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Expanding sensor arrays, conditional system behaviors, and higher safety standards require robust processes for verification, documentation, and communication to ensure successful repairs and mitigate liability.
PAUL BOSTEL
Scans, programming, and ADAS calibrations require stable, high-capacity battery support to prevent voltage drops and electrical noise that can cause module failures or data corruption.
KIM COTTLE
Advancements in glue tab technology and the 6C process can help technicians work more efficiently on mild steel, aluminum, and high-strength steel.
Meticulous damage assessment, OEM-compliant materials, and process standardization lead to better cycle times and repair outcomes.
JOHN ASCHEMAN
IN EVERY ISSUE
05 INDUSTRY NEWS
DOES FORD ALLOW SELF-PIERCING RIVETS (SPRS) TO BE USED FOR OUTER BOX SIDE REPLACEMENT ON THE F-150?
JASON BARTANEN
PLASNOMIC EXPECTS TO ESTABLISH PLASTIC REPAIR STANDARDS IN 2026
COLLISION TRAINING EXPO REGISTRATION OPEN
THERMAL LONGWAVE INFRARED CAMERA INTRODUCED AT CES
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DOES FORD ALLOW SELF-PIERCING RIVETS (SPRS) TO BE USED FOR OUTER BOX SIDE REPLACEMENT ON THE F-150?
BY JASON BARTANEN
Each month in ‘ is Month in BackBay, by Collision ProAssist,’ I’ll feature a real-world inquiry we received in BackBay, our membersonly collision repair technician support and education portal.
This is the most frequent question I’ve gotten over the past 10+ years, and it also appears frequently in social media discussions.
“Does Ford allow self-piercing rivets (SPRs) to be used for outer box side replacement on the F-150?”
(Figure 1) Historically, the answer had been “no,” but there have been multiple iterations of the procedure, so it’s not quite that simple. The only way to properly answer that question is to look up the current procedure for the model you’re working on.
Let’s cover how to determine if the model you’re working on allows SPRs, or if blind rivets (or welding) are required. The key to knowing when SPRs can (and can’t) be used is found in the part number ‘boxes’ that are embedded in the procedure. Note: the following also applies to other procedures on F-150, other F-Series trucks, and aluminum Expeditions and Navigators.
If there is a part number for SPRs listed in the box for a particular step, then self-piercing rivets are allowed. If there is NOT a part number listed (if the box under SPR number/ code is empty), self-piercing rivets are NOT allowed. It’s really that straightforward.
FIGURE 2: When a part number for SPRs is listed, they can be used for that step in the procedure.
FIGURE 1: Questions about F-150 outer bed sides have been around ever since Ford released the 2015 F-150.
FIGURE 3: If there isn’t an SPR part number listed, blind rivets or welding are required.
In Figure 2, you can see that this procedure lists a part number for SPRs. In this instance, self-piercing rivets would be allowed.
In Figure 3, there is not a part number listed in the SPR column. Therefore, only the blind rivets (or welding) called for would be allowed.
The next time an aluminum F-150 with a damaged bed side comes into your facility, don’t make any assumptions about which attachment method should be used for replacement. Access the procedure for that model and refer
to the outer bed side replacement procedure; it’s the only way to ensure you’re using the proper rivets. I hope to see you in BackBay soon.
JASON BARTANEN is the founder and chief technician advocate of Collision ProAssist, where he guides technicians through technical support and tailored education. He has been in the collision repair industry for nearly 30 years, including more than 23 years serving in various roles for I-CAR, the Inter-Industry Conference on Auto Collision Repair. He was most recently the director of industry relations at Collision Hub for nearly six years.
PLASNOMIC EXPECTS TO ESTABLISH PLASTIC REPAIR STANDARDS IN 2026
Following the establishment of the Plastic Repair Council in 2025, Plasnomic shared its plans to move into best-practice definition and scaled industry deployment in 2026.
Led by Mario Dimovski, the council has 15 industry leaders, repair specialists,
development, PRISM will serve as the digital backbone of plastic repair in the collision industry to support technician engagement, product grading, expert-led validation, knowledge sharing, and the deployment of standardized training across global markets.
and strategic partners from across global markets working together to to create a universal standard for plastic repairs. In 2025, it gathered plastic repair information and best practices from plastic repair providers and collision repair organizations worldwide.
Central to Plasnomic’s digital strategy is PRISM: Plastic Repair Intelligence, Standards, and Marketplace. Now in beta
This year, Plasnomic’s initial focus will be on publishing industry best practices for polypropylene bumper repairs because it’s the most common and highest-impact plastic repair category globally.
In its article, Plasnomic said validation will concentrate on the five most prevalent damage types, with results guided by laboratory testing and sup-
ported by field-based validation through an expanded network and announcement of the technical ambassadors. The ambassadors are plastic repair champions from across the world and will play a critical role in translating technical outcomes into practical, repeatable repair standards.
The validation process will have three approaches:
• Laboratory-based Testing: Tests will be conducted through OEMaligned and independent facilities.
• Technical Feedback: Technical ambassadors assess laboratory outcomes against real-world repair conditions.
• Real-world Validation with MSO Partners: Repair methods are applied at scale in live shop environments.
Based on the evaluation, solutions will be clearly graded and categorized, such as approved or preferred, reflecting their suitability, reliability, and alignment with verified repair processes. Progressive rollout of best practices will follow through founding MSO partners and global training bodies, supported by the launch of PRISM’s digital knowledge and repair certification tools.
PLASNOMIC
PLASTIC REPAIR
COLLISION TRAINING EXPO REGISTRATION OPEN
Registration is open for the 4th annual Collision Training Expo May 1-2, presented by the Northwest Auto Care Alliance.
There will be more than 20 educational classes, headlined by Mike Anderson of Collision Advice and Craig Stevens of CCC. There are classes for estimators, managers, technicians, painters, and owners. Classes include an all-day hands-on class on tri-stage
and matte finishes, with plenty of booth time to practice, and an in-depth allday class diving into the CCC platform.
CTE training allows everyone, from the front counter to the back of the shop, to come together and learn how to take their shop to the next level. Anderson will close the event with his presentation on “Igniting Excellence.”
CTE will be held at Clover Park Technical College in Lakewood, Washing-
ton. Registration is $175 for NWACA members and $250 for non-members. For more information or to register, go to ctetrainingexpo.com.
THERMAL LONGWAVE INFRARED CAMERA INTRODUCED AT CES
Teledyne FLIR OEM, a Teledyne Technologies Incorporated company, launched Tura, which the company says is the rst Automotive Safety Integrity Level thermal longwave infrared camera developed in compliance with ISO 26262 functional safety standards, at the recent Consumer Electronics Show.
