Auto Body Repair Network - December 2025

DECEMBER 2025 VOL. 64, NO. 4 FENDERBENDER.COM

14 HOW TO BEGIN WITH OEM DIAGNOSTIC TOOLS

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MASTERING PAINT SH P W RK L W Tips for cleanliness, organization and speed

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PREVENT SIMPLE ADAS FAULTS

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Talk Shop Anytime

VOL. 64, NO. 4 // FENDERBENDER.COM

CUTTING-EDGE COLLISION REPAIR TECHNICAL AND TECHNOLOGY INSIGHTS

TECHNICAL

08 SETTING UP YOUR PAINT AND PREP AREAS FOR SUCCESS

Storage solutions, lighting, and process staging can streamline operations and improve technician safety and productivity.

BY MICHAEL NELSON

14 FACTORY FACTORS

Implementing Your First OEM Tool: A Practical Shop Playbook

BY PAUL BOSTEL

14

20 OUT-OF-THE-BOX THINKING

Attention to detail and proper documentation during vehicle diagnostics and reinstallation can prevent some simple ADAS faults.

BY JOHN ANELLO

26 THE IMPORTANCE OF

OEM PROCEDURES AND TECHNICIAN SKILLS

Modern vehicle construction demands precise repair techniques. Training like I-CAR’s Mixed Attachment Methods course bridges the gap between knowledge and practical execution.

BY BUD CENTER

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08 F E N D E R B E N D E R .C O M

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IN EVERY ISSUE FENDERBENDER . COM Endeavor Business Media, LLC 30 Burton Hills Blvd, Ste. 185, Nashville, TN 37215 Phone: 800-547-7377

05 05 INDUSTRY NEWS

PPG MIX’N’SHAKE SYSTEM AUTOMATES STIRRING METHODS KINETIC LAUNCHES AI-POWERED KINETIC VISION FOR FASTER, MORE ACCURATE REPAIR ESTIMATES REVV AND CCC COLLABORATION SIMPLIFIES ADAS CALIBRATION MANAGEMENT FOR REPAIR SHOPS CCI AND I-CAR PARTNER FOR APPRENTICESHIP SUCCESS BOSCH RELEASES ADS X SOFTWARE UPDATES

31 COLLISION PRODUCT GUIDE 34 AD INDEX

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WEB EXCLUSIVES QUICKCHAT: BEST PRACTICES WITH THE 2025 BEST REPAIR PLANNER/ ESTIMATOR, WILL BARKLEY Join us for a discussion about repair planning and estimating best practices with 2025 Best Repair Planner/ Estimator Will Barkley, Collision Advice’s Mike Anderson, and sponsors Andrew McInnes, of Ford Motor Co., and Tom Wolf, of PPG. Join Collision Advice’s Mike Anderson and award sponsors Ford Motor Co.’s Andrew McInnes and PPG’s Tom Wolf in congratulating 2025 Best Repair Planner/Estimator Award winner Will Barkley. Andrew and Tom discuss how they’re helping ensure safe and proper repairs, Mike talks about best practices, and Will describes his winning approach to repair planning!

Will is the production manager of K&M Collision in Hickory, North Carolina.

Read more about how he approaches repair planning of some of the shop’s most sophisticated vehicles here.

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INDUSTRY NEWS REFINISHING

PPG MIX’N’SHAKE SYSTEM AUTOMATES STIRRING METHODS PPG Mix‘n’Shake is an automated stirring technology designed to eliminate traditional manual stirring methods in the automotive refinish industry. The system improves paint mix consistency, reduces consumable waste, and saves time for painters and body shops, according to a news release.

Marketed and distributed under PPG’s SEM brand as SEM Mix’n’Shake in the U.S., it eliminates manual stirring, ensuring consistent color accuracy, reducing rework, and boosting productive work hours by up to 6%, according to company data. The system delivers a homogenized, ready-to-spray paint mix in less than 90 seconds through an automated stirring device combined with an exclusive notched cup that attaches directly to the spray gun. The device and cup design are both patent pending.

“The PPG LINQ digital ecosystem and PPG MoonWalk automated mixing system have transformed color identification and paint mixing in the refinish industry, but the repetitive final step of stirring has remained largely unchanged,” said Alban d’Epenoux, PPG global marketing director, Automotive Refinish. “The PPG Mix‘n’Shake system addresses this, ensuring that painters achieve an accurate mix every time without the inefficiencies and inconsistencies of manual stirring, ultimately freeing up time for higher value tasks.”

The PPG Mix‘n’Shake technology features pre-programmed settings for primers, basecoats and clearcoats. Users insert the notched cup, select a setting, and let the device handle

PPG

the mixing. Once complete, the cup attaches directly to a spray gun, reducing handling and streamlining workflow.

“We found that body shops that typically do six repairs per day can save up to 16 working days a year with PPG Mix’n’Shake,” said d’Epenoux. “The system also reduces the cost of consumable waste such as stirring sticks, mixing cups, strainers, and other disposables by up to 10%.”

The self-contained system eliminates spills and splashes to create a cleaner, more organized, and attractive workspace.

It is also compatible with both waterborne and solvent-borne formulations and integrates with the PPG LINQ digital ecosystem for enhanced workflow management.

REPAIR PLANNING

KINETIC LAUNCHES AI-POWERED KINETIC VISION FOR FASTER, MORE ACCURATE REPAIR ESTIMATES comprehensively assessing vehicles, allowing shops to increase capacity and revenue while also validating that every repair has been completed correctly.

“Kinetic is focused on modernizing the collision repair industry with technology that improves accuracy, efficiency, and trust,” said Nikhil Naikal, CEO and co-founder of Kinetic. “Our new Kinetic Vision system brings AI imaging directly into auto shops, producing estimates

KINETIC

Kinetic, an automotive infrastructure company that delivers digital repair and servicing for modern vehicles, has introduced Kinetic Vision, an AIpowered imaging system designed to generate fast, accurate, and transparent collision repair estimates, according to a press release.

Built for auto shops, dealerships, and fleet centers, Kinetic Vision streamlines the repair process by quickly and

that help repairers and insurers reach alignment faster and giving customers confidence their vehicles will be restored to manufacturer standards.”

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INDUSTRY NEWS

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ADAS

REVV AND CCC COLLABORATION SIMPLIFIES ADAS CALIBRATION MANAGEMENT FOR REPAIR SHOPS CCC Intelligent Solutions Inc. added Revv as a provider within the CCC Diagnostics Network, according to a news release. The integration enables repair facilities using Revv’s AI-powered calibration software to automatically deliver calibration documentation into CCC ONE workfiles.

The digital connection should help shops manage growing vehicle complexity, reduce manual steps, and support a shop’s ability to have calibration operations clearly documented as part of the repair record.

