rocker panel, and roof rail reinforcements, but roof bows, floor cross-members, door beams, and the rear bulkhead as well. Any of these parts that are HSS or stronger cannot be repaired.

In the CRIB, Toyota states, “This recommendation is based on a reduction in reinforcement strength and crash energy management revealed during research and testing conducted

by Toyota Motor Corporation. Repaired and/or improperly

Front Lower Rail Sectioning The front half of a front lower rail may be sectioned using two separate procedures for the inner and outer rails. However, either of these may be done individually if damage is limited to only one side.

The cut locations between the inner and outer rails are slightly offset from each other. For the inner rail, the cut location is identified by measuring from a reference hole. The outer rail is sectioned at the rear edge of the strengthening bead, located between the wheelhouse reinforcements.

Continued on page 14 www.bodyshopbiz.com l February 2011 l Bodyshop 13

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07/02/11 7:21 AM

2011 Technical Roundup

Continued from page 13

Different joints are used for the inner and outer rails. A butt joint with backing is specified for the inner rail, using a 25 mm sleeve for the backing. The sleeve can be made from an unused portion of the service part. For the outer rail, a flanged lap joint is specified. This involves creating a stepped flange on the service part that fits under the remaining portion of the original rail during installation. Both joints are welded with a combination of GMA (MIG) plug welds and seam welds.

The complete upper rails are available as service parts and replaced at factory seams.

Repair Options for Rocker Panels The outer rocker panels may be sectioned on any of the straight areas on the bottom edge of the door openings. A sectioning joint on the outer rocker panel should be done using a 25 mm overlap joint. The service part is cut to overlap the original outer rocker panel 25 mm. The joint is then seam-welded.

The rocker panel reinforcements are made from cold-rolled martensitic ultra-high-strength steel (UHSS) and cannot be straightened or sectioned. The entire rocker panel reinforcement must be replaced at factory seams if damaged. During removal, it is recommended to remove spot welds from the backside of the part where possible, because UHSS is difficult to drill.

UHSS is also more sensitive to heat than mild steel, so it may be a good idea to alternate plug-weld locations during installation to avoidmirka_net_ad_v2.pdf creating a heat-affect zone.

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Sectioning the Outer A-Pillar The lower outer A-pillar may be sectioned on the straight areas of the upper A-pillar and rocker panel. A 50 mm backing is specified for the A-pillar sectioning joint. The backing should be trimmed to fit behind the sectioning joint and is attached with plug welds to the vehicle and service part. For the rocker panel sectioning joint, an overlap joint is specified.

B-Pillar Reinforcement Sectioning The B-pillar reinforcement is made from high-strength, lowalloy steel. The sectioning joint should be located 50 mm below the sectioning joint for the outer B-pillar. Refer to the quarter panel sectioning procedure for sectioning the outer B-pillar. A butt joint with backing is used for the B-pillar reinforcement sectioning joint. The backing can be made from an unused portion of the service part.

Quarter Panel Sectioning The quarter panel may be replaced by sectioning the upper portions of the B- and C-pillars and the rocker panel. The illustrations in the procedure show the general locations of the cuts.

The B-pillar reinforcement is used as a backing for the outer B-pillar sectioning joint. For the upper C-pillar, a 50 mm backing is specified for the sectioning joint. The backing should be made from an unused portion of the replacement part and is attached to the vehicle and service part with GMA (MIG) plug welds, spaced 40 mm apart. Also note that the foam carrier can be used as a dam for installing replacement foam. The plastic carrier is available as a replacement part.

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General Motors requires the application of weld-through primer to all welding surfaces. Also, use a skip or stitch type of welding method when making seam welds to control heat. It is commonly recommended to trim service parts to allow a one and a half metal thickness root gap for sectioning joints.

Passenger Presence System (PPS) The occupant classification system is designed to turn the front passenger airbag OFF if it is not occupied, or occupied by a small child. General Motors refers to this system as the passenger presence system (PPS). The PPS on most GM vehicles requires replacement as an entire calibrated assembly, including the sensor pad, seat cushion foam, and the control module. However, the Camaro has a new type of PPS that allows the control module or seat cushion to be replaced separately.

The PPS must be rezeroed if any parts of the system have been replaced or the seat cushion trim attachments have been removed. However, the 2010 Camaro is not supported by the Tech 2 scan tool. A multiple diagnostic interface (MDI) unit and global diagnostic system (GDS) software is required for rezeroing the PPS on a 2010 Camaro.

As you can see, although the 2010 Chevrolet Camaro has a nostalgic appearance on the outside, the construction and repair methods required are entirely modern. There are several partial replacement procedures that make this car quite repairable in the event of a collision.

14 Bodyshop l February 2011 l www.bodyshopbiz.com

FEB TECH STORY p12,13,14.indd 14

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i-car instructors

Meet the Teacher

I-CAR Canada introduces its roster of skilled and experienced trainers Herb Cloutier: Herb is involved like it’s nobody’s business—or all of his. He has been a staff appraiser for Intact Insurance for over 18 years. His work within the auto body industry dates back to 1983, while his experience as a student with I-CAR started a few years later, almost as soon as I-CAR Canada saw the light of day. Soon after, in 1993, Herb became an active member of the I-CAR Ottawa Committee, becoming chair in 2001. Cloutier is also currently president of the Ottawa Appraiser Association, which comprises all the insurance companies of the area.

His recognitions in the automotive industry do not end there.

In 2007, Herb Cloutier won Canada’s Founders Award, presented every year to the one individual in each country who most exemplifies the I-CAR volunteer spirit. That same year, on behalf of the Ottawa I-CAR Committee, Herb accepted the Canadian Superior Performer award for I-CAR Canada. In 2006, Cloutier officially began his career as an instructor with I-CAR. Qualified to teach over 30 courses, he himself has enrolled in over a hundred. Why? Because he enjoys the courses, and would ultimately like to get the entire industry on board with I-CAR training. “I really felt that it was a necessary part of raising safety and training awareness within our industry.” As an insurance appraiser, he sees shops that do not follow procedure and simply did not like the idea of knowing that some cars were being maintained improperly, at the expense of customer safety.