The company says Tura is purposebuilt to meet the stringent perception requirements for vehicle-based night vision, advanced driver-assistance systems, and autonomous vehicles that demand high performance, low supply risk, and cost-effective thermal solutions.
Tura features a new 640x512 resolution far-infrared (FIR) sensor, which is critical for detecting and classifying pedestrians, animals, and other vulnerable roadway users. It delivers perception far beyond headlights in complete darkness and through challenging conditions such as fog, smoke, sun glare, and headlight glare.
“Safety and reliability are non-negotiable pillars of autonomous technology, and Tura sets a new industry benchmark with compatible FuSa features start-
ing from the sensor,” said Paul Clayton, president and GM of Teledyne FLIR OEM. “We have manufactured more than one million automotive thermal camera modules over the last twenty years for driver warning systems and will continue to provide a high-volume, cost-effective solution.”
Tura says it enhances lifesaving pedestrian automatic emergency braking (PAEB) and helps provide a smoother, safer ride. It also supports the U.S. De-
partment of Transportation’s National Highway Traffic Safety Administration Federal Motor Vehicle Safety Standard (FMVSS) No. 127, which requires higherspeed nighttime test scenarios where existing AEB systems struggle.
Teledyne FLIR OEM thermal cameras are also deployed in fully autonomous vehicles. In addition to delivering forward-looking perception data, multiple thermal camera modules can be integrated to enhance 360-degree situational awareness. This enables reliable detection of heat-emitting objects — such as people, vehicles, and animals — even in low-visibility conditions.
TELEDYNE FLIR OEM
TECHNICAL
PREPARING FOR THE NEXT WAVE OF ADAS
EXPANDING SENSOR ARRAYS, CONDITIONAL SYSTEM BEHAVIORS, AND HIGHER SAFETY STANDARDS REQUIRE ROBUST PROCESSES FOR VERIFICATION, DOCUMENTATION, AND COMMUNICATION TO ENSURE SUCCESSFUL REPAIRS AND MITIGATE LIABILITY.
BY PAUL BOSTEL
From hands-free highway driving to narrow “eyes-o ” automation and expanding Level 4 autonomous vehicles (AV), the next wave of advanced driver assistance systems is less about one breakthrough sensor and more about tighter rules, more software control, and higher expectations after a loss.
Between 2026 and 2030, ADAS will not turn the average consumer vehicle into a robotaxi. More vehicles will show up with driver assistance turned on by default. More of those features
will be controlled by software versions, mapped-road permissions, subscriptions, and strict enablement rules. And more customers will judge the repair by one test: “Does it behave the same as it did before?”
That shift is happening while the collision market is already tight. Frequency has softened in many pockets. Severity continues to climb. Insurers are pushing cycle time and line-by-line scrutiny. Regulators and automakers keep raising the safety bar. Meanwhile, consumers are buying vehicles where
the tech package is part of the identity of the vehicles, especially on premium trims and EVs.
Which technology is changing?
You can boil 2026-2030 down to a handful of trends that will show up in the bay.
Sensor coverage grows around the vehicle
The next five years continue a steady expansion: more perimeter cameras,
more corner radars, and more overlap between front, side, and rear sensing. The “coverage map” of the vehicle continues to fill in.
This matters because even minor impacts will potentially involve more sensors, continuing the upward trajectory of repair complexity. The need to confirm sensor bracket positioning becomes more frequent, and repair tolerances become more exacting.
Computing centralizes, and systems fuse
Driver monitoring becomes nonnegotiable
Vehicles are trending away from dozens of isolated little modules and toward fewer, more powerful controllers that fuse data from multiple sensors. When that fusion works well, capability improves. When it does not, you can get a bigger failure footprint: one compromised network path, one water-intruded connector, one incorrect software state, and suddenly, multiple features are unavailable.
If a system offers hands-free driving, it must prove that the driver is engaged. If a system allows eyes-off in limited situations, it must alert the driver to retake control. Driver monitoring is now part of the safety case, not a convenience add-on.
This brings interior cameras, other in-cabin monitoring methods, and stricter attention thresholds into the repair conversation. In some cases, interior changes that used to be “cosmetic” could affect feature availability.
WHILE VOLVO has since ended its relationship with Luminar and will not include lidar in 2026 and on EX90 and ES90 models, integrations like this into the body of the vehicle will likely become more commonplace.
Maps, connectivity, and software version matter as much as hardware
A lot of modern ADAS behavior is conditional: supported roads, supported speeds, lane-marking quality, weather, sensor confidence, and software version. Over-the-air (OTA) updates and feature packaging mean two identical-appearing vehicles could behave differently over time. Even if the hardware is perfect, a feature may not be enabled if the vehicle is not operating under the right conditions or if the system is not in the right state.
From a customer standpoint, that nuance does not matter. If it does not work on their commute, they will assume the repair is the cause.
The future comeback is not a misaimed sensor; it is a feature that won’t enable.
Level 2 will remain the majority, and it will become software-managed
Level 2 is where most consumers will live through 2030. That is why Level 2 is the biggest operational driver for repairers: it is high-volume, and it touches everyday claims. Hands-free, eyes-on highway systems will move from premium trims to mainstream trims. The driver remains responsible for safe vehicle operation.
Hands-free grows, and boundaries tighten
The next generation of hands-free highway driving is not about a
PAUL BOSTEL
dramatic leap. It is about refinement and rule-tightening:
• More supported road coverage (not in all regions).
• Smoother lane changes.
• Better handling of cut-ins and merges.
• More conservative “turn off” logic when system confidence drops.
• Stronger driver monitoring enforcement.
Tighter logic is a safety feature, but it will become a friction point after repair. Customers will notice if the car turns off assistance sooner than they remember. They may blame the repair even when the system is operating as designed.
Conditional behavior becomes the norm
Level 2 systems increasingly behave like “if-then” statements. If the road is supported, then hands-free is available. If lane markings are strong, then lane centering behaves confidently. If the camera view is clean, then the system stays active longer.
After a repair, this conditional nature creates gray areas. What the customer calls “intermittent” is often just conditional. Your process must separate:
• A true fault.
• An enablement condition.
• A calibration/aiming issue.
• A software version issue.
If these are not separated cleanly, the shop becomes the default scapegoat.
Level 2 takeaway
Level 2 is not just expanding. It is becoming software-managed and expectation-driven. Customers will notice enablement differences. Insurers will question operations they do not understand. The shop that can explain and document the process will spend
THINGS
AS SIMPLE AS NOT CYCLING the wing mirrors may prevent enabling systems post-repair.
less time defending — and more time collecting.