The integration connects Revv’s advanced calibration platform directly with CCC ONE, allowing repairers to manage estimates, calibrations, and supporting documentation within a single digital workflow. Calibration recommendations and related documentation flow automatically from Revv into CCC ONE,

CCC/REVV

helping shops eliminate redundant uploads and improve visibility across repair teams and insurers. Activation is included at no additional cost for CCC and Revv users.

Revv provides AI-driven calibration software that automates ADAS research and identifies required calibrations to support proper repair and compliance with OEM procedures. Calibration data from Revv can be automatically attached to the corresponding CCC ONE repair order, improving documentation accuracy, and supporting seamless communication between repairers and insurers.

REPAIR INFORMATION

SUN COLLISION

Kinetic Vision increases revenue for vehicle repair businesses by creating significant efficiencies at the beginning of the process, when estimates are generated, and at the end of the process, when repairs are validated.

Installed into an auto shop, Kinetic Vision uses robotics and computer vision to scan a damaged vehicle and create a 3D digital twin. Kinetic Intelligence, Kinetic’s proprietary data analytics system, analyzes the twin and generates a detailed estimate of needed repairs to return the vehicle to its original state of safety and performance. The estimates are reviewed and verified by a certified Kinetic estimator.

By standardizing how estimates are created and documented, Kinetic Vision

helps repair centers reduce errors and omissions, minimize back-and-forth with insurance carriers, and shorten the path from estimate to approval.

The result is greater consistency across locations, stronger relationships with insurers, and a better end experience for customers.

Kinetic Vision is the latest addition to Kinetic’s infrastructure ecosystem that includes software solutions such as Kinetic ID, which identifies calibration needs after a collision, and Kinetic Intelligence, which powers a connected network designed to drive accuracy, efficiency and innovation in collision repair. Kinetic also operates a growing network of Kinetic Hubs, which are fullservice, all-in-one post-collision repair estimate and recalibration centers.

SUN COLLISION ADDS ‘DID YOU MEAN’ FOR SMARTER SEARCHES SUN Collision enhanced its award-winning 1Search Plus dashboard in its SUN Collision Repair Information with a new feature called “Did You Mean.” The upgrade helps technicians and service writers find the right information faster by automatically suggesting corrected industry terms when typos or extra characters are entered in the search bar.

Searching for the right repair information can often be derailed by a single mistyped character. With “Did You Mean,” users no longer waste time retyping or guessing. The new functionality goes beyond standard type-ahead features by acting as a smart safety net that keeps searches on track.

“A small typo shouldn’t stand in the way of completing a repair – whether it’s a collision or mechanical job,” said Chris Bonneau, business manager for SUN Collision. “ By automatically recognizing misspelled or mistyped terms, “Did You Mean” instantly suggests correctly spelled search terms, helping technicians stay focused on the repair instead of troubleshooting their search.

For example, the term “alternator” is frequently misspelled in search queries, appearing as alteranator, altenator, alternater, altanator or altinator. With “Did You Mean,” 1Search Plus suggests the correct spelling so users stay on track.

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INDUSTRY NEWS

EDUCATION

CCI AND I-CAR PARTNER FOR APPRENTICESHIP SUCCESS The Collision Career Institute and I-CAR are partnering to help collision repair businesses accelerate workforce development and improve apprenticeship outcomes.

This “first step” implementation service complements the I-CAR Academy and supports shops participating in the I-CAR Registered Apprenticeship Program (RAP).

As part of the program, CCI delivers an Assessment & Evaluation Package to align shop culture, mentor strengths, and apprentice candidate fit before training ramps up. The package includes a short, shop-wide culture survey, which takes three to five minutes per person, and deeper work style assessments that take about 45 minutes each for mentors and candidates, a consolidated insights report, and a virtual review with recommendations tailored to each location.

CCI/I-CA

“This partnership meets shops where they are and sets apprentices up for success from day one,” said Erick Bickett, chief executive officer at Collision Career Institute. “By matching mentor strengths to candidate learning styles and confirming cultural readiness, we help the whole team gain traction faster — so training sticks and careers grow.”

After I-CAR approves a participating shop, CCI manages all downstream activity — contacting the shop, guiding them through the steps, coordinating reminders, analyzing results, and presenting findings with clear next actions

— so shops can move confidently from onboarding to on-the-job development.

“I-CAR is committed to practical solutions that advance talent pipelines for the industry,” said Dara Goroff, vice president of planning and industry talent programming at I-CAR. “Working with CCI to streamline assessment and readiness helps shops translate training into performance — benefitting employees, employers, and customers alike.”

The joint effort reinforces both organizations’ focus on quality, safety, and sustainable career pathways — combining I-CAR’s training ecosystem with CCI’s structured readiness and fit analysis to support stronger shop outcomes and long-term retention.

The package is available as an incentive to a limited number of participating shops once they have applied for and are approved for I-CAR’s RAP.

DIAGNOSTICS

BOSCH RELEASES ADS X SOFTWARE UPDATES The 6.11 and 6.12 updates include: • Expanded coverage including the first 2026 model year vehicles, plus additional 2024-2025 models • New ADAS calibration coverage for 2024-2026 model year vehicles • Nearly 6,000 new special tests and 450 n system applications added • New software features, including VAG SFD support and Stellantis (formerly FCA) 2-step SGW unlock Bosch Diagnostics has launched software updates 6.11 and 6.12 for its Bosch ADS X series scan tools, expanding coverage to include the first 2026 model year vehicles, plus additional 2024 and 2025 models from popular OEMs. The updates also add nearly 6,000

new special tests and 450 system applications, along with enhanced ADAS calibration capabilities.

“As newer, more complex vehicles make their way into repair bays, keeping diagnostic tools up to date is more important than ever to ensure shops can serve their customers quickly and effectively,” said Danijela Haskin, lead product manager at Bosch Diagnostics.

The latest ADS X software updates include: • VAG SFD support for 2023-2024 Volkswagen Group vehicles: Enables full access to Volkswagen’s Security Function Diagnostic (SFD) system • Stellantis 2-step SGW unlock: Seamless diagnostics and service for supported Stellantis platforms.

BOSCH

• 2026 coverage added: DTC, data support and bidirectional controls for Chevrolet and GMC. • New ADAS calibration coverage: Expanded ADAS calibration for 2024–2026 models from Fiat, Volkswagen, RAM, Chevrolet, and GMC. Scan tool software is updated monthly by Bosch. Bosch ADS X users with active subscriptions will receive the updates automatically for installation.

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TECHNICAL

3M

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TECHNICAL

STORAGE SOLUTIONS, LIGHTING, AND PROCESS STAGING CAN STREAMLINE OPERATIONS AND IMPROVE TECHNICIAN SAFETY AND PRODUCTIVITY.