Among the many courses Herb teaches, POP01 (Popular Vehicles) is one to look out for. It addresses the concerns and technology of the most popular vehicles technicians work on every day, from Honda Civics and Accords to Toyota Corollas and many more. The course goes through all sectioning and repair processes, and addresses real-world, fundamental challenges.

“This course really opens the eyes of technicians, when they see how cars change from one production year to the next.”

Herb describes his teaching method as “very interactive.” He likes to get the students involved in open conversations, to ensure that they are engaged with the topic and that they fully comprehend the material. He also prepares for his teaching by studying the material, going over the online updates, checking the Web for current material, and bringing extra material to the classroom, provided by his partners within the industry. There’s a reason behind his motto, “If you’re going to do it, then do it right.”

Claude Fortier: Fortier is the pride and joy of the francophone side of I-CAR Canada. Having begun his career in the automotive industry in 1965, in a shop painting cars, this man has been around bodyshops for decades. But how did he get introduced to I-CAR? “In 1976, when I bought my shop, I didn’t see the need to get technical training on collision repair…but then our vehicles started getting replaced with unibody vehicles, which needed training to be repaired.” Claude started taking courses with a French company that quickly offered him a job as a trainer, complete with I-CAR training. After noticing the quality of the courses I-CAR had to offer, Fortier was sold. He mentions the significance of the unbelievable timing I-CAR’s beginnings had with the commencement of the changes happening in car manufacturing.

One could almost call Claude a pioneer of I-CAR collision training. He was recognized as Canadian Instructor of the Year in 2003, and has even helped translate 24 of I-CAR’s Englishlanguage courses to French. Before entering the bodyshop field, Claude spent 11 years in assembling and welding, then spent the next six years as owner of a paint and body shop. His career as a trainer, however, dates back to 1982, at the Vo-Tech Collision Repair School. While teaching at Vo-Tech, Claude was also a parttime trainer at I-CAR. He has now been with I-CAR for 26 years.

One of his feature courses will be NEW10, a course that uses technical training from manufacturers about replacing the structure on cars. It is, according to Fortier, a necessary course in order for the technician to provide a safe repair on cars.

Brandon Roy: As a third-generation body man, Brandon’s interest in cars and collision training is no surprise. He grew up following his father around in the shop as a boy. His career began at age 10, sweeping the shop floors, and he later moved on to painting entire cars at the age of 15. Now, at age 27 he’s a certified I-CAR Canada trainer in Halifax. His early start at an I-CAR training career reflects strong beliefs about the importance of proper training in the automotive and collision industry, as well as a promising future with I-CAR Canada. Brandon has also been working as a red-field technician at O’Regans, a household name for the automotive industry in Nova Scotia, for almost a decade.

“An ounce of attitude is worth more than a pound of aptitude any day,” is the young trainer’s favourite expression, and one he strives to adopt at all times in the classroom. While working at O’Regans, Brandon got swept off the shop floor to become part of the management team, all due to his positive attitude, his natural abilities in the automotive industry, as well as his willingness to learn. This kind of attitude can be translated in the classContinued on page 18

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i-car instructors

Continued from page 16

room; Roy likes to review and read all the course material and fill out the sheets and tests as if he were a student himself. Being a technician, he is used to making everything more hands-on.

One of Brandon’s many great qualities is his people skills.

Brandon describes one of his defining moments as a young trainer as the time he was delivering a DAM08 course to 35-40 appraisers, men whom he had looked up to as a child. After a nervewracking class among men older and wiser than him, something curious happened. His mentors stood up and thanked him for teaching them something they did not know yet, something they described as a “pivotal course in their careers.”

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One of Brandon’s featured courses is TOY01, a course that broaches all things Toyota: new repair procedures, airbags, and supplemental restraints. “It allows technicians and anyone in the collision industry to stay ahead of the game. I think every shop should have a vehicle-specific course.” With the industry changing so fast, he emphasizes the importance of always being up to date with quality information. Brandon currently teaches six courses and has requested a bigger workload.

Mark Hodgkins: If there is one thing that comes across when Mark talks about I-CAR Canada, it’s his passion for teaching.

Qualified to teach over 30 courses with I-CAR, Mark has taken over 60 courses since his beginnings with ICAR in 1989, and although he is certified and knows his stuff, Mark likes to stay humble in front of the classroom. “I get a little informal by telling anecdotes—mistakes I made in the past, for example—to show that everyone, even a trainer, is capable of mistakes.”

He also likes to incorporate humour into his classes, to show his students, some of them hands-on technicians who disliked school, that learning about how to repair cars can be interesting and can even motivate them once they return to the shop.

Hodgins is a licensed body man and has been working for State Farm, a reputable insurance company, for 22 years. As an appraiser, Mark wanted to learn more about steering and suspension, as he felt intimidated whenever it was time to write an estimate. Then one day, a body mechanic inquired about his collision repair education. Mark immediately enrolled in a steering and suspension class, and from that moment, he got hooked on ICAR. He moved on to aluminum shortly after and 60 courses later, he won’t stop learning.

Mark has now been a trainer for I-CAR for six years.

In the beginning of his training career, in a class of over 40 students, Hodgins quickly discovered his talent for training. The students would stay after class and congratulate him on giving them such a good class.

“That’s when I changed my focus...These people are from the trade; they know their stuff. But I-CAR gave me the materials necessary to teach them more.”

In his course on Hybrid Cars, ALT01, Hodgins reinforces the safety hazards for technicians fixing hybrid cars without training, explaining how improper disconnection of the electric system can seriously harm a technician. He also discusses the importance of properly handling batteries, ensuring that the repair affects the cycle time of hybrid cars by the least amount possible.

For more information on I-CAR Canada *with purchase of 2 cases of clear kits. visit www.i-car.ca.