Pricing pressure will be real in this window. As more shops buy targets and carriers treat calibration like a checkbox, rates get squeezed. The counter move is not claiming ADAS is “high tech.” The counter move is to show that you deliver a verified outcome: correct fit, correct aim, correct enablement, and a documented validation trail.
ADAS is not becoming simpler. It is becoming more normal—and more scrutinized.
Level
3 is real, but it lives inside a rule-constrained box. Level 3 gets headlines because it is “eyes-off,” but it is also the most misunderstood. It is not a general upgrade to Level 2. It is a different concept with a tighter ruleset. The vehicle takes on the dynamic task of driving, but only within a defined operating domain. Outside that domain, the driver is back on the hook.
This “box” creates a new kind of
post-repair problem: a vehicle can be repaired correctly and not activate the features if conditions are incorrect, despite what the customer remembers.
Redundancy and confidence drive complexity.
To support eyes-off operation in limited conditions, systems lean on:
• Overlapping sensor coverage.
• More robust diagnostics.
• Conservative confidence thresholds.
• Fallback strategies for braking/ steering control.
• Driver monitoring and takeover logic.
Even when the hardware is perfect, systems can be picky if the correct conditions cannot be met. Any uncertainty — camera view, radar alignment, network communication, software version mismatch — could cause the vehicle to lock the feature out rather than risk operating on low confidence.
From a safety standpoint, that is the right call. From a customer standpoint, it feels like “the car is broken.”
PAUL BOSTEL
The liability conversation changes. Level 3 systems shift accountability in a way Level 2 does not. Even with a narrow envelope, the idea that the vehicle can take over the driving task changes how customers, attorneys, insurers, and regulators think about failure. That does not mean collision shops suddenly carry legal responsibility for automation. But it does mean the expectations for proof, documentation, and defensibility rise.
A clean repair story will not be optional. It will be the difference between a straightforward claim and a messy dispute.
Level 3 takeaway
Level 3 will expand in select models, but it will remain constrained by legal, mapping, and risk management realities. The bigger impact on the shop is not that every car becomes autonomous. It is that more vehicles will contain features that require a clean calibration and a clean validation story to restore confidence — and to protect you when the question becomes, “Who is responsible?”
Level 4 AVs expand, and they still matter to collision repair.
Level 4 is where the vehicle drives without a human in the loop — inside a defined area and under strict conditions. Most collision shops will not repair true Level 4 vehicles routinely by 2030. But Level 4 still matters because it changes three things that do reach the consumer fleet: regulation, sensor packaging, and expectations.
Regulation: more reporting, more scrutiny, more “prove it”.
As higher automation grows, regulators want clearer reporting and accountability. That mindset tends to spill over into the consumer ADAS space. It pushes OEM procedures toward
more explicit verification steps, and it makes documentation feel less like paperwork and more like protection. If a claim ends in a dispute, the shop with a clean chain of documentation will have less exposure than the shop with a verbal story.
Sensor packaging: cost concentration and sensitivity to geometry. AV fleets often use dense sensor coverage and high mounting points for better visibility and redundancy. Consumer vehicles may not adopt the same layout, but the design thinking leaks downstream:
• Better-protected sensor fields of view.
• Tighter mounting geometry expectations.
• More parts are concentrated into fewer assemblies.
When ADAS content consolidates, one damaged component can take out multiple features. That affects estimating, supplements, and the “why is this part so expensive?” conversation.
Expectations: “It should handle the unexpected.”
Level 4 also shapes what consumers think cars “should” do. They do not separate a “geofenced fleet system” from “my personal vehicle.” They just absorb the direction of travel. Over
time, they treat ADAS as a reliability feature, not a convenience feature. When it is unavailable, they will assume something is wrong — even if the system is operating as designed. That expectation spills backward into Level 2 and Level 3 complaints. It raises the bar on how well shops need to explain capability and verification at delivery.
Level 4 takeaway
Level 4 will not flood U.S. collision shops with robotaxis by 2030. But it will tighten the culture around verification. It will influence how sensors get packaged and protected. And it will raise the baseline of consumer expectations — especially when every edge case becomes a viral story.
Reality checks: sensor stacks will not standardize, and some roadmaps will stall
Not every automation roadmap ships on schedule. That does not mean ADAS will not continue to evolve. It means the business case is real: cost, legal exposure, regulation, and demand all matter.
And do not expect one sensor suite to dominate through 2030. ADAS solutions will remain mixed: cameraheavy systems, radar-centric systems, and selective use of other sensors
MAPPED AREAS will be an increasingly important part of higher levels of automated systems.
HOW A VEHICLE arrives at a shop will be more critical than ever with tightening regulations and increasing consumer scrutiny.
depending on platform, trim, region, and cost. Even within one brand, the same feature name can hide different hardware and calibration methods.
China’s influence is real but indirect for the U.S. market. China is pushing ADAS adoption and cost-down at a speed suppliers cannot ignore. But Chinese makes are not currently a meaningful part of the U.S. new-car market, which limits immediate direct influence on what shows up in American repair bays. The influence is indirect:
• Supplier scale can reduce component costs.
• Global OEMs can bring architectures and learnings back into U.S. platforms.
• Consumer expectations travel fast. If a feature becomes cheap and common somewhere else, it tends to become expected everywhere— eventually.
What this means for repair: the shop advantage is proof. Over the next five years, the differentiator will not be whether you own targets. Plenty of shops will own targets. The differentiator will
be whether you can run a clean, defensible, repeatable process under real-world time pressure.
Start with intake. A “before” snapshot is not just a scan. It is messages, complaints, feature availability, and what the customer says they use every day. If they talk about hands-free highway driving, capture that. If they mention a feature “not turning on,” capture the conditions they remember.
Build the repair plan with sensor geometry in mind. Mounts, brackets, and reference points are critical. If a procedure calls for a specific bumperto-body gap, a bracket replacement, a prerequisite wheel alignment, or a one-time-use fastener, it is not optional — because the feature depends on it.
Calibrations are now routine work, which means the environment must be routine, too: Consistent bay setup. Verified floor. Controlled lighting when required. Target placement that is measured, not guessed. And when dynamic calibrations are required, treat them like a test procedure, not a quick lap around the block.
Validation is where many shops still get burned. A good validation note includes the conditions under which you tested: road type, weather, speed range, markings, and any system messages. It does not need to be a novel. It needs to be enough to defend your work when someone asks why a feature did not enable on a customer’s commute.
The cleanest shops will win the argument before it starts. Not because they talk louder, but because they can show what they did.
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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.
DOCUMENTING
PAUL BOSTEL
TECHNICAL
WHY BATTERY SUPPORT IS CRITICAL
SCANS, PROGRAMMING, AND ADAS CALIBRATIONS REQUIRE STABLE, HIGH-CAPACITY BATTERY SUPPORT TO PREVENT VOLTAGE DROPS AND ELECTRICAL NOISE THAT CAN CAUSE MODULE FAILURES OR DATA CORRUPTION.