BY MICHAEL NELSON

S

uccessful and productive shops often have a paint area that is efficient, organized, and clean. Here are some strategies to help get your paint shop running productively, so you can put out quality work as efficiently as possible.

Provide clean and organized workspaces The first aspect of a successful paint area is having a clean and organized space outside the booth where cars are prepped and booth loads are staged. One thing that needs to be ensured is that every zone where a car is being worked on has adequate lighting.

Without proper lighting, it’s far too easy to miss the little things that can cause delays or rework further along in the repair process.

Small pinholes, missed dents, incomplete body work, and sand scratches which have not been refined sufficiently can already be missed when lighting is good – and nearly impossible to catch when lighting is inadequate.

SETTING UP YOUR

PAINT AND PREP AREAS FOR SUCCESS F E N D E R B E N D E R .C O M

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IT’S IDEAL to have a dedicated area for each stage of the prepping and painting process.

3M NICK HEMPHILL PHOTOGRAPHY

AN ASSORTMENT OF PARTS STANDS allows you to spray parts off the cars whenever possible.

It can be especially important to organize parts that are ready for paint. A bumper rack, usually attached to the wall, is essential. If room permits, consider having a loose-part racking system – this makes it so that parts are off the floor, clean, and undamaged when body technicians ready them to be painted. Good options include racks that are attached to the wall or hanging from the ceiling as well as mobile, wheeled parts racks that can be moved to the paint area with

3M AUTOMOTIVE AFTERMARKET DIVISION

A SANDING VACUUM system minimizes sanding dust from being tracked into the booth.

Organize parts storage

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JULIE STOECKER

Organizing your paint area is very important as well.

You have the potential to face inefficiencies by wasting time searching for products, stands or parts. It’s ideal to keep all abrasives, tapes, papers, and other supplies in clean, organized cabinets to ensure you never run out of what you need to keep production moving. It’s also a good idea to use a cart that holds all your prepping supplies. That way, you can prep a car from start to finish without having to walk back and forth to the cabinet to get supplies.

TECHNICAL

ALL SHOPS SHOULD HAVE bumper stands, door and fender stands, and ideally at least a couple of stands for hoods.

JULIE STOECKER

the vehicle while it’s being worked on. All parts need to be labeled with the RO number, and an updated copy of the work order should follow the vehicle so that no parts are missed.

Provide dedicated prep and painting areas It’s ideal to have a dedicated area for each stage of the prepping and painting process. Blocking primer and sanding cars should be done as far away from the booth as possible.

This process helps to keep the jobs clean by cutting down on sanding dust that can sneak into the booth when the painter goes in and out, or during booth loading and unloading. A huge factor in keeping the area and paint jobs clean is using a sanding vacuum system. Not only does this help keep the car you’re working on clean, but it also minimizes sanding dust from collecting on equipment, like your parts stands, which potentially track dust into the booth. More importantly, it’s better for the health and safety of the technician.

After it’s sanded and cleaned, it’s ready to move closer to the booth to a dedicated masking area. When setting up your masking area, you’ll again need to make sure it’s welllit, organized, and always kept clean. Most paint shops now

spray parts off the cars whenever possible: this means you’ll need an assortment of part stands. All shops should have bumper stands, door and fender stands, and ideally at least a couple of stands for hoods. The best hood stands are hinged so you can open and shut the hood while on the stand. Being able to prop up the hood while in the booth is important so you don’t miss tough-to-reach spots on the underside. You should also have a couple of magnetic holders for small parts like door handles, mirrors, and hinges. Ideally, shops should have a dedicated area to store stands when they’re not in use.

Searching for stands that aren’t put back where they belong is just a waste of time.

A great tip to further save you time and increase productivity is to measure the spraying area inside the booth. That way, when the vehicle you’ve just sprayed is baking, you can more easily stage the next booth load exactly how you want it to be laid out once it’s inside the booth. Doing this will minimize the downtime between booth loads.

Shops should also have a dedicated area to put freshly painted parts. If you have a drive-through booth, keep the parts on the exit side to cool down. Once cooled, any imperfections — like runs or clear blends in the jamb — can be addressed before the car goes to the detail bay for a final buff and clean.

It’s best to set up your prep and paint area to minimize the moving of cars. A properly set-up paint shop will have every process staged in the order of operation so there is a F E N D E R B E N D E R .C O M

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TECHNICAL

JULIE STOECKER

FOR EFFICIENCY AND ACCURATE MIXES, the mix room needs to stay organized and clean.

smooth workflow. The last thing you need is a traffic jam in your paint area.

Keep a clean and organized mix room The mix room is another area that needs to stay organized and clean. A cluttered and dirty mix room can lead to inefficiencies. Every product in the mix room should have a specific spot. Otherwise, you may waste time finding what you need at a later stage, and it can be difficult to keep tabs on your backup supply. For accurate mixes, it is a necessity to keep your scale clean and calibrated and keep the pour spouts on your toners clean and free of buildup. Additionally, it is essential to keep an organized sprayout library, preferably in your mix room. There are many ways to organize your sprayouts, but a sprayout cabinet with pins to hang them is best. Organize them by putting the manufacturers in columns and color groups in rows. That makes it easy to look for sprayouts of similar colors in other manufacturers if necessary. Make sure to also keep your sprayouts of formulas that you’ve manually tinted, as long as you have recorded in detail the amounts of toners added or left out.

Plan for success with regular production meetings Now that your paint and prep area is ready for an efficient day of work, you’ll have to make sure you know what’s coming over to the paint shop and how you’re going to organize the work. It’s best to have a daily morning meeting with body techs and office staff to know what to expect in the coming days. Make sure whoever is in charge of parts is involved as

well, as this will help you know if you are waiting on parts that need to be painted. You should then make a booth schedule using a whiteboard with a detailed list of what’s going to be painted in each booth cycle for the day in order of importance. For example, if there’s a parts hiccup on the second planned booth cycle, skip over and spray the third booth cycle on the list. If the parts show up later in the day, go back to the second cycle before you proceed further down the list. It’s also a good idea to have a section of the booth schedule for loose parts like handles and mirrors. That way, if you have any extra room during a booth cycle you can grab a part or two and spray them as well.

Setting up a successful paint and prep area is all about being organized and clean while maintaining good communication between body techs, office staff, and the paint shop.

Following these steps will assist in keeping vehicle repair work flowing smoothly through your shop.

MICHAEL NELSON is a refinish trainer at the 3M Skills Development Center. Michael has served the collision industry for 29 years. He previously held production painter and product specialist roles for Finishmaster and Axalta Coating Systems.

He trains painters and preppers from across the country on all aspects of the collision repair process.