18 Bodyshop l February 2011 l www.bodyshopbiz.com

FEB i-car p16,18.indd 18

07/02/11 7:25 AM

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special aftermarket parts report

Aftermarket structural

parts and safety

By Adrian Lund, President, Insurance Institute for Highway Safety

A

ftermarket parts are easier on consumers’ wallets, but debate has swirled for years over whether these third-party components are comparable to ones straight from automakers. For things like fenders, grilles, and bumper covers, the issues are mainly cosmetic— fit, finish, and wear. These parts don’t affect vehicle strength in a collision and are irrelevant to crash safety, as the Insurance Institute for Highway Safety demonstrated in crash tests as long ago as 1987.

Some parts, like bumpers, do provide structural strength. Neglecting to build them to the same specifications as original equipment could affect how much damage occurs in a crash or how well occupants are protected.

Recent Institute crash tests point to the need for these repair parts to be certified as good copies of the originals, so consumers can buy with confidence.

How structural parts are designed and

produced can affect crashworthiness, because these parts make up the front-end crush zone and safety cage. The crush zone absorbs crash energy, and the safety cage helps protect occupants by limiting intrusion.

Automakers typically use high-strength steel when building the passenger compartment and bumpers. On the other hand, aftermarket suppliers can cut costs by using weaker grade steel or substituting polystyrene foam for the high-impact polypropylene foam automakers use.

In turn, the collision market is a hodgepodge of domestic and overseas suppliers, who build structural parts to their own internal guidelines, so there’s no guarantee the parts are equivalent to original equipment in terms of quality and safety. This has long concerned some repair shops and consumer advocates, but the issue hasn’t gotten much attention outside the industry.

The tipping point came in late 2009 when Toby Chess, a national director with the Society of Collision Repair Specialists, took a reciprocating saw to a copycat bumper beam and easily cut through the steel during a trade show. Earlier he had unsuccessfully tried to cut an original equipment beam. The industry took notice, with many insiders sounding the call for tests and certification of aftermarket structural parts.

Ford fanned the debate last summer when it shared results of internal evaluations of aftermarket structural parts. The findings, covered in Consumer Reports, raised questions about the performance of bumper beams, isolators, brackets, and radiator supports on the Focus, Mustang, and F-150. Ford’s computersimulated crash tests revealed potential problems with airbag timing in Mustangs and F-150s that were fitted with aftermarket components.

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07/02/11 7:16 AM

special aftermarket parts report

Consumer Reports warned owners against giving repair shops the green light to replace structural parts with aftermarket ones. Consumers are right to be cautious, because it’s clear that structural aftermarket parts must be exactly copied to be sure they will work properly in a crash.

The Certified Automotive Parts Association (CAPA) has been working on the issue and recently released a certification standard, CAPA 501, for aftermarket bumpers. The aim is to ensure that aftermarket copies match the dimensions, material, and construction of automaker-supplied parts. Until now, CAPA has focused on setting quality standards for cosmetic aftermarket parts, lights, and hoods.

Prompted by requests from its members, including many insurers, the association is extending its certification program to include structural parts.

The Institute agreed to help demonstrate CAPA’s new standard by testing three vehicles fitted with aftermarket bumper beams. A beam that conforms to CAPA’s requirements performed the same as original equipment, while two other aftermarket bumpers had somewhat different outcomes.

Engineers crash-tested a 2008 Dodge Ram 1500 pickup fitted with an aftermarket bumper that meets the material, dimensional, strength, and vehicle fit requirements of CAPA’s standard in a 5-mph full frontal test, plus a 40-mph offset frontal test, and then compared the performance with the same model fitted with a Dodge bumper. Results for both of the pickups were nearly identical. The low-speed damage estimate came to $1,120 for each pickup. Likewise, in the high-speed test both models had similar crashworthiness measures.

This is what we expected. It shows that aftermarket parts can be reverse-engineered without compromising safety. An aftermarket bumper that meets CAPA’s new standard should perform as well as the original.

The Institute also crash-tested two vehicles fitted with front bumper beams that don’t meet CAPA’s standard. A 2009 Toyota Camry with an aftermarket bumper that CAPA tests showed to be stronger than the original had similar estimated repair costs in the low-speed test as a Camry with a Toyota bumper ($804 vs. $792). But the failure modes were quite

different. The Toyota bumper buckled at its centre, resulting in damage to the bumper cover as the outboard edges of the bumper pivoted forward during the test. The aftermarket bumper didn’t buckle, and as a result crushed the ends of the bumper support structure.

The aftermarket bumper bar is thicker and heavier than the original. That’s not a good thing from a safety standpoint. Aftermarket bumpers need to perform exactly the same as original bumpers in a crash. Even small changes in design can skew airbag sensors and alter vehicle damage patterns.

A low-speed test of a 2005 Ford F-150 with an aftermarket bumper that doesn’t meet CAPA’s standard had lower estimated repair costs than a test with the stronger dealer replacement bumper ($1,777 vs. $1,909). That’s because fog lamp recesses in the aftermarket bumper were wider than the original and shielded the lights from damage in the test. Lower repair costs don’t mean the aftermarket bumper is preferable.

In contrast to structural parts, cosmetic parts raise no safety questions. These parts include fenders, quarter panels, door skins, bumper covers, and the like. The source of cosmetic parts is irrelevant to safety because the parts themselves serve no safety or structural function.

They don’t affect how a vehicle holds up in a crash. They merely cover a car like a skin.

This was proved in a series of crash tests by the Institute and United Kingdom-based Thatcham.

An Institute test in 2000 involved a 1997 Toyota Camry without its front bumper cover, fenders, front door skins, and other cosmetic parts but with an aftermarket hood.

In a test into a deformable barrier at 40 mph, the Camry had the same structural performance and dummy measures as a Camry with original-equipment parts. In 1987, an Institute 30-mph rigid barrier test of a 1987 Ford Escort with an aftermarket hood and without cosmetic parts showed the Escort

Aftermarket structural parts should not change how a vehicle performs in a crash test.

CAPA’s new bumper standard is a step in the right direction, and we hope the group’s work will quickly extend to other vehicle parts.

