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Bosch DAS 3000
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DAS 3000
10 HIDDEN ADAS INFORMATION:
GUY NAMED ROB’
Learn how Toyota and Lexus vehicles can have illuminated instrument cluster icons for ADAS, even with no codes. BY
JOHN ANELLO
18 ADDING SOME CERTAINTY TO CERTIFICATION
Prepare for I-CAR welding certification with these seven tips. BY
TIM SRAMCIK
27 PRODUCTIVITY AND REDUCING MATERIAL WASTE IN THE PREP AND PAINT AREAS
Body filler and primer application are operations often overlooked for areas of improvement.
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INDUSTRY NEWS
I-CAR ACADEMY EARLY CAREER TECHNICIAN PROGRAM NOW AVAILABLE FOR COLLISION REPAIR SHOPS
I-CAR has made available its new I-CAR Academy Program to collision repair facilities, following its launch for schools earlier this year.
The I-CAR Academy program is an entry-level collision repair curriculum designed to educate and recognize new technicians, as well as the schools and repair centers that train them. The program aims to provide a solid foundation for the I-CAR Professional Level curriculum and Platinum Technician recognition, as well as OEM and supplier training. The launch of I-CAR Academy in shops marks the first time a consistent entrylevel curriculum is available to both schools and repair facilities, facilitating a smoother transition to the workforce. The program for shops includes additional training and best practices for shop leadership on creating a differentiated culture and delivering effective mentoring, which is key to technician development, progression, and retention.
“As our industry continues navigating through the talent crisis, I-CAR Academy offers an industrywide solution at the most critical time in a technician’s career: the beginning,” said I-CAR President and CEO John Van Alstyne. “Our industry is in dire need of technicians. For some, the right starting point is a school, while others excel beginning their career in a shop. Regardless of where a technician enters the industry, they can count on I-CAR Academy to give them a solid and relevant foundation from which to build their future.”
The curriculum includes collision repair fundamentals such as safety and tool skills, and foundational knowledge
for shop roles including estimator/repair planning, non-structural repairs, structural repairs, and refinishing. It also provides resources addressing critical cultural areas such as selecting and training a mentor, mentorship guides, and tools to create an employment brand for use in recruitment.
Five learning areas are currently available: Collision Repair Fundamentals; Disassembly and Reassembly; Plastic Repair; Aluminum and Steel Small Dent Removal; and Preparation for Refinishing. A badging system recognizes progress and offers the industry a consistent language with which technicians can communicate and demonstrate their readiness to begin performing real work in each skill area.
I-CAR Academy caters to the diverse learning styles of new technicians with a modern, engaging learning experience that combines interactive online modules, hands-on skills training, and gamified learning. Interactive online modules deliver essential knowledge in a consumable format, allowing for flexible learning, while linked hands-on training hones practical repair skills through real-world exercises that solidify understanding.
“We expect that the collision repair facilities that implement I-CAR Academy will experience a range of benefits, including producing confident new technicians who possess a solid foundation in collision repair fundamentals, allowing them to contribute meaningfully from day one,” said Dara Goroff, I-CAR vice president of planning and industry talent programming. “Research has shown that
disengagement in the early onboarding and training process, and lack of clarity about career path leads to significant turnover. I-CAR Academy is accessible, easy to implement in a shop, and will reduce onboarding time, resulting in increased productivity, longer employee retention, and a high level of employee satisfaction.”
“We expect that the collision repair facilities who make the commitment to training and developing the next generation of technicians will see the return on their investment in their locations, reaping the benefits of helping to create a more productive, stable, and engaged workforce, which in turn strengthens the public view of our industry,” Van Alstyne said.
Since launching its initiative focused on talent attraction, development, and retention solutions, I-CAR has continuously made progress on behalf of the industry. The organization has delivered Collision Careers, an industry-focused talent attraction platform, and has now implemented I-CAR Academy programs for shops and schools in time for the 2024-2025 academic year.
WIN HOSTS REGIONAL MEETING AT 3M SKILLS DEVELOPMENT CENTER
The Women’s Industry Network (WIN) brought together more than 30 collision professionals in St. Paul, Minnesota, at the 3M Skills Development Center.
Hosted by the regional events committee, it was sponsored by WIN’s partners at the 3M Automotive Aftermarket Division. Attendees networked and toured the new training facility, which is designed to educate and upskill automotive technicians in all phases of collision repair.