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TECHNICAL

FACTORY FAC IMPLEMENTING YOUR FIRST OEM TOOL: A PRACTICAL SHOP PLAYBOOK

BY PAUL BOSTEL

T

he questions come up a lot: “How do I get started with factory diagnostic software? And where do I get it?”

Implementing an OEM diagnostic program is not hard, but the first time can be confusing.

Before you start, decide on: • Target vehicle makes you will support • Hardware you’ll use • Network/Internet setup and reliability • How often do you do immobilizer/security-restricted work • Support and software maintenance plan • Training your team will need This article shows where to begin, how to choose your first OEM, and how to set up a clean and repeatable install.

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Start with data, not guesses. Your first factory tool should match the bulk of your work. When one OEM covers most vehicles with the most valuable jobs, you get faster payback.

Pull the last 12 months of repair orders. Group by vehicle make and include revenue. Sort the vehicle makes by RO count or revenue and calculate a running total. Stop when you hit about 80%. That short list is where your first OEM should come from.

Now, map the work by vehicle make. Note how often you do pre/post scanning, programming or coding, immobilizer or other security-restricted operations, and ADAS calibra-

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Build to your 80% mix

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tions. You’ll see which tasks you should plan to bring inhouse now, and which can wait.

Baseline your current spend. Total what you pay for remote diagnostics and sublet work — programming, immobilizer/security, calibrations — by task and by make. If you can, add a rough cost for delays and rework tied to outsourcing.

This is your savings pool.

Build a basic budget per make. Include licenses and subscriptions, the vehicle communication interface (VCI, J2534 or OEM) and cables, the laptop you will dedicate to this OEM, training or portal fees, and IT time for imaging and updates. Decide up front if you will keep immobilizer/ security work sublet for now, or if you will secure the reF E N D E R B E N D E R .C O M

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TECHNICAL

quired credential — National Automotive Service Task Force (NASTF) Vehicle Security Professional (VSP) — and bring it in-house. The goal is simple: cover your most frequent tasks for the chosen makes without edge-case workarounds.

Roll out in stages. Start with the top vehicle make that covers the largest share of your 80 percent mix. After the successful implementation of your first OEM software, you will be able to rapidly deploy a second, third, and so-on.

Hardware and network baseline Use dedicated laptops for your factory diagnostic software program. If possible, maintain at least one spare laptop and standardize the image so you can rebuild fast should a laptop go down for any reason. Multiple OEM programs on one operating system (OS) can conflict. If conflicts arise, use separate laptops or set up separate Windows installs

on different disk partitions. While having individual laptops per OEM increases costs, it gives flexibility to prevent techs being idle waiting for another tech to finish with a laptop that is loaded with multiple brands.

Set your spec to cover high requirements across brands: as of this writing a 12th-gen (or newer) Intel Core i7/i9 or AMD Ryzen 7/9, 32 GB RAM, and a 1 TB NVMe SSD should cover the maximum requirements from most OEMS. However, you should always check and confirm current OEM requirements before purchasing any equipment. You also want at least two USB-A ports (this can be a critical requirement for powering a VCI dock), one USB-C, ethernet or a reliable USB-ethernet adapter, Wi-Fi 6/6E, and a 1080p display or better.

In most cases, when selecting a VCI, a J2534 pass-thru will handle scanning and flashes without issue and get you up and running. But be aware that the OEM VCI may be required if purchasing non-R2R versions of OEM programs, confirm requirements prior to purchasing OEM software.

Put diagnostic laptops on their own service set identifier (SSID), avoid guest Wi-Fi. Add firewall allow-lists for OEM domains and ports.

Accounts, emails, and access

ACCELERATED VEHICLE TECHNOLOGY/PAUL BOSTEL

SCALING UP to keep techs moving efficiently can require a significant and dedicated investment in hardware.

OEM portals use logins, multifactor authentication (MFA), and sometimes license seats. If one person “owns” everything on a personal email or phone, the program stalls when that person is off or leaves. Design the account user structure up front to prevent time consuming overhauls down the road.

Create one shared mailbox or distribution list per OEM— for example, gm@yourshop.com or vw@yourshop.com— that can sign in and receive email. Set up MFA you can share safely. Register two or three devices: the diagnostic lead’s phone, the backup tech’s phone, and a front-desk device stored secure ly.

Assign an account owner for each portal and a named backup. The owner manages seats, renewals, and contact with OEM support. Store portal URLs, the DL address, passwords, backup codes, security questions, and any certificates or keys in a team vault. Limit vault access to the diagnostic team and the IT owner.

For immobilizer or other security-restricted operations, follow the credentialing process for NASTF VSP. If you won’t bring this work in-house yet, document which tasks stay sublet and to whom.

For offboarding, rotate the DL password the same day a staff member leaves, de-register their MFA device, and update the owner/backup list. Quarterly, verify that the backup can sign in without help.

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Pareto Chart of Vehicle Parent Companies 100

3,000

90 2,500 2,000

70 60

1,500

50

1,000

Cumulative %

Vehicle Count

80

40 500

G M Te sl Su a ba ru Fo H rd y B M und W a G i V W rou p G ro up N is sa St el n la nt is M M er ce a z de da s Vo -Be lvo nz /G ee ly JL R IN FI N IT I M M IN i ts I ub is hi FI AT La nd

To yo ta H on da

30

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ACCELERATED VEHICLE TECHNOLOGY/PAUL BOSTEL

Where to find OEM software Here are a couple of ways to find OEM software: NASTF Create a free NASTF account and use the Automaker Info link to reach each brand’s official portal. This page groups what you need—subscriptions, diagnostic downloads, and support—and are kept current.

Go direct to the OEM portals. It should be noted that you’ll have to search in a format like “[Brand] service information” or “[Brand] technical information” or “[Brand] diagnostic software,” then verify the domain is the OEM’s official site.

On each site, locate these areas: • Service Information (manuals, TSBs, wiring, data) • Diagnostic Software (client downloads, prerequisites, VCI utilities) • Subscriptions/Licensing (daily/monthly/annual; programming and security add-ons) Subscription Tips • Use DL emails for all purchases.

• Expect some brands to split service info and diagnostic software subscriptions.

• Keep an internal document to track: OEM portal URL, account email, and renewal date.

If you do security-restricted work,

confirm the brand’s immobilizer/key-code process and ensure your NASTF VSP credentials are available at the time of purchase, as some OEMs have immobilizer/security specific subscriptions. Some key-code portals are also separate from the main service-info site and will prompt for VSP credentials when purchasing.

Installation You want a clean, repeatable install any tech can follow and recover from. Prepare the laptop. Install in a strict order. Capture versions. Verify on a vehicle. Keep a one-pager in your vault and update it when versions change.