The use of aftermarket parts is growing, though parts from original-equipment manufacturers still predominate. In dollar terms per appraisal, aftermarket use rose from 11% in the fourth quarter of 2007 to 13% in the second quarter of 2010, according to Mitchell Collision Repair Industry data.

met all U.S. crash standards. Thatcham had similar results in 1995 in a 30-mph front-intorigid-barrier test of a 1995 Vauxhall Astra without cosmetic parts.

Structural parts, on the other hand, are part of the safety equation. The Institute’s recent tests demonstrate the importance of reverse engineering an aftermarket structural part to the original specifications, rather than re-engineering one. You don’t want to make the part better or worse. You want to make it the same. www.bodyshopbiz.com l February 2011 l Bodyshop 21

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07/02/11 7:17 AM

AkzoNobel on sustainability

Finding Their Way

Tracking the progress of a shop on AkzoNobel’s PCE journey

By J.D. Ney

A

shop working its way towards a functioning and sustainable Process-Centred Environment soon discovers that the journey is a marathon and not a sprint.

Since the process involves multiple steps and an almost infinite number of unique solutions, many shops have referred to it as a continuous exercise in learning and improvement. More to the point, they all look at the process of change as both inevitable and necessary to keep up with the demands of business today.

This is exactly how representatives at AkzoNobel feel about the matter, too. In our last installment in this series, Michel Guerette, Market Services Manager – Canada, Akzo Nobel Coatings Ltd., clearly defined both the challenge and steps towards a solution. “The continuing trend towards collision avoidance and prevention systems will constrain demand, while on the supply side, the increasing complexity of vehicles and emphasis on the need for streamlined operations is putting added pressure on shops, such as increased training expenses and capital investment, which threatens profitability and sustainability,” he says.

“Shops with the passion, desire, and drive to

adjust their business to the ever-changing environment need to reassess their business model. AkzoNobel’s Process-Centred Environment (PCE) Program is a continuous improvement initiative developed to enable our key customers to create a sustainable competitive advantage focused on increasing customer satisfaction, reducing waste in the repair process, and enabling sustainable profitability. Our customers transform their

business into a Process-Centred Environment by utilizing a series of interlocking building blocks, meant to assist them in expending the right amount of energy, resources, and materials to allow them to deliver the remanufactured vehicle at the right time, quality, and cost.”

What’s more, according to Guerette, those building blocks are based on critical phases that the team at AkzoNobel will help shops navigate. Typically, a shop will start with the Explore phase, he says, where owners and managers “have an opportunity to think about what challenges they face, and make a go-or-nogo decision on moving forward with the program.” Following that is what AkzoNobel calls the Expand phase, where “shop owners choose to move forward with particular building blocks in specific departments. For example, if you find a group of painters is really enthusiastic about the process, then you move forward by getting them more involved and work on details in that area.”

To help illustrate these phases in real-world application, Bodyshop magazine spoke with one shop currently working towards its goal of establishing a sustainable business, both

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AkzoNobel on sustainability

economically and environmentally, using the AkzoNobel building blocks.

Tony Koebel, Koebel’s CARSTAR, Waterloo, Ont., has been in business since 1993. “We opened with basically just myself, and since then, have expanded to approximately 11,000 sq.ft. and 21 employees. Today we’re [servicing] around 35-40 cars per week,” he says.

“Our relationship with AkzoNobel started about six years ago, mainly because I had heard that their management tools were a little more sophisticated than some of the others.

At the time, I was happy with the product we were using, and the AkzoNobel product performed just as well, we thought; but the advantage was with the additional management support.

“About four years ago now, they introduced me to a concept that took this whole Lean-process to a new level, and I remember thinking at the time that this was all pretty neat stuff. But it took some time before we were able to figure out how to make it work in our shop, with our circumstances, and with our people.”

As Guerette pointed out, Koebel, too, says the business climate today, coupled with various government regulations that have mandated the switch to waterborne paint, really represented a turning point for his shop; he realized that some significant changes were necessary if the shop was going to thrive into the future.

But as Koebel points out, it wasn’t just a matter of forcing the message down from his office. There had to be employee involvement, empowerment, and consultation, something he says AkzoNobel was able to provide assistance with.

“We turned the key, so to speak, on our Process-Centred Environment journey on Nov. 1; we started by visiting some leadingedge example shops, like Pro CARSTAR in Red Deer, Alta., who have been at it for a while, and also by taking 10 of our people down to the AkzoNoble PCE Learning Centre in Cleveland for specialized training.”

For Koebel, one of the first changes he wanted to make was to convert the shop from a flat-rate pay base to one based on throughput, which, as even he’ll tell you, was not an easy shift.

“I’ll say this: it can be tough to make the change to a more results- or team-pay-based system in your typical flat-rate environment.

But the experts at AkzoNobel were able to

come in and demonstrate how a team-pay system works, how it improves the shop’s throughput, and they can show the technicians and the painter that it’s not achieved at their expense. When it’s done properly, those guys can make more money too.

“The main thing is that the staff has to be on board with this kind of a shift. And in all honesty, many of them were nervous. They’re used to earning a flat rate for the work they do as individuals, and many were not really sure how they felt about the team-pay approach.

But we, along with the people at AkzoNobel, did what we could to educate them on the process, and show how they should make as much or more at the end of the day. They also know that this is just what’s going on in the industry as a whole, and also that we’re being honest with them, which helps. There’s no smoke and mirrors,” he adds.

Most importantly, according to Koebel, is that the results are starting to speak for themselves after only a few short months (even with a difficult learning curve that still presents some challenges). “There have been a number of hiccups, and the shift hasn’t been

easy, but it’s working. When the process is followed by everyone, we can see the improvements. It’s a much better, more organized, cleaner process, and when things are flowing, it absolutely reduces our cycle times.