BY KIM COTTLE
As modern vehicles become increasingly softwaredriven, the importance of proper battery support during diagnostic scans, module programming, and ADAS calibrations can no longer be overstated. What was once a quick scan tool connection is now a complex electronic procedure involving dozens of control modules, constant network communication, and extended ignition-on time. In this environment, battery voltage stability is not just best practice; it is essential to protect vehicle electronics and ensure successful service outcomes.
The hidden electrical load of modern vehicles
When a vehicle is placed in diagnostic mode or prepared for ADAS calibration, it often operates in a state very different from normal driving. The ignition may remain on for long periods while safety systems, cameras, radar modules, power steering, brake controllers, infotainment systems, and body modules remain active simultaneously. Cooling fans may cycle on and off, and network traffic across CAN, LIN, and Ethernet systems increases dramatically.
All of this places a sustained electrical load on the battery. Even a healthy battery can experience a rapid voltage drop under these conditions, especially if the vehicle is not running. Without external battery support, voltage instability becomes likely, and that is where problems begin.
Why voltage stability matters
Most OEMs specify a narrow voltage range during programming and calibration events, generally centered around the mid-13-volt range. Voltage that drops too low can cause modules to shut down mid-process, while voltage that spikes too high can trigger programming faults or abort procedures entirely. Either scenario can corrupt data being written to a control module. (Although the common reflash voltage setting is 13.9V, depending on vehicle brand the range can be between 13.5V to 14.4V, each OEM requires an exact voltage setting or the reflash will not take) when considering the purchase of a clean power supply it might be wise to consider one with adjustable voltage settings capabilities.
In the worst cases, insufficient or unstable voltage can permanently damage an electronic control unit, rendering it inoperable — commonly referred to as a “bricked” module. Replacing these modules can cost thousands of dollars and may require dealer-only access for setup and coding.
Amperage: The often-overlooked requirement
While voltage specifications are widely discussed, amperage capacity is where many service operations run into trouble. It is not enough for a power supply to reach the correct voltage if it cannot sustain the current demanded by the vehicle.
For many Asian and domestic vehicles, a support unit
capable of approximately 60 amps is typically sufficient. However, certain manufacturers — particularly European brands — place significantly higher demands on the electrical system during programming and calibration. Vehicles from BMW and Mercedes-Benz, for example, often require power support capable of 100 amps or more to remain within safe operating margins.
These higher current requirements reflect heavier module loads, more complex network architectures, and stricter OEM protections designed to prevent data corruption during software updates.
Battery support units vs. traditional chargers
A common misconception is that any battery charger can serve as adequate support during scans and calibrations. Traditional chargers are designed to replenish battery capacity, not to act as a stable power source for sensitive electronics.
Dedicated battery support Units (BSUs) or service power supplies are engineered specifically for diagnostic and programming environments. They provide tightly regulated voltage, rapid response to load changes, and low electrical ripple — qualities that are critical when working with ADAS sensors and modern vehicle networks.
Many OEM procedures explicitly require placing the support unit into a “power supply mode,” ensuring the vehicle receives consistent electrical power independent of battery condition.
ADAS calibration raises the stakes
ADAS calibration amplifies the need for proper battery support. These procedures often require the vehicle to remain powered for extended periods while sensors are initialized, measured, and synchronized. Any interruption— whether from voltage sag or current limitation — can force recalibration or invalidate results.
Additionally, ADAS systems rely on precise electronic signals. Electrical noise or ripple introduced by inadequate power equipment can interfere with sensor communication, leading to calibration failures that are difficult to diagnose.
Practical guidelines for shops
While exact specifications vary by manufacturer, some practical guidelines emerge across OEMs:
• Most vehicles require a stable voltage centered around 13.9V during programming and calibration.
• A current capacity of at least 60 amps should be considered a baseline for modern vehicles.
• European platforms and high-content vehicles often demand 70–100 amps to safely support all active systems.
• Voltage must remain stable throughout the entire procedure — even brief drops below acceptable thresholds can cause failure.
Technicians should always consult OEM service information, but having a capable battery support unit in place ensures those specifications can be met consistently.
Protecting vehicles, shops, and technicians
Proper battery support is not just about avoiding failed scans; it is about risk management. A single voltage-related module failure can erase the profit from dozens of successful repairs. More importantly, it can damage customer trust and expose the shop to unnecessary liability.
As vehicles continue to evolve, battery support equipment should be viewed as foundational infrastructure, not an optional accessory.
Conclusion
Modern diagnostics, programming, and ADAS calibrations demand clean, stable, and adequately sized electrical power. Relying on the vehicle battery alone — or on undersized charging equipment — introduces unnecessary risk during some of the most sensitive procedures.
By understanding OEM voltage and current expectations and investing in proper battery support, shops can improve repair success rates, protect expensive electronic modules, and confidently service the advanced vehicles their customers rely on every day.
KIM COTTLE joined Associated Equipment Corp. in 2007 as vice president of Operations and was named president and CEO in 2012, leading the company’s strategy, product development, and industry engagement as a U.S.-based manufacturer of professional battery service equipment. Kim is an active industry leader, serving as immediate past chair of the Auto Care Association’s Tool & Equipment Committee and participating in Women in Auto Care and AMRA/MAP. She was elected to the Equipment & Tool Institute (ETI) board of directors in 2024 and also serves on PTEN’s Advisory Board. Her work focuses on advancing battery diagnostics, charging systems, and professional service standards across OEM and aftermarket channels.
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TECHNICAL
WHY GLUE PULLING DOESN’T WORK FOR YOU (AND HOW TO FIX IT)
ADVANCEMENTS IN GLUE TAB TECHNOLOGY AND THE 6C PROCESS CAN HELP TECHNICIANS WORK MORE EFFICIENTLY ON MILD STEEL, ALUMINUM, AND HIGH-STRENGTH STEEL.
BY GENE FETTY
Whether you are a technician, a manager, or a shop owner, if you haven’t made glue pull repair part of your repair process, you are missing out on a less invasive, more e cient, safer, and cleaner way to repair vehicles.
e advancements that have been made in glue pulling continue to expand what is possible with this method — from improvements in glue tab technology that help move metal cleaner and attach to more areas, to new tab and lifting device designs that allow technicians to work on aluminum and high-strength steel.
a paint mix. If you don’t follow the process for mixing and applying filler, you will end up with failures.
Think about all the steps involved in any stage of auto body repair.