Keep the OS clean and controlled. Remove bloatware (unwanted pre-installed software) and vendor updaters.

Create a local admin account for installs only; use a standard user for daily work. Prevent sleep and hibernation either while on battery or plugged in. Install only required

NASTF

Even if you are not going to perform securityrestricted work in-house you can sign up with NASTF for free to take advantage of the various information they provide.

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TECHS NEED TO REGULARLY USE the tooling to maintain proficiency.

runtimes like .NET or Visual C++ redistributables (depending on the OEM program being used you may have to find older versions for the program to work). Document settings, changes, and any other items that were required to make the OEM diagnostic program operational.

Install in this order: • VCI drivers. Verify in Device Manager and update VCI firmware if required.

• The prerequisites: .NET, Visual C++ redistributables (i.e. libraries of prewritten code), and Java if the OEM requires it.

• The OEM client. Use default installation paths unless your company policy says otherwise. Reboot if prompted.

Then set network and proxy rules and confirm DNS resolution for the OEM URLs. Launch the app and sign in with the DL. Complete MFA if required. Confirm a license seat is assigned. Let the app pull its first module updates and note the versions.

Do a quick app test on a vehicle. Confirm the app sees the VCI, read the VIN, and can pull DTCs. Run a simple bidirectional test, such as an indicator sweep. If the tool shows a module list, verify it populates and IDs control units.

Additionally, confirm that the app can save and print the necessary reports.

Training SOP Make sure the process is teachable and resilient. If possible, have three shop roles maintain the program: • The diagnostic lead owns the day-to-day operation.

• A backup tech covers when the lead is out.

• The IT owner maintains images, updates, and access.

Each tech should show core skills, such as: • Being able to sign in with the DL and MFA. • Install VCI drivers, verify in Device Manager, and update VCI firmware.

• Handle network basics: switch between wired and Wi-Fi. • On a vehicle, read the VIN, list modules, pull DTCs, and run a simple bidirectional test.

• Save screenshots or a short session log to the standard folder.

• Know how to transfer a license seat.

• Know the policy for security-restricted work — even if you still sublet it — and how to escalate.

Use high-quality e-learning, online communities, or

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in-person training for fundamentals or to expand a tech’s knowledge on OEM diagnostic software usage, e.g. Diagnostic Network, various tooling and equipment vendors, or local trade associations. Record a live demo from the diagnostic lead that other techs in the shop can refer to. Schedule hands-on repetitions on a non-customer vehicle during slow time. Make sure to build proficiency with the tools to build tech confidence.

RENEWALS SHOULD NEVER BE A SURPRISE. PUT EVERY SUBSCRIPTION, LICENSE SEAT, CERTIFICATE OR TOKEN, AND YOUR NASTF VSP CREDENTIAL ON A SHARED CALENDAR TIED TO THE DIAGNOSTIC PROGRAM’S MAILBOX. Maintenance and Support A light, predictable maintenance cadence keeps the software reliable and the bays moving. Treat it like any other preventive service. Set a weekly ritual to open each OEM client on every diagnostic laptop, confirm it launches cleanly, and verify the VCI is seen. Once a month, schedule a short, off-shift maintenance window to apply Windows and OEM updates, then run a quick vehicle test to make sure communication still works. Every quarter, refresh the gold images if versions have drifted, and test the spare laptop and spare VCI. Once a year, review lifecycle items — laptop age, VCI condition, operating system support timelines — and budget replacements before failures force the issue. Keep a brief change log so you always know what changed and when.

Renewals should never be a surprise. Put every subscription, license seat, certificate or token, and your NASTF VSP credential on a shared calendar tied to the diagnostic program’s mailbox. Use simple 60-, 30-, and 7-day reminders so the whole team sees upcoming expirations. Keep a business credit card on file along with a backup payment method and note any renewal steps that require special approvals or identity checks. When staff roles change, verify that renewal notices and receipts still land in the right inbox and that ownership details are current.

Spares are cheap insurance. Maintain one spare laptop imaged within the last month and staged with the same versions as production. Keep a spare VCI ready with a labeled, known good cable, plus a small bin of perishables and adapters — Ethernet cables, Ethernet adapters, USB cables, and an extra power supply.

Conclusion Factory diagnostic software isn’t a one-time purchase. It’s a process you build and keep steady. Start with your 80% mix. Pick one OEM that initially covers most of your work, decide what stays sublet and what you’ll bring in-house (including whether to pursue NASTF VSP), and budget for the real pieces — licenses, VCIs, a dedicated laptop or laptops, training, and IT support if needed.

Standardize how you work. Use shared accounts with multi-device MFA, store credentials in a vault, and keep installation steps that any tech can follow. Verify on a vehicle and write down what you changed. Train a lead, a backup, and an IT owner so that the program doesn’t hinge on one person.

Then keep it on the rails. Open the tools weekly, update monthly, refresh images quarterly, and plan lifecycle replacements annually. Put renewals on a shared calendar. Maintain a spare laptop, a spare VCI, and known-good cables.

Go live with one OEM, measure the wins — fewer delays, fewer comebacks, less sublet spend — and then confidently add the next. Do it this way and the “factory tool” becomes routine shop work: reliable, documented, and profitable.

PAUL BOSTEL is a seasoned leader with a rare blend of expertise in both advanced automotive technology and fire service operations. With over 20 years in the automotive industry, he is recognized as one of fewer than 2,300 ASE World Class-certified technicians — a distinction that underscores his mastery in diagnosing and repairing complex vehicle systems, with a specialized focus on ADAS. Paul currently manages Accelerated Vehicle Technology in Bloomington, Minnesota, a Quality Collision Group brand, where he applies his analytical precision and strategic mindset to elevate operational performance and repair standards. In parallel with his automotive career, Paul has proudly served the Apple Valley Fire Department for over nine years and holds the rank of captain, demonstrating his strong leadership, commitment to community service, and ability to manage high-pressure environments. His career is defined by innovation, efficiency, and a continuous drive to raise industry standards across every role he takes on.

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OUT-OF-THE-BOX

THINKING ATTENTION TO DETAIL AND PROPER DOCUMENTATION DURING VEHICLE DIAGNOSTICS AND REINSTALLATION CAN PREVENT SOME SIMPLE ADAS FAULTS.

BY JOHN ANELLO

“A

n ounce of prevention is worth a pound of cure,” or so goes the old saying, and this often applies to disassembly and reassembly procedures.

I was called to a shop for a complaint on a 2024 Alpha Romeo Tonale (Figure 1) with a parking sensor system malfunction. Parking sensors now play a major role in ADAS.