“The nice thing is that we’re not going it alone on this project. AkzoNobel has been very helpful. They’re like the outside set of eyes. As owners and managers, we can get so caught up in the daily grind that we can’t see the problems or the inefficiencies. But they’ve seen it all before, and they’ve been through the other shops, so can then give me the recourses and the insights to help with each particular problem.”

As a result of that wealth of corporate experience, Koebel says his partners at AkzoNobel are always welcome to stop in, have a look around, and share their ideas on how to help his business become a more sustainable operation on the PCE journey “I’ve told them, the more times you step in, the better.

They’ve done a great job, and I’m very happy with what we’ve achieved so far.”

www.bodyshopbiz.com l February 2011 l Bodyshop 23

FEB AkzoNobel p22,23.indd 23

07/02/11 7:07 AM

ccif report

CCIF Holds Court in Toronto O

n a typically cold January morning, some 350 repairers, insurers, suppliers, and media types braved the elements and gathered at Toronto’s Sheraton Airport Hotel for the latest edition of the Canadian Collision Industry Forum (CCIF).

Assured Automotive’s Tony Canade started the meeting off on a positive note by recalling the importance and the success of recent CCIF events across the country. “[With] the forum we’ve established over the years, we’re very fortunate to be able to bring the stakeholders together, and discuss the challenges and issues that we’ve got in the industry. From establishing a national voice, dealing with employment issues, or discussing mutual profitability, people in this industry in many other countries don’t have this opportunity. And, at the CCIF, it’s a responsibility we take very seriously.”

After Canade’s introduction, CCIF administrator Mike Bryan took the stage to thank the long list of corporations that lend their support and sponsorship dollars to the forum, but also to outline the basic purpose of the event itself. “Today is a chance to get to know these people sitting around you better than you ever will sitting in your office with the phones ringing. So, take advantage of this opportunity,” he said. “Our mission is to provide a forum for the collision repair industry to share information, best practices, and a means to develop solutions to common national issues and challenges.”

As Bryan promised, discussion of best practices and the sharing of information got underway immediately, as the first protestation of the day was handled by Andrew Shepherd, the Automotive Industry Association’s manager of I-CAR Canada.

Shepherd began by admitting that the last time he spoke in front of a group of collision repairers, he may have underestimated the general appetite for training in the industry.

“When I stood here last September, and the group had very little training scheduled in the fall, I was worried,” he stated. “I even had the gall to chastise people in the industry, but as it turns out, we had a fabulous training season.”

In fact, Shepherd went on to report that since getting started in earnest, I-CAR Canada held and executed 45 courses, with 40 active trainers, 275 classes, with 3318 available seats and 2265 trainees from May 1-Dec 31.

However, along with the successes, Shepherd also noted some significant concerns. “ICAR is reaching about 20% of Canadian collision technicians, and I find that alarming,” he said. “I realize that we’re not the only game in town, but that figure still stands out to me.”

And, perhaps most importantly, Shepherd says that the professional development program will evolve into much more than just a broad training program; it will be focused on designated, specialized tasks throughout the shop. “The ultimate goal is to have that program move from a recognition system to an accreditation system, and if this sector wants it, towards a certification process [in the] future.

It will mean that we’re not just showing that you were in a class, but that you learned something, and that we can demonstrate that you have learned that material. We’re moving towards a de facto standard for shops across Canada.”

Shepherd was followed at the dais by a series of informative speakers, including Jerome Flanagan of Renewit Inc., a unique mobile Internet tool developed

by TADA (Toronto Automotive Dealers Association) to help dealers bring customers through their doors in case of a collision; Norm Angrove of PPG Canada, who taught attendees about the social-media proclivities of Generation Y consumers; Pete Tagliaperta of NuGen IT, who presented new streamlined estimating software; and Kathryn Graham of Meyers Norris Penny LLP, who presented the findings from the Manitoba Collision Repair Industry Study, to highlight just a few.

While all of the event’s speakers were met with warm applause, the largest ovation of the day was reserved for Canade himself, as he officially stepped down from his chairman’s role after serving three years in the post.

“Today marks the end of my chairmanship, and I officially become immediate past chair,” said Canade. “It has been an unbelievable ride for me. People in this industry are just phenomenal. Our ability as a forum to move things forward, and things we have positively impacted, has been a fabulous experience.

But I can tell you that we’re leaving the CCIF in very capable hands,” added Canade, as he introduced the forum’s next chairman, Tom Bissonnette of Parr Auto Body in Saskatoon.

“It’s an honour to be the fifth chairperson of the CCIF,” stated Bissonnette. “But I’m also nervous. I’ve got big shoes to fill. When I was starting out, I used to sit and read Bodyshop magazine, and read articles about some of these past chairs, and they were like movie stars to me,” he added.

Bissonnette will have a chance to chair his first full meetings, when the CCIF gathers in Moncton, New Brunswick, on May 14th, 2011, and then again in Calgary, September 24th, 2011.

24 Bodyshop l February 2011 l www.bodyshopbiz.com

FEB CCIF p24.indd 24

07/02/11 7:05 AM

spray gun cleaning Q&A

What Clean can Mean How important is that gun cleaning process?

By J.D. Ney

I

n today’s hectic collision repair shops, throughput is king. With stagnant door rates causing concern, it seems like the only way to boost profitability is to simply push as many cars through the shop as possible. But, when techs and painters are rushed and feel as though they have to be constantly pulling metal or applying clearcoat, some of the mundane but critical maintenance can get overlooked.

One area in particular that can fall by the wayside is spray gun cleaning. To help managers and painters better understand the importance of this critical phase of the repair cycle, Bodyshop magazine asked David Binnie of CSM Agency and Michael McLean of Canadian Autobody Sales and Marketing for tips and suggestions when it comes to clean-up.

Bodyshop magazine: What are some of the most common mistakes technicians make when it comes to spray gun cleaning and maintenance?

Dave Binnie and Michael McLean: They fail to remove paint during the cleaning process, and expect a gun cleaner to do all the work.

Paint guns should never be left in a gun cleaner, and only the paint passage should be subjected to cleaning fluids. This is especially true with waterborne paints that will corrode air passages, [if you] allow cleaner into the air chambers.