When you know and follow the process for glue pulling, it becomes a simple, repeatable system. It is also easy to selfdiagnose if you end up having a bad pull — just go back and see which step you missed.
As far as the process goes, I have seen several approaches from different glue pull companies. Some promote ten-step processes that, in my opinion, are overly complicated. CamAuto Pro has a five-step process they share on their glue bags. Then there is the KECO 6C Process, which actually encompasses the entire CamAuto process within it.
In all my years of teaching, I have not found a way to shorten or improve upon the 6C Process.
I’m going to share this process with you in my own words, the same way I would teach it if I came into your shop. I promise that if you follow these steps, you’ll get strong, repeatable pulls every single time and be well on your way to becoming an expert in glue pull repair.
Not to mention, when metal is moved today using proper lateral tension, repairs that were impossible just a couple of years ago are now achievable with ease. Time and time again, I hear from technicians who can now work metal to a cleaner level, shrink their overall repair area, and — most exciting of all — enjoy their jobs more. The learning curve for glue pulling is actually very short, and with one system you can now work on steel, aluminum, and high-strength steel.
high-strength steel.
I’ve been teaching glue pulling to body technicians all over the world since 2019, both as a master trainer for KECO Body Repair Products and independently through my own company. The number one question I get when I share some of my glue pull repairs is, “What glue is that?”
I must tell you — that’s my least favorite question about glue pulling. Not because the glue doesn’t matter, but because the glue itself is only one small part of the equation for successful repairs. The biggest problem I hear when I walk
into a shop is,
“I just can’t get it to stick!”
Just like in the body repair and refinishing world, there is a process that needs to be followed. You would never eyeball
a process that needs to be followed. You would never eyeball
GENE FETTY
HEAT THE AREA of the panel you’re pulling to 120°F to remove moisture and warm tabs to approximately 100°F.
USING AN INFRARED CAMERA helps you monitor panel temperatures and within the ideal glue pull range of 75 –90°F.
WHEN METAL IS MOVED today using proper lateral tension such as with KECO’s K-Power Lateral Tension Tool, repairs that were impossible just a couple of years ago are now achievable with ease.
The six steps in the 6c process are: Check, Choose, Clean, Coat, Correct, and Continue.
#1: CHECK
Check OEM procedures. Make sure you’re performing repairs that are appropriate.
Check your substrate — what metal are you working on? In sheet metal repair, we typically deal with three types of metal: mild steel, aluminum, and high-strength steel.
Mild steel is the easiest to work on, though unfortunately there is less of it used on vehicles today.
Aluminum is also becoming more common, and we all know it is a more stubborn and difficult metal to work with.
Last — and my least favorite — is high-strength steel (HSS). HSS can range from relatively easy to work, much like mild steel (low MPa), to incredibly difficult (high MPa).
Consult OEM repair information to determine rigidity. Knowing your metal will help you decide how aggressive you need to be.
Next, check temperatures. I recommend using an infrared thermometer — or, if you really want to nerd out, an infrared camera. First, use a glue gun capable of reaching 190–200°C
(360–390°F). This is required to properly activate collision glue and apply glue to larger collision tabs.
Next, check the ambient temperature of the panel you’ll be working on. Knowing this helps you monitor panel temperature and stay within the ideal glue pull range of 75 –90°F.
#2: CHOOSE
Choose where to start pulling. When working on sheet metal, I like to follow this repair path: strongest to weakest, deepest to shallowest.
With glue pull repairs, the strongest areas you’ll encounter are what I call light structure — quarter panel wheel wells where multiple layers of metal come together, dog legs, and door jambs. Addressing these areas first helps relieve stress on the outer sheet metal.
Next are body lines and hard contour lines. Address these before moving on to the remaining lows, working from deepest to shallowest once strength has returned to the panel.
Choose your glue. In a collision repair environment, you will almost always use a dedicated collision glue such as KECO Collision Glue, CamAuto Collision, Anson Hard Pull, or Perfect Pull. Collision glues are specially formulated
hot-melt glues designed to withstand extreme pulling force while remaining flexible enough to conform to the panel as the dent moves. They also absorb vibration under tension, while allowing you to strike the panel to knock down crowns and high spots.
Pick your tab. Choose a tab shaped like the low you’re trying to lift or the body line you’re trying to raise. The most important rule: the tab must fit inside the shoulders of the dent, never overlap them.
Choose your lifting device. From beams and leverage bars, to pull towers and frame machines, or even simple slide hammers, there are usually multiple options that make sense. If the tool has feet, make sure those feet are on the crown of the dent or beyond. Never place feet inside the low.
#3: CLEAN
Clean the panel and tab thoroughly. Wipe with 99% isopropyl alcohol (IPA). You can find 99% IPA through glue pull repair companies, local paint suppliers, or online retailers.
COLLISION GLUES are specially formulated hot-melt glues designed to withstand extreme pulling force while remaining flexible enough to conform to the panel as the dent moves.
In a pinch, 91% IPA from a pharmacy will work, but 99% cleans better and releases glue faster.
If you have transfer marks or the vehicle looks like it just came out of a detail shop, polish the panel with a quality compound and follow up with 99% isopropyl alcohol.
Never use petroleum-based solvents on tabs.
#4: COAT
Heat the area of the panel you’re pulling to 120°F to remove moisture. Warm tabs to approximately 100°F.
Apply glue generously, edge to edge. If you’re unsure how much glue to use, use a little extra. More glue will never hurt your pull — it may only slightly increase dry time.
Set the tab carefully on the panel and allow it to cool. Do not smash all the glue out, but also don’t just lightly set it on the panel. Instead, place the tab into a proper bed of glue. Think of a mason setting a block into a bed of mortar. Do not pull until the tab cools below 90°F.
#5: CORRECT
Now it’s time to start moving metal. Pull when the tab cools below 90°F, but do not let it drop below 75°F. Too hot, and the glue will be soft and gummy; too cold and the glue becomes brittle and prone to cracking.
Tech Tip: When using an infrared thermometer, place the tip close to the tab. Holding it too far back gives an average temperature, but you need to know the exact temperature under the tab. This is where an infrared camera really shines. Do not just rip the tab off the panel.
Begin pulling the lows. As long as the low is moving, continue applying pressure. When you feel or see resistance, begin knocking down crowns or high spots. Alternate between pulling and knocking down until you’ve maximized the movement. Release tabs using 99% isopropyl alcohol. Clean the panel and reassess the damage.
BEGIN PULLING THE LOWS. As long as the low is moving, continue applying pressure. When you feel or see resistance, begin knocking down crowns or high spots.
#6: CONTINUE
After releasing the tabs, wipe the panel and reassess the repair. If more pulling is needed, loop back to the beginning of the 6C Process and repeat.