THERE ARE MANY SHOPS THAT ARE NOT ON BOARD WITH THIS PROGRAM OR WHO ARE JUST UNAWARE OF THIS SERVICE AND ARE UNABLE TO PERFORM SIMPLE BIDIRECTIONAL TASKS. THIS COULD LEAD TO LOST REVENUE OR BASICALLY AN UNWANTED TOWING CHARGE TO A LOCAL DEALERSHIP. Some have advanced by being replaced by short-range modules, while others work directly with short-range modules to aid in cross-traffic technology. Some may require a calibration process or a simple initialization for the location they are installed in. This particular vehicle was just a plug-and-

play operation, but there were underlining issues preventing the park assist system from operating.

The body shop had already replaced a parking sensor in the affected area that was physically damaged from the hit along with a compromised bumper harness that had to be replaced, but the system still showed a message on the dash for “Parking Sensors Unavailable” (Figure 2). This particular vehicle had a secured gateway, so the shop was unable to perform bidirectional procedures such as clearing trouble codes. It is not unusual for this particular vehicle to run in a failsafe mode until all codes have been cleared in memory, but the shop’s scan tool was not set up to perform the gateway unlock procedure.

The gateway unlocking procedure would require the use of a factory scan tool with a valid subscription to access the manufacturer-specific server that would initiate the unlocking procedure. This procedure can also be performed with an aftermarket scan tool that has wireless capabilities, but you would need to register your tool with a website such as AutoAuth by setting up a yearly subscription account with them. The initial procedure would be to set up a username and password with the website. Then you need to enter shop information along with the names of all the technicians in the shop that will be using the shop scan tool. Once this is

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done, you will have to enter the brand of your scan tool along with the serial number of your tool. There are currently manufacturers such as Chrysler, Mercedes, Nissan, VW/Audi, and many more to follow. There are individual charges for access to each manufacturer. Some manufacturers such as VW/Audi will require a two-step verification process where an email will be sent with an authorization code to unlock the vehicle. Then your scan tool will show a countdown of

how long the secured network will be unlocked. There are many shops that are not on board with this program or who are just unaware of this service and are unable to perform simple bidirectional tasks. This could lead to lost revenue or basically an unwanted towing charge to a local dealership.

The shop opted to call me in to clear the entire network of error codes and reevaluate the vehicle to get to the bottom of this issue.

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JOHN ANELLO

FIGURE 1 A “Parking Sensors Unavailable” message displayed after the body shop had replaced a parking sensor in the damaged area.

JOHN ANELLO

FIGURE 2 Using a scan tool to unlock the secured gateway yielded a parking assist module active code C100D14 “Sensor rear internal right circuit short to ground or open.”

I proceeded to hook up my scan tool to unlock the secured gateway and received a parking assist module active code C100D14 “Sensor rear internal right circuit short to ground or open” (Figure 3). The body control module had four “U” Codes that were labeled “Please refer to the service manual” because the aftermarket scan tool I was using did not have an installed updated code library to identify these codes. When I searched for these codes in my information system and even tried Googling them, I came up empty-handed. The next code to address was a code U180208 “LIN 2 bus signal/message failure.” This code dealt with an issue with the hands-free liftgate module missing. The last code stored in the body control module was a code U142387 “Wireless charging pad module message missing.” I was going to deal with the “U” codes Iater because my main concern at this point was to deal with the right rear inner parking sensor that was putting the parking aid system into a failsafe mode.

This particular vehicle had the ability to pinpoint exactly which parking sensor had an issue, but there are many manufacturers that don’t specify which

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SIGNAL 9 15

SIGNAL 10 14

C2

C2

D704 WH/DG

D703 OG/WH

1

3

1

3

D704 WH/DG

D703 WH/OG

F782 PK/YE

F782 PK/YE

JOHN ANELLO

X750 GY/BU 1

2 - S +

X750 GY/BU

3

1

SENSORPARK ASSIST 9

2

3

- S +

SENSORPARK ASSIST 10

FIGURE 3 A wiring diagram reference helped rule out the new harness having any irregularities in voltage specifications.

sensor is at fault. This depends on the design of the system and how they are wired because some parking sensor signal lines may be each wired independently, or they may be daisy-chained like lights on a Christmas tree. In these situations, you would have to purchase a parking sensor tester like the BartecQST250, which has the ability to check the sensors within the bumper by measuring the frequency output of each individual sensor. This can be done sitting in the driver’s seat with the car put into reverse or drive with the use of the long-coiled test lead attached to the sensor tester that easily mounts on the bumper.

I instructed the body shop to pull the rear bumper so that I could do an integrity check on the harness and sensors within the bumper. I unplugged the right inner sensor connector to make sure the sensor pins were not damaged from improper

insertion of the connector. It is not uncommon to find a bent or folded-over pin, so back-probing a connector to do circuit checks is not always a good practice to validate a wire harness. But all looked okay. I also swapped the two inner sensors to see if the problem would move to the left side. This was a quick, easy tactic that could save a lot of time and rule out a defective new part. But to no avail, the problem remained at the same location. My next move was to get a wiring diagram to rule out the new harness having any irregularities in voltage specifications (Figure 4).

The right inner passenger side sensor was designated as Sensor #9, and pin #1 pink/yellow was the reference voltage Supply, Pin#2 white/dark green was the signal line, and pin#3 gray/blue was the sensor ground.

When I went to check pin #1, there was low voltage, about 2-3 volts. Pin #2 had 12 volts, and pin #3 did show a good ground. These circuit checks did not follow the expected outcome. When I pulled back the tape to get a closer look, I could see that the wire colors were off from what the diagram was showing. Then I got into that “out of the box” thinking

JOHN ANELLO

FIGURE 4 A closer inspection of the harness revealed that the connectors for both the hands-free liftgate module (outlined in red) and the right inner parking sensor (outlined in blue) were identical and could be easily accidentally swapped.

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mode. This was not the right connector, and the apple could not fall far from the tree. A closer inspection of the harness revealed that the connectors for both the hands-free liftgate module and the right inner parking sensor were identical and could be easily swapped. The passenger right inner sensor, outlined in blue — and the hands-free module, outlined in red — had feed harnesses that could reach either way (Figure 5). This was why there was a code for the hands-free module. Once I swapped the connectors back to their proper positions, both the parking sensor system and hands-free liftgate were operational, and I was able to clear ALL the codes in memory, including the undocumented codes.

I simply can’t understand how any manufacturer can make a harness that has identical connectors within the same vicinity that can be connected to different components.