Bodyshop magazine: How important to the finished paint product is a careful gun cleaning regimen? Does it really make a huge difference?

Binnie and McLean: Yes it does. A gun not properly cleaned will eventually dispense old paint particles into a new paint job, causing an expensive re-do.

Bodyshop magazine: How can managers and owners better monitor their equipment cleaning program?

Binnie and McLean: Have the techs buy their own equipment, or provide a high-quality system of cleaning along with proper training.

Inspect the equipment weekly.

Bodyshop magazine: With the legislation of waterborne paints in Canada, what should painters and technicians know about the difference in cleaning requirements? Are there different procedures that should be followed?

Binnie and McLean: The main difference is that guns should not be exposed to water-

borne cleaners in their air passages. In the past, if cleaners entered the air side of a gun it still could work, but now with water the gun will corrode. A more manual process of cleaning must be employed, e.g., a brush kit and sprayer that works with acetone and gun wash.

Bodyshop magazine: Should all guns be treated alike when it comes to cleaning? Do some require less maintenance than others?

Binnie and McLean: All guns should be treated the same. You may use different products to clean, depending on the paint products you spray, but the cleaning process is almost the same.

www.bodyshopbiz.com l February 2011 l Bodyshop 25

FEB Q&A p25.indd 25

07/02/11 2:33 PM

products

New Catalogue Miller Electric Mfg. Co. has announced that a free copy of its 2011 full-line catalogue of welding and cutting equipment can be requested or downloaded by going to the literature request page at MillerWelds.com.

The full-colour catalogue provides specifications and product comparisons on Miller MIG welders, TIG welders, stick welders, plasma cutters, and welding generators.

It also highlights available Arc Armor welding protection including helmets and apparel. The catalogue showcases “What’s New from Blue,” including Wireless Remote Controls; XMT WCC (Weld Cable Control) System; Big Blue 400 Eco Pro; F-Series ArcStation; FILTAIR SWX Series; Miller Welding Automation; and Arc Armor welding protection.

New to the full-line catalogue this year, Miller is using Smartphone technology with Microsoft tags to let Miller customers instantly access additional content, such as videos, product details, and more from their Smartphones.

Miller Electric (800-426-4553) www.millerwelds.com

High Pressure Boosters Boge America, Inc. has just launched the Boge SR Booster series of oillubricated piston compressors that provide a flexible, cost-effective, and energy-efficient solution for generating up to 600 psi at point of use.

The Boge Booster takes precompressed and already treated compressed air from an existing network or a standard pressure compressor and boosts it to the desired higher pressure. This system is ideal where high pressures are required at specific points within a compressed air network or in the blow-moulding industry for PET. By only increasing the pressure at point of use within a compressed air network, energy and capital equipment costs are kept to a minimum, making the Boge Booster both a cost-effective and energy-efficient solution for creating higher pressures.

Input and final pressures can be easily regulated on the Boge Booster, providing a universal compressor to meet varying pressure requirements.

An integrated oil level monitor assures operational safety and reduced maintenance costs.

A pre-filter comes standard with every Boge Booster to optimize intake air quality. This prevents contamination damage in aggressive environments and maintains operational integrity.

The Boge SR Booster series is available as a 220 or 600 psi compressor with effective free air deliveries (depending on booster pressure) ranging from 33 - 258 cfm, rated power range 7.5 to 25 HP. Boge America 770-874-1570 www.boge.com

Personal Breathing Unit The Personal Air Breathing Unit will provide Grade “D” breathable air for a proper NIOSH-approved respirator, and with the provided 54” tool air hose assembly, it will allow for a bypass of air for a paint spray gun. The unit is a 20 scfm system, which will allow for use with full hoods, equipped with vortex cooling tubes, if so desired. The unit works with an existing filter compressed air supply. The existing filter must provide air quality equal to that required for a flawless paint finish. The Personal Air Breathing Unit is a complete, belt-mounted system, featuring a built-in filter with filter monitor, and a carbon monoxide monitor with both audible and visual alarms. The monitor runs on a single battery, and continuously monitors the air for compliance with current OSHA standards.

With the ever-increasing awareness and need to properly protect workers while working in contaminated air spaces, systems are available that are designed for multiple users at the same time. Accessories can even increase or decrease the temperature of the air supply for improved user comfort.

Additionally, each system is backed by a one-year warranty and supported by a toll-free sales and service telephone support line.

Martech Services Company 1-800-831-1525 www.breathingsystems.com

PlastiKote Colour Guide Finding the exact paint shade to match your vehicle’s colour can be a challenge. By using PlastiKote’s new colour guide, you can find the exact PlastiKote paint match for your vehicle quickly and easily.

“We have made great improvements to the car colour guide on the PlastiKote website,” says Sean Morris of Valspar Corporation.

“We have made the colour guide much easier to use, while at the same time providing detailed information that will allow you to match the correct PlastiKote paint colour to the exact colour of your vehicle. This is just another example of our continuing efforts to make the PlastiKote website a great interactive resource for our customers.”

The PlastiKote colour guide can be found at www.PlastiKote. com/color-guide and allows you to find your matching PlastiKote paint colour in one of two ways. If you know your vehicle’s paint colour, you can find the corresponding PlastiKote colour by selecting your vehicle’s make and year to see a list of colours used by the manufacturer. If you don’t know your vehicle’s paint colour, PlastiKote also offers a series of links for all the major car manufacturers, both domestic and import, where you can find the location on your vehicle that lists your vehicle’s paint colour.

Valspar Corporation 866-222-8714 www.PlastiKote.com

26 Bodyshop l February 2011 l www.bodyshopbiz.com

FEBRUARY Prods p26,27.indd 26

08/02/11 7:21 AM

Vehicle Lifting Guide Portable Workbench Miller Electric Mfg. Co. introduces F-Series ArcStation, the first-ever portable workbench for welding and metalworking.