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Each round of pulling simply keeps you cycling through the 6C Process until you’re ready to move on to the next phase of the repair.
In all my years of teaching glue pull repair and handling technical support requests, I have yet to encounter a “glue pull doesn’t work” problem that couldn’t be solved by following this process.
Taking the time to properly learn
WHEN USING AN INFRARED THERMOMETER , place the tip close to the tab. Holding it too far back gives an average temperature, but you need to know the exact temperature under the tab. This is where an infrared camera really shines.
glue pull repair will absolutely change how you repair vehicles. It’s incredibly rewarding to hear from technicians who say this approach has made their work cleaner, more efficient, and more enjoyable. I hope this article helps you experience the same. Happy pulling!
GENE FETTY is the president of Dent Repair Now and a nationally recognized technician, educator, and content creator in the PDR industry. Check out his latest articles, podcasts, and training resources at dentrepairnow.com.
Without proper repair planning, delays in acquiring materials can be as detrimental as any part delay. Products that once counted merely as shop supplies have become essential components required for vehicle repair.
REPAIR PLANNING COMES OF AGE — AND BRINGS A WAVE OF CHANGE IN ITS WAKE
METICULOUS DAMAGE ASSESSMENT, OEM-COMPLIANT MATERIALS, AND PROCESS STANDARDIZATION LEAD TO BETTER CYCLE TIMES AND REPAIR OUTCOMES.
BY JOHN ASCHEMAN
The evolution from traditional estimating to comprehensive repair planning has been underway for over 15 years, and it’s fundamentally transforming the collision repair industry. Many repair shops recognized the necessity for this shift early on and have adapted their business models to accommodate the complexities of modern vehicles. For numerous professionals in the field, repair planning and blueprinting processes
are already integral components of their operations.
This transformation began with the adoption of vehicle blueprinting, a practice in which collision repair centers used one or two writers to handle files from start to finish for a group of collision repair technicians. But as vehicles became increasingly complex, repair centers realized the importance of expanding their office staff to thoroughly assess damage up front. This led to the development
and implementation of standard operating procedures focused on vehicle teardown, damage identification, and meticulous documentation.
Navigating the cultural shift
For many repair centers, the significant cultural shift that accompanied these changes posed one of the most substantial challenges. As in any industry, altering established practices was met with resistance. However, the majority of the industry has success-
fully navigated this transition, resulting in a new operational model in which repair centers maintain a closer ratio of office to production staff that often approaches or exceeds 1:1. These changes have enabled repair centers to excel in repair planning, uncovering hidden damages early in the process. With these changes, collision repair centers have witnessed improvements in cycle times and customer service scores, while the industry as a whole has experienced an increase in the total cost of repairs. Original equipment manufacturers have expanded their certification programs, emphasizing the importance of restoring vehicles to their original crashworthiness. This focus has been advan -
have greater confidence that repair centers possess the knowledge, tools, and practices necessary to restore vehicles to their original condition, which in turn fosters brand loyalty between OEMs and repair centers.
As repair planning has evolved, what was once a straightforward teardown to identify hidden damage, necessary clips, and mirror-matching parts has transformed into a comprehensive examination of shop
OVER THE YEARS, the industry has expanded to include pre-measurement, electrical diagnostics, and calibration as integral components of repair planning.
processes. Successful shop processes now begin with the initial identification of damage and a thorough review of OEM repair procedures. Over the years, the industry has expanded to include pre-measuring vehicles, electrical diagnostics, and calibrations as integral components of repair planning.
The importance of materials
One aspect of repair that is particularly important is the use of proper materials as specified by manufacturers. Companies like 3M collaborate directly with OEMs to develop adhesives that meet the stringent requirements for post-repair vehicle performance. These materials cannot be substituted with alternatives the manufacturer hasn’t endorsed, and repair centers must have them readily available. Without proper repair planning, delays in acquiring these materials can be as detrimental as any part delay. Products that once counted merely as shop supplies have become essential components required for vehicle repair.
How ADAS factors into refinishing
Changes in the repair planning process have been extended to the paint department as well. For years, painters engaged in repair planning up front, starting with identifying paint codes - with some repair centers premixing colors to identify single-use
toners. Repair planning in paint has further evolved alongside the rise of advanced driver assistance systems, as repair centers and painters have become increasingly aware of what can and cannot be repaired and refinished. Many OEMs have issued position statements indicating that bumper covers on vehicles equipped with ADAS can undergo only cosmetic repairs. These statements can make it challenging to properly repair a bumper cover while ensuring the ADAS systems function correctly.
Painters must also identify other critical factors. In some instances, radar-safe formulas cannot be tinted, potentially leading to improper color matching and necessitating blending into adjacent panels. Some vehicles prohibit blending within specific sections of the bumper cover, and painters must be aware of this up front to avoid rework within the repair center. A notable example comes from Nissan, which requires approved paint lines for bumper covers. If a repair center does not carry the specified paint line, it must order approved paint from distribution to refinish the vehicle and calibrate it to its original crashworthiness.
Shift to repair planning is a critical pivot in the industry
The ongoing shift from estimating to repair planning continues to evolve and drive OEM-approved repairs. This
process is instrumental in educating insurance companies and the entire industry about the significance of repair planning. A well-executed repair plan contributes to creating a subrogation-proof file for insurance companies and results in superior repairs for consumers. The industry’s cultural shift has also empowered technicians to take pride in executing proper repairs while establishing new standards for vehicle restoration.
The transition from estimating to repair planning represents a critical pivot in the collision repair industry. It underscores the importance of meticulous planning, adherence to OEM guidelines, and the use of approved materials. As the industry continues to evolve, repair centers will be better equipped to deliver high-quality repairs, ensuring vehicles are restored to their original condition and enhancing customer satisfaction and loyalty.
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JOHN ASCHEMAN is a digital performance and training manager of 3M’s Automotive Aftermarket Division. In his role, John is involved with training and education within 3M’s Paint Prep/ Refinish and Digital programs, including serving as a trainer at 3M’s Skills Development Center. John has worked in the collision repair industry for over 25 years. He worked in facilities as a collision repair technician, painter, estimator, and shop manager before transitioning to insurance. During his time working with the insurance industry, John was an adjuster, DRP/MSO coordinator, and worked within the digital strategy and management teams.
MATERIALS CANNOT BE SUBSTITUTED with alternatives the OEM has not endorsed.