I recently had a body shop that put a rear bumper harness in and installed the harness 180 degrees out of orientation because each end of the harness had identical main harness connectors to plug into either harness end, located at the right and left rear quarter panels of the vehicle. It’s probably good practice to take pictures of a component — such as a bumper — prior to removing a harness to make sure you

can perform a flawless installation. This would prevent a lot of POST issues of inoperative systems and lights on the instrument cluster. Information systems can only supply you with normal troubleshooting procedures, but they can never apply to conditions caused by an installer who creates a situation that goes against the grain. You need to be very alert when diagnosing a problem with a vehicle and remember to always think out of the box. I hope this story hits home with a lot of you body shop technicians and installers out there.

JOHN ANELLO is the owner and operator of Auto Tech on Wheels, established in 1991 in northern New Jersey. He provides technical assistance and remote reprograming with 21 factory PC-based scan tools. Driven by a passion for cars, Anello’s business now services roughly 1,700 shops.

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THE IMPORTANCE OF

OEM PROCEDURES AND TECHNICIAN SKILLS MODERN VEHICLE CONSTRUCTION DEMANDS PRECISE REPAIR TECHNIQUES. TRAINING LIKE I-CAR’S MIXED ATTACHMENT METHODS COURSE BRIDGES THE GAP BETWEEN KNOWLEDGE AND PRACTICAL EXECUTION.

BY BUD CENTER

A

s someone who has spent years in collision repair, I can tell you this: today’s vehicles are a different world compared to what many of us grew up working on. The days when you could “eyeball” a repair or rely on memory are gone. Modern vehicle construction, mixed materials, and advanced attachment methods have raised the bar. And if we don’t rise with it, the repair — and ultimately the consumer — suffers.

That’s why courses like I-CAR’s Mixed Attachment Methods (MAM) are essential. It’s not just about training; it’s about giving technicians the tools to match the complexity of the vehicles they see every day.

The realities of modern vehicle construction

IT IS NOT UNUSUAL for a single repair for the OEM to require more than one type of attachment method.

I-CAR

It’s immediately apparent on the floor that OEMs are blending materials in ways that challenge everything we know about joining and repairing. High-strength steels, aluminum, and composites often sit side by side in the same structure. Each reacts differently to heat and stress, which means you can’t treat them all the same.

Take attachment methods. It’s not unusual for a single repair to require more than one approach. Some examples include: • Squeeze-type resistance spot welding (STRSW) • Gas metal arc (GMA) Welding • MIG brazing • Rivet bonding You can’t choose based on personal preference or convenience. The OEM already made that decision during design. Using the wrong method risks not just the repair but also the safety of the people in that vehicle.

OEM repair procedures: Why they matter I’ve heard technicians say, “I’ve been doing this for years; I know how to fix it.” I respect experience, but the truth is, no amount of time in the trade replaces the knowledge and direction the OEM provides.

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MIG BRAZING will be OEM-specified in certain areas and must not be replaced with regular MIG/MAG welding.

I-CAR

OEM repair procedures are the blueprints. They spell out: • Which attachment methods go in which position.

• The order of operations.

• How to manage materials, heat, and corrosion protection, etc.

When OEM repair procedures are followed, we know we are repairing the vehicle exactly as the manufacturer intended. When we don’t — or if we assume — we open the door to mistakes. A misplaced weld, a skipped bonding step, or incorrect heat control can all weaken the structure. And in this line of work, “weakened” more often than not means unsafe.

That’s why one of the biggest takeaways from the MAM course is not just how to perform these attachment methods, but how to locate, read, and understand OEM procedures. It’s a skill in itself, and it’s every bit as important as holding a torch and performing a quality weld.

That’s where training pays off.

A skilled technician needs to: • Interpret OEM instructions and adapt them to real-world conditions without cutting corners.

• Execute advanced attachment methods with precision and repeatability.

• Recognize limits — sometimes the repair calls for equipment the shop doesn’t have, or a method that requires referral.

The MAM course reinforces this.

It’s not just theory — it’s about building confidence to handle complex repairs correctly, every time.

What happens when skills and procedures work together When OEM procedures and technician skills line up, the results speak for themselves: • Complete repairs. Nothing is missed; nothing is improvised. Every step meets OEM expectations.

• Safe repairs. Crash management systems perform as designed because the vehicle is restored to OEM standards.

• High-quality repairs. Customers trust the outcome, and the vehicle’s long-term performance is protected.

I’ve also seen the flip side — repairs done without adhering to OEM repair requirements or the proper training.

They might look fine leaving the shop, but under stress — in a collision — the weaknesses appear. That’s not a risk any of us should take.

P

P

▪P a P

Technician skills: Where knowledge meets execution Now, OEM procedures give us the what. But it’s technician skills in the shop that deliver the how.

We’ve all seen procedures that look straightforward on paper become tricky in practice. Access might be limited, materials might not behave exactly as expected, or shop conditions might make the process tougher.

H

▪1 W

S I-CAR

SQUEEZE-TYPE RESISTANCE SPOT WELDING is one attachment method. When OEM repair procedures are followed, the vehicle is repaired as the manufacturer intended.

H

937

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skills as separate. It ties them together, showing how each relies on the other to deliver a complete, safe, and quality repair for the ultimate benefit of the consumer.

At the end of the day, what matters most is not just getting a vehicle back on the road but knowing it’s ready for the road, having followed OEM repair procedures and requirements, and performing quality repairs that meet OEM repair standards.

I-CAR

RIVET BONDING is one example of an attachment method that must be employed where OEM-specified.

BUD CENTER is the director of technical products and curriculum at I-CAR, where he leads the development and delivery of educational programs for the collision repair industry. With nearly 40 years of experience, Bud has a diverse background in technical training and automotive repair leadership.

Moving the industry forward

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Collision repair has always been about skill, but today, it’s also about knowledge. You can’t have one without the other.

As vehicles evolve, so must our industry.

The I-CAR Mixed Attachment Methods course stands out because it doesn’t treat OEM procedures and technician

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SUPER ADHESION TO ALL SUBSTRATES The U-POL Tectium line of fillers from Axalta delivers unmatched repair efficiency and surface perfection. The new line includes Tectium Elite Filler, Tectium Filler, Tectium Glaze, and MicroFill. Tectium fillers offer a super creamy consistency, superior adhesion to all substrates - including galvanized and a tack-free finish that minimizes primer consumption and rework. The self-leveling glaze corrects minor imperfections like pinholes and scratches, while MicroFill seals and promotes adhesion, reducing primer consumption by up to 30%. The U-POL Tectium product portfolio is fully compatible with all Axalta coatings, ensuring seamless integration and optimal results across the entire repair workflow.

The BendPak RWS-200WL Battery-Powered Wheel Lift protects technicians while delivering greater uptime. With double the power of 12V units, the RWS-200WL delivers faster lift speeds, superior torque, and a 200-lb capacity to easily handle oversized wheels and tires. By reducing technician fatigue and lowering the risk of strain-related injuries, it can help reduce workers’ comp claims, support OSHA-compliant safety practices, and even contribute to lower insurance premiums over time.