Designed to offer portability and space savings, the 30FX F-Series has a folding design, convenient handle, and wheels that offer the ability to take the 74-pound bench to the job site or to move freely around a shop or garage.

Standard F-Series features and highlights: • X-pattern tabletop makes clamping trouble-free and simplifies cleanup; • 1-1/2-inch diameter steel tube frame offers stability and support; • Wheels and a handle make the 74-pound bench easy to transport; • Removable gun holder provides storage area for welding gun; • Weight capacity is 500 pounds; • An optional 5-inch X-clamp accessory is available for $35.

In this product category, Miller also offers the S-Series ArcStation, a stationary workbench designed for industrial pros and home hobbyists alike. The S-Series models start at $352 and are customized from there. Welders choose an approximately 30-by-30-inch or 30-by-60-inch table, a 3/16-inch solid or 3/8-in. X-pattern tabletop, and customize it with optional accessories, including X-clamps, tool chest, weld curtain, vise, and an assortment of shelving options.

Miller Electric (800-426-4553) www.millerwelds.com

Low VOC Clearcoat Designed for panel and multi-panel use, the PE1500 Clearcoat offers outstanding dry times for a speed clear when applied over a properly applied basecoat colour. Customers love it for the buffing time average of only 45 minutes or less. This two-component clear boasts not only fast setting, dust-free times, but also delivers outstanding gloss with low overspray.

PE1500 increases productivity by maximizing vehicle throughput.

This Montana Speed Clear offers a 4:1 mix ratio making it quick and easy to mix. The 2.1 low VOC means this product is compliant in all Canadian provinces.

ChemSpec AB Warehouse of Canada 1-866-435-0725 www.abwarehouse.ca

The Automotive Lift Institute, Inc. (ALI) has announced the availability of the 2011 edition of ALI’s Vehicle Lifting Points for Frame Engaging Lifts.

This updated guide is a quick-reference single-source manual for lifting point information as recommended by the vehicle manufacturers. The 60-page Lifting Point Guide (LP-G) for domestic and imported cars and light trucks uses over 200 undercarriage images to cover the most recent 20 model years.

For this new edition, 2011 model-year vehicles were added, some older images were revised, and additional cautionary notes were provided in an effort to clarify pick-up point locations for shop owners, technicians, and other LP-Guide users. The Automotive Lift Institute (ALI) sponsors this Guide annually as an industry service, utilizing data furnished exclusively for ALI by Chek-Chart Products, MOTOR Information Systems. Many proactive companies and franchises now incorporate ALI’s LP-Guide and other safety materials as an integral component of their overall employee safety and training program.

Visit ALI’s website at www.autolift.org to order this updated guide or for information on other safety materials and standards sponsored by the lift manufacturers who support ALI’s mission of promoting the safe design, construction, installation, and use of automotive lift products.

Automotive Lift Institute (607) 756-7775 www.autolift.org

Torque Wrench Snap-on’s Heavy Duty TechAngle Torque and Angle Wrench (ATECH4R600) will change the way you torque.

“The Snap-on Heavy Duty TechAngle Torque and Angle Wrench eliminates the need for angle gauges and protractors, providing the most accurate and efficient way to achieve torque plus angle tightening sequences now specified by many manufacturers,” says Mark Knapp, product manager for Snap-on. “The Heavy Duty TechAngle gives you the precision, power, and performance to do the job right every time.”

The features and benefits of the Snap-on Heavy Duty TechAngle Torque and Angle Wrench (ATECH4R600) include digital readout that displays torque setting and, with a push of a button, switches to the angle mode; angle readout that is not affected by ratcheting; angle calculation based on the same gyroscopic technology that maintains helicopters at level flight; torque accuracy: (2% CW & 3% CCW from 20 – 100% F.S.) (4% CW & 6% CCW from 10 – 19% F.S.); angle accuracy: ± 1% of reading ±1° @ angular velocity > 10°/ sec <180°/sec; angular display resolution: 1°; manual preset and automatic track, peak, and first peak modes; audible (tone) and tactile (vibrating handle) preset alerts; comfortable non-slip grip handle; sealed ratchet head; low battery indicator and auto shutoff after two minutes idle; operating temperature: 40 -110º F (5 - 42° C); storage temperature: 0 - 122º F (-20 - 50° C); ISO-6789-2003 and ASME B107-28-2005 standards compliance; certificate of N.I.S.T. traceability for 20% to 100% of full scale.

Snap-on 877-SNAPON-2 (877-762-7662) www.snapon.com www.bodyshopbiz.com l February 2011 l Bodyshop 27

FEBRUARY Prods p26,27.indd 27

08/02/11 7:22 AM

photo file

Renewit The Toronto Auto Dealers Association (TADA) launched its Renewit customer retention program with a series of informational meetings.

CARSTAR Groundbreaking

CARSTAR Automotive Canada broke ground on its new 16,000-square-foot “Vision Park” headquarters in Hamilton, Ont., in late 2010. The new facility will house the head office and the company’s learning and research centre, CARSTAR University.

28 Bodyshop l February 2011 l www.bodyshopbiz.com

FEBRUARY Photo File p28.indd 28

07/02/11 2:36 PM

Automotive Internet Directory

Visit these companies directly at their web addresses or check out the growing list of Hot Links at www.autoserviceworld.com. To find out how your organization can be included in this directory and on the web, contact aross@jobbernews.com

HAND CLEANERS

AUTOMOTIVE PARTS & ACCESSORIES Goodyear Engineered Products www.goodyearep.com/aftermarket www.goodyearbeltsandhose.com The officially licensed belt of NASCAR. Gatorback, the quiet belt. You can never replace Goodyear quality.

NGK Spark Plugs Canada Limited www.ngksparkplugs.ca The World Leader in Spark Plugs, Oxygen Sensors and Ignition Wire Sets.

Used by 87% of the World’s OE Manufacturers S.B International Inc. www.sbintl.com “We keep engines humming”

AUTOMOTIVE RECYCLERS Standard Auto Wreckers View Our Online Inventory @ www.standardautowreckers. com or call 416-286-8686.