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TECHNICAL
BAKING REQUIREMENTS FOR HIGH-VOLTAGE VEHICLES
WHY CHECKING EVERY TIME MATTERS
BY ROBERT LENDABARKER, LUIS MARTINEZ
As professionals committed to safety for themselves, their teams, and their customers, it should be well understood that most manufacturers specify booth baking temperatures and time limits. Most vehicle makers clearly identify specific requirements. Some will say “no baking at all.” A typical temperature is around 140 degrees, but OEMs do vary. Always check OEM require ments to confirm whether baking is allowed, the required temperature, and the time limit. These details can change from month to month and may even vary by model. For ex ample, a procedure may call for 140 degrees for 40 minutes or less, and the next time you repair that same model, the re quirement may have changed. Check every time. Some paint
makers are developing paint products specifically for EVs to avoid baking. There are also alternatives to baking, such as ultraviolet or infrared curing. It is worth repeating every time. When a vehicle maker does not provide a specific refin ish baking recommendation, the safest course of action is to avoid forced‑air curing entirely, as elevated temperatures can pose risks, especially for electric‑vehicle batteries whose thermal management systems may be disabled during re pair. Some shops may choose to consider only very low bake temperatures to minimize this risk, but a more conserva tive approach, adopted by some repairers, is to skip baking altogether by performing the refinish work as the last task of the day and allowing the vehicle to cure naturally in the
booth overnight, effectively eliminating unnecessary heat exposure to sensitive high voltage components. I-CAR’s 2024 “High-Voltage Vehicle Paint Booth Quick Reference” at the RTS Portal is a helpful example of how procedures differ among vehicles. Since it is only a guide, confirmation of temperature limits, bake times, and any additional requirements such as state of charge should always be obtained from the specific year, make, and model service information before baking – each time.
When surface temperature is listed as the measuring point in a repair procedure, technicians may wonder if this relates to infrared or gas-catalytic curing. These methods typically cure from the inside out, which often means the temperature remains lower than the stated booth temperature. The vehicle itself is usually about 10 degrees cooler than the booth setting. If you set the booth to 150 degrees for 30 minutes, the vehicle may reach only about 135 degrees. It also takes 5 to 10 minutes for the booth to reach the set temperature, which effectively shortens the bake time. Due to the vehicle’s thermal mass, it will not reach 150 degrees in the remaining time. This is similar to how a sidewalk stays warm in the evening but remains cool for a while in the morning. Surface temperature is referenced for a reason. It is the measuring point that must be followed.
I-CAR’S 2024 “High-Voltage Vehicle Paint Booth Quick Reference” is a helpful example of how procedures differ among vehicles. Since it is only a guide, make/model/year service information should be consulted before baking each time.
Know what you are working with, because high-voltage vehicles require additional precautions when baking is part of the refinishing process. Be knowledgeable about how to identify EVs and hybrids. They may not always be clearly noted on the repair plan, and without familiarity it is possible to miss them. Another valuable tool available on the I-CAR Repairability Technical Support (RTS) website is the OEM Hybrid and Electric Vehicle Disable search, which allows collision repair professionals to search for year, make, and model specific information. Included in this search is a section titled “Refinish Precautions” that lists precautions for that specific vehicle.
Confidence is never a substitute for caution; technicians should apply the utmost caution when handling electric vehicles throughout the refinishing process — avoiding pushing the vehicle, adhering strictly to all high-voltage safety and handling protocols, and ensuring that every spray booth cycle is fully completed and the booth is powered down before the facility is vacated for the day.
The risk of not following procedures
If precautions are not followed, a fire or thermal runaway event could occur. EVs have built-in systems designed to detect, log, and alert in high temperatures situations during normal operation. There are many variables, and these systems may not detect this if the vehicle is powered down. Overtemperature can lead to capacity loss that will eventually become noticeable, but there may be no diagnostics that can predict or identify this exposure beforehand.
For vehicle makers that specify checking ambient temperature, the term “ambient” refers to the temperature inside the paint booth. If the booth is 70 degrees, the vehicle may be 60 degrees, or it may be 90 degrees if it was parked outside on a hot day. Booth air temperature alone is not a reliable indicator of the vehicle temperature. An infrared thermometer should be used to check surface temperature. The thermometer in the booth should be used to check the ambient temperature.
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ROBERT LENDABARKER brings over 35 years of collision repair experience, from high-end restorations to armored motorcade vehicles for U.S. and international dignitaries. He holds GM and Chief structural measuring certifications and is an ASE Master Technician. After 13 years as a collision repair instructor, he now serves as a subject matter expert with I-CAR.
LUIS MARTINEZ has more than 25 years of refinishing experience, with expertise in BASF Glasurit, DuPont, and Axalta Standox systems, including advanced matte finishes and waterborne processes. His award-winning restoration work includes a first-place Pebble Beach Concours d’Elegance project. He now serves as a subject matter expert with I-CAR supporting curriculum development.
TECHNICAL
AUTOMATION AND TECHNOLOGY COME TO PAINT PREP
AUTOMATED STIRRING SYSTEMS FREE UP THE TECHNICIAN’S TIME FOR HIGHER-VALUE TASKS.
BY ALEJANDRA GALLEGO
Automated stirring systems are transforming paint preparation. Manually stirring paint leads to pain points such as inconsistent mixing, and even physical pain points like carpal tunnel syndrome from stirring in circles over-and-over again. at’s not to mention material waste from countless cups, stirring sticks, and wasted paint left in the cups. Shops using automated stirring systems have reported up to a 10% reduction in waste from disposables.
Along with wasted materials, manual stirring also leads to inconsistent mixes from paint sticking to the bottom and sides of cups, which can contribute to rework being necessary.
High-quality painters deserve to spend their time doing what they do best, painting. Automated stirring systems free up the technician’s time for highervalue tasks.
The right automated stirring systems can deliver a fully homogenized paint mix in less than 90 seconds.
A recent field study of multiple global body shops measured the minutes - and found real results:
Say the body shop averages six jobs per day. Automated stirring technology saves 3 and a half minutes per job, which totals 21 minutes per day. That yields 10 and a half working days each year that are now free to do other value-added activities, like starting another new repair. Plus, because the color accuracy is better since it is so well mixed, it is calculated that 3.5 days are saved by avoiding rework – which subsequently results in 14 working calendar days saved per year.
An integrated solution
A stirring device integrated with the spraying cup is designed and tested together to deliver consistent results. A bonus is a cup system designed with indented sides. The sides will then act as a “propeller” to completely and fully mix the paint. Also important: having one lid that fits all cup sizes, to make the technician’s life easier and cut
down on waste. And, to save time, use a cup that connects to the spray gun.
Manual stirring may seem like a minor task, but its impact adds up. Recent advancements in automation make manual stirring (and stirring, stirring, and more stirring) a thing of the past.
In today’s collision repair landscape, efficiency is no longer just an operational goal — it’s a competitive advantage. Shops that embrace smarter tools, advanced materials, and automated processes position themselves to deliver faster cycle times, higher-quality repairs, and stronger profitability.