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COLLISION PRODUCT GUIDE ENSURES ELECTRICALLY NEUTRAL SURFACES

VIEWS AND GRAPHS REAL-TIME DATA The TOPDON ArtiDiag800 features full system diagnostics for 54 vehicle makes and offers 28 service functions for domestic, European, and Asian vehicles newer than 1995.

The ArtiDiag800 has a 7” display, a yearlong warranty, and a year of updates. It also includes AutoVIN technology, one-click upgrades, access to detailed vehicle and software information, the ability to read and clear codes, and the ability to view and graph real-time data.

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The Luma III ION X PRO is a high performance anti-static blower built for the paint booth. Whether spraying metallic, clear, basecoat or primer, the ION X PRO eliminates static and ensures the surface is electrically neutral, contamination free and ready for flawless results. The Shadow premium primer/ high viscosity spray gun comes with a 1.5, 1.8 and 2.0 needle/nozzle/air cap setups. Powered by an internal battery and the air pressure to your spray booth, the ION X has a continuous runtime of six hours, utilizing approximately 15 to 30 seconds per panel.

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NARROW KNURLED TIPS PROVIDE EXTRA GRIP The Lisle Corporation 90-degree Electrical Connector Pliers, No. 38030, features angled tips for easier access to hard-toreach connectors. It is designed to remove many single and double connectors found on many cars, trucks, and heavy duty vehicles. The narrow knurled tips provide extra grip when removing connectors in tight spaces. The pliers may also work on fuel lines, EVAP lines, and DEF fittings with tabs that must be depressed to disengage. The tool is 7” long and made from forged carbon steel for extra strength and durability. The pliers feature dual material grips for additional comfort.

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EQUIPPED WITH WI-FI FILE SHARING

MINIMIZES NOISE AND VIBRATION LEVELS

Milwaukee Tool’s M12 Auto Shop Borescope with Wi-Fi File Sharing is purpose-built to address inefficiencies in traditional workflows. Technicians can quickly share and document findings from the borescope, eliminating delays and enabling faster communication with service managers. The high-definition display with anti-glare coating makes it easy to spot even hairline cracks. The 5.5” touchscreen supports pinch-to-zoom and image rotation. Professionals can edit photos and videos with onboard features that allow users to draw, add audio or text notes, and trim video. The 5mm camera head comes with a five-foot cable. HEAT SENSE Temperature Alert technology notifies users when the engine is too hot for inspection and automatically shuts down to protect the cable.

The Evergrade RGX Pro 316 Cordless Sander with 3/16” Offset offers the power and performance of a pneumatic sander without the need for an airline, according to the company. The sander is balanced for fine user control without any risk of running off. The sander uses patented technology to provide low noise output and low vibration levels for operator comfort. It is lightweight, weighing only 2.65 lbs, and offers speeds of up to 10,000 rpm. The 3/16” offset is ideal for aggressive sanding.

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COLLISION PRODUCT GUIDE DEWALT’S FIRST CORDLESS 4” ANGLE GRINDER The ATOMIC 20V MAX 4” Angle Grinder, No. DCG400, from DeWalt is the company’s first cordless 4” angle grinder compatible with standard 4” x 3/8” and 4” x 5/8” accessories. This tool is equipped with the DeWalt ANTI-ROTATION System to help maximize control. This feature quickly stops the wheel when a pinch, stall, or bind-up event is sensed, reducing reactionary torque. An ergonomic design allows access to ultra tight spaces, while the clip-on guard can quickly convert a Type B guard into a Type A guard. According to DeWalt, the grinder is 13 percent lighter than competitive pneumatic angle grinders, and delivers up to 44 percent more power than 0.7 HP rated pneumatic angle grinders.

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FEATURES BALL-SCREW TECHNOLOGY The ARI-hetra 36,000-lb BatteryPowered Wireless Mobile Column Lift System is designed to deliver precise, synchronized lifting through its ballscrew technology. The hydraulic-free design means no fluids, seals, or leaks, according to the company. It is fully selfpowered with four deep-cycle batteries per column for long-lasting performance and quick 110V charging from any standard outlet. Its compact, slim design is intended to enhance maneuverability, positioning, and visibility around vehicles making it ideal for tight service bays.

Additional features include continuous mechanical locking and redundant safety systems, as well as compatibility with adjustable carriages and cab-off adapters. This lift is ALI-certified.

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COLLISION PRODUCT GUIDE DETECTS ISSUES BEFORE WEIGHTS ARE APPLIED

FEATURES INTERNAL LIGHT DIFFUSERS The Coxreels PC10 Series Model Reel, Nos. PC10-3016-H, PC10-3016-M, and PC10-3016-K, is an LED light featuring a variety of industrial-grade features and options including a 50,000-hour rating, internal light diffusers, and shatterresistant polycarbonate lenses. The light also features adjustable steel hooks for hands-free placement. Users can choose from the compact LED light feature (-M), the LED light with the additional power source (-K), or the industrial duty UL Listed LED light (-H).

The ProBalance Diagnostic Wheel Balancer, No. E900, from Coatsis designed to be a high-performing direct-drive wheel balancer with new diagnostics.

It’s up to 10 times faster than non-direct drive balancers, and is backed by a 10-year warranty on the motor. The balancer features a touchscreen interface. It utilizes a diagnostic roller and ProMatch feature to measure radial runout and address wheel and tire shape and to detect issues before weights are applied. Its maximum tire weight is 160 lbs, and the maximum diameter for tires is up to 44”.

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AUTOMATICALLY DETECTS AND SELECTS TEST FUNCTION

REVERSE POLARITY PROTECTION The Bosch C80-Li Battery Charger features a maximum charging current of 15A with a 20A Fast-Mode feature.

The charger offers one-button operation, reverse polarity protection, compatibility with a wide array of batteries, automatic charging control, trickle load charging, automatic battery detection, and automatic charging control. The C80-Li also offers a 12V Quick Charge Mode and 12V Power Supply Mode, as well as a specialized 12V Regeneration/Repair Mode.

The Cornwell Quality Tools CBPDM150 True RMS Smart Digital Multimeter with Color LCD offers smart meter capability, allowing it to automatically detect if the user is measuring voltage (AC/DC), resistance, or continuity.

It features an ultra-fast screen refresh rate, an auto-brightening screen, and dual display.

The CBPDM150’s test functions include volts, ohms, continuity, amps, capacitance, diodes, frequency, and temperature. It indicates a blown fuse with an on-screen message, eliminating the guesswork with a 0 amp reading. It measures up to 600V AC/ DC, 10A, and 600mA, and the unit comes with 40” test leads, a temperature probe, batteries, and an instruction manual.

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