Experienced Shipping Department to Ensure Parts Arrive Safely.

GOJO Industries, Inc. www.automotive.gojo.com GOJO is a leading manufacturer of skin care products and services for many marketing including automotive and manufacturing. GOJO continues to pursue a commitment of creating well-being through hand hygiene and healthy skin.

REFRIGERANT Duracool Refrigerants www.duracool.com Nationally Distributed by: Deepfreeze Refrigerants Inc. The Leaders in Hydrocarbon Refrigerant Technology.

Guaranteed In writing not to harm any Mobile A/C System. You can feel the Difference that Quality Makes. “Our Formula Never Changes”.

WAREHOUSE DISTRIBUTORS & BUYING GROUPS Bestbuy Distributors Limited

www.bestbuyautoparts.ca Independent buying group and warehouse distributor that allocates its profits to member shareholders and provides unbeatable value for independent jobbers.

The E.R.I. Group www.theerigroup.com Canada’s Premier Machine Shop Buying Group

Kerr Machine Shop Group Inc.

TOOLS & EQUIPMENT AIR LIQUIDE CANADA INC. www.airliquide.ca Your one-stop shop for all your industrial gases and welding supplies.

www.kerrmachineshopgroup.com Buying group for machine shops and performance shops.

advertiser index 3M

32

www.3m.com/denib

3M

32

www.3m.com/accuspraysystem

Carworx Distribution Inc

18

www.carworx.net

Collision Solution Network

19

www.CSNinc.ca

DuPont Performance Coatings

5

www.cromax.dupont.com

Evercoat

2

www.evercoat.com

FBS

7

www.fbs-online.com

Lord Fusor

17

www.Fusor.com

Maaco

9

www.maaco.ca

Mirka

14

www.mirka.com

Paintline Products Inc

31

www.paintline.ca

Wanda

15

www.wandarefinishes.com

Stay up to date at

www. VOCcompliance.com

www.bodyshopbiz.com l February 2011 l Bodyshop 29 JOBBER NEWS / JANUARY 2011

FEB Internet p29.indd 29

07/02/11 2:35 PM

from the publisher

Tug of War When shop owner Frank Blandizzi called me it wasn’t to talk about towing issues, but that’s what we ended up talking quite a bit about.

You can see his concerns elsewhere in this month’s issue, but judging from other conversations on the topic, it continues to be one that has failed to reach a real resolution, even after years of being a thorn in the side of everyone in the business.

One notable case from last year saw a Bodyshop magazine reader battling with an insurer over a towing bill (sound familiar?) that pretty much sucked up all gross profit on a job—which means he probably lost money on it once it was netted out.

In that case, the adjuster had applied the maximum cost allowed in the municipality where the vehicle was picked up, which sounds fair, but the shop to which the customer wanted the car delivered was in the next municipality. The tow truck operator added to the bill accordingly, and the shop ended up stuck with the addition.

This kind of stuff happens out there all the time, and too often it is the shop that gets caught in the middle.

It is easy to vilify the towing industry, insurance partners, etc., but the fact is that there are a lot of moving parts to the issue: the aforementioned municipal caps, insurance policies, the real legitimate costs of towing, and, not to be left out, a history of distrust among all parties.

Now, I won’t defend the questionable practices of some operators. Even associations that represent towing companies recognize that some players have engaged in practices that should be frowned upon. But there is always more to the story than just renegade practices.

Doug Nelson, executive director of the Provincial Towing Association of Ontario, said in a recent report that the root of the problem lies with a lack of business acumen that leads operators to negotiate underpriced contracts with auto clubs, in some cases at towing rates less than 20 years ago, leaving many tow operators in the position of feeling they have to gouge the remaining 25% of their calls to turn a profit.

“In many of these invoices I see incompetence, greed, desperation, and fraud, and some of the collection methods are tantamount to extortion,” he writes, and calls on the industry and individual operators to learn what it really costs for them to run their trucks before they start signing cut-rate contracts with auto clubs just to get the volume.

Again, I’m not defending the $1,500 towing bill and the threats that might accompany it, or saying you should give your tow truck driver a big hug, but maybe it is desperation, not always greed, that breeds some of the lesser evils.

If your only source of income—for your family, your mortgage, etc.—is strapped to the back of your second-largest investment, and you felt you were hostage to a contract that makes you lose money on every single car, you might be tempted to press the point a bit. Heck, I once bought a tire at list price because I was stuck. It is true that this issue is not a new one, but rather than suggesting that there is no resolution possible, maybe it means we need to start talking and understanding what is at the root of the problem.

Adversarial relationships never breed mutual benefit. On the contrary, they usually pull everyone down.

B Andrew Ross aross@bodyshopbiz.com

30 Bodyshop l February 2011 l www.bodyshopbiz.com

FEB PUBLISHER p30.indd 30

07/02/11 7:00 AM

Paintline p31.indd 31

28/01/11 9:12 AM

3MTM Perfect-ItTM Denibbing System

The revolutionary NEW system that allows:

A Perfect

Finish

• Fast, Convenient Paint Finishing Repairs • Fewer Sanding and Polishing Steps • Improved Finishes • Minimal Compound or Polish Residue

For more information visit our website: www.3m.com/denib

3

3M and Perfect-It are trademarks of 3M. Used under license in Canada. © 2010, 3M. All rights reserved.1011-03902

3M™ Accuspray™ System HVLP Primer Gun

1. Reduces Primer Consumption – Minimizes overspray 2. Boosts Productivity – Lowers primer spraying time – Decreases primer sanding time – Reduces clean-up 3. Maximizes Benefits of the 3MTM PPSTM System – Reduces gun cleaning time – Uses less solvent for clean up – Decreases hazardous disposal cost – Improves productivity and profitability

For more information visit our website: www.3m.com/accuspraysystem 3M, PPS and Accuspray are trademarks of 3M. Used under license in Canada. © 2010, 3M. All rights reserved.1011-03901

3M p32.indd 32

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28/01/11 9:11 AM