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ALEJANDRA GALLEGO has been with PPG for more than 20 years, contributing across multiple business units, including Refinish, Protective and Marine Coatings, Traffic Solutions, and, most recently, SEM as business director.
THE NEW SEM Mix’n’Shake automated stirring system is now available after years of research and development.
COLLISION PRODUCT GUIDE
EQUIPPED WITH HEAT SENSE TEMPERATURE TECHNOLOGY
The M12 Auto Shop Borescope w/Wi-Fi File Sharing, No. 3151-21, from Milwaukee Tool delivers simplified inspections and faster repair approval. The borescope has a 5.5” HD touchscreen display and can connect to the shop’s Wi-Fi to share and document findings via email. The 5mm access provides leverage in tight spaces, including glow plug holes and fuel injector ports. Front and side view cameras with adjustable LED brightness provide increased application viewing. High-definition photo and video with 4 times zoom allow the technician to diagnose hairline cracks. Equipped with Heat Sense Temperature Alert technology, if the vehicle is too hot the borescope notifies the user and shuts down. Field-replaceable 5’ camera cable for reduced downtime.
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LIGHTWEIGHT DESIGN FOR HARD-TO-REACH AREAS
The Fuji Spray VALOR Mini H50 is built for localized refinishing and hard-to-reach areas. It features a lightweight, ergonomic body and optimized fan control for precise application of both base and clear coatings. Compatible with all major paint systems, the Mini H50 delivers consistent, high-quality results. Tip sizes range from 0.8-1.2mm. It is compatible with 3M PPS and other major cup systems and is suitable for use with waterborne or solvent-based coatings in high production facilities. It has fewer internal components for easy cleaning and maintenance.
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REPLICATES OE FACTORY AIRBAG RESISTANCE
The ANSED Diagnostics Airbag Simulator Resistor Reset Kit, No. HU31026, provides five resistors to properly replicate the OE factory airbag resistance. When users install the correct resistance, they can replicate these components: steering wheel airbag, passenger dash airbag, curtain airbag, side airbag, seat belt pretensioners, and other components with an inflating airbag. This kit includes four universal harness plugs and four of each resistor values: 1.8, 2.2, 2.5, 2.7, and 3.3 ohms to properly simulate the airbag/pretensioner resistance called for by the OE specifications.
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IMPACT-RATED
The GripEdge Tools 32-pc G-FORS ¼” & 3 8” Deep Socket Extractor Set, No. MX32DS, feature the company’s patented non-tapered, bidirectional geometry that delivers fulllength grip for maximum extraction power on seized and damaged fasteners. Constructed from high-strength chromemolybdenum steel with a premium corrosion-resistant coating, each socket is impact-rated and engineered for both removal and reinstallation.
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NEW 7” MODEL DESIGNED FOR LARGER SURFACES
The Mirka DEROS II Electric Sander features a refined design that puts greater control in the hands of the user. Updates include clearly visible LED speed indicators, a dedicated on/ off switch, and lockable speed settings, which allows users to quickly and confidently dial in the right performance for the task at hand. A key addition is the new 7” model, designed specifically for sanding larger surfaces, enabling users to cover more area with fewer passes without sacrificing control or finish quality.
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DUAL MATERIAL GRIPS FOR COMFORT
The Lisle Corporation Long-Reach Electrical Disconnect Pliers, No. 37970, feature a compound joint handle design and its 13-½” tool length provides additional reach for connectors in hard-to-reach spots. These pliers are designed to easily remove locking push tab style electrical connectors found on mass air flow sensors, fuel injectors, ingition coils, and other applications. Use the hook at the end of the pliers to pull up on the tab to unlock and then use the point to engage the tab. Squeeze the tabs together and lift to separate from connectors without damage. Dual material grips for comfort.
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COLLISION PRODUCT GUIDE
USES NITROGEN FOR PRESSURE LEAK TEST
The Autel MaxiHVAC AC909 is a 4-port manifold system designed to bring skill, understanding, and precision to HVAC diagnostics. The system provides step-by-step guided instructions for equipment hookup and the entire repair workflow. It also features a vehicle-specific overview of A/C specifications and locations, including compressor and refrigerant types. The tool introduces the use of Nitrogen for a pressure leak test, “system tightness test,” and purge procedures for faster evacuation. According to the company, this is the first A/C manifold gauge tool that decouples from the A/C lines while still monitoring low and high pressures.
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WORKS ON EIGHT OE SOFTWARE SYSTEMS
The RLink X3 from TOPDON is designed to work on eight OE software systems and achieves OEM-level diagnostics when paired with OE software including ECU programming and coding, active test, and special functions. It also supports J2534 and CAN-FD protocols ensuring compatibility with a wide range of vehicles from 2006 to the latest 2025 models. This tool includes a lifetime of free driver updates, real-world programming case references, and direct user feedback submission.
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LASER ACCURACY FROM 1.2” TO 94”
The Killer Tools Ultimate Digital Tram, No. ART90MX, is designed to easily deliver laser accuracy from 1.2” (30mm) to 94” (2,387mm) with an SAE and metric digital readout. Aluminum telescoping sections with cam locks improve handling and reduce sag, and the adjustable laser tray enables measurements anywhere along the tram with no fixed zeropoint. The set includes two nylon storage bags, a shortening attachment, two 5” pointers, and two 12” pointers.
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THREE OPTIMIZED COLOR TEMPERATURES
The NextLED Rechargeable Mountable Paint and Powder Gun Color Match Light, No. NT-R3202, is designed to deliver CRI 95-rated 450 lm of illumination that reveals true color and surface details for flawless results. With three optimized color temperatures (6,300K, 4,400K, and 3,000K) the NTR3202 adapts to each stage of the painting process. Powered by a 3.7V 2,000mAh 18,650 Li-ion battery, it offers up 7 hours of continuous run-time and fully recharges in 2.5 hours with a standard 5V/1A charger. Built with durable ABS/Nylon housing. The secure clamping mounting system fits most paint and powder guns, and the detachable light head allows for handheld use.
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PREVENTS UNINTENDED EV MOVEMENT
The Midtronics Electric Vehicle Immobilizer, No. xIM-100, can be used in situations where an electric vehicle may appear disabled but is still active. The xIM100 provides clear, authoritative vehicle-status indication, and where supported, immobilization of BEVs and PHEVs through the universal charge-port interface. The tool helps to prevent unintended EV movement and offers instant visual confirmation of a secure connection — green for immobilized and red for caution. Users will have no direct contact with the high-voltage system, and its universal fit means it works in any charge port. The tool also maintains power for essential vehicle functions such as the windows, seats, and lights.
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