Attendees participated in educational hands-on stations covering body and paint operations such as panel repair, seam-sealing, riveting, and refinishing.
Food and beverages were provided
along with industry trivia sessions and other networking opportunities; plus, one lucky attendee received a complimentary three-day training session valued at $2,500.
The Women’s Industry Network’s mission is to support and enhance the role of women in the collision repair
industry, promoting education, professional advancement and networking. The all-volunteer group represents various collision industry segments including, but not limited to, repair facilities, suppliers, consultants, information providers and insurance companies.
PPG PARTNERS WITH FLASHBACK FORWARD TO LAUNCH FINALQC MOBILE APP
PPG has partnered with software rm Flashback Forward, Inc. to introduce FinalQC, a mobile quality control application aimed at enhancing efficiency in the collision repair industry, according to a news release. “ is collaboration aims to transform the way collision shops operate, enhancing quality, e ciency, and customer satisfaction,” said Tom Maziarz, PPG vice president, Americas, automotive re nish. “FinalQC standardizes quality veri cation, empowering collision shops to deliver consistent, high-quality repairs while minimizing errors and rework.”
The FinalQC system offers several benefits to body shops, including:
• Full value capture: Helps collision and
OEM-certified shops capture the full value of their repairs by identifying repair quality issues in real time.
• Improved customer satisfaction: Ensures accurate repairs and consistent quality, enhancing customer experiences.
• Enhanced productivity: Features an intuitive mobile interface that simplifies product verification and quality control. Real-time insights allow shops to promptly address issues, reducing cycle times and improving overall efficiency.
• Customization: Allows shops to incorporate customizable standard operating procedure checklists.
“FinalQC is the result of our
dedication to building cutting-edge technologies tailored to the collision repair industry,” said David Caulfield, CEO and founder of Flashback Forward, Inc. “We are thrilled to partner with PPG in bringing this revolutionary mobile application to market, empowering repair professionals to achieve unparalleled levels of efficiency and quality.”
TECHNICAL
HIDDEN ADAS INFORMATION: ‘A GUY NAMED ROB’
LEARN HOW TOYOTA AND LEXUS VEHICLES CAN HAVE ILLUMINATED INSTRUMENT CLUSTER ICONS FOR ADAS, EVEN WITH NO CODES.
BY JOHN ANELLO
One of the body shops I service was working on a 2023 Lexus RX350 (Figure 1) with a complaint of instrument cluster lights on. e vehicle was involved in a major rear end collision with repairs done to the bumper and the right rear quarter panel.
The shop finished all the repairs and performed a post scan on the entire
vehicle to make sure there were no underlying issues that needed further attention. To their surprise, there were no codes in the system, but there were icons lit up on the dash. Confused about this inconsistency, they called me in for technical assistance.
When I arrived at the shop, they presented me with a scan report of the vehicle. But I could plainly see there
(Figure 3). The modules were green, indicating no codes in the vehicle computer networks.
It was now time to start the interrogation process on this vehicle because I didn’t know where to turn next without having more clues to this puzzle. I asked the shop if they had replaced any electronic components during the repairs. They had told me that the right rear quarter panel was damaged from the hit, so as a precautionary measure they replaced the blind spot module. I knew from experience that these modules are usually plug-andplay but do need a calibration process as a post procedure. But usually there would be a code set for “alignment not completed.” So, at this point I decided to go ahead and perform the calibration and hopefully the blind spot error on the dash would be erased.
I migrated over to my ADAS software and performed an ADAS scan, which showed all the systems being okay with no errors (Figure 4). Then I selected the blind spot A from the menu, which on this particular vehicle is on the right rear side of the vehicle. An interesting precautionary screen showed up first to alert me about this particular vehicle. It stated that if the dashboard had a fault lamp on and the diagnostic tool could not read any main trouble codes, then you need to direct yourself to the control unit in question and go under the Functional Procedures to look for “vehicle control history record,” or “RoB,” as it is called in the Toyota/Lexus world.
So, this “guy,” “Rob,” I’ll call him, apparently stores all history records of errors for the specific module that happen over time with a “key cycle counter” as well as a “last distance traveled since set counter.” The historical records would have to be all cleared in that particular module in order to see which one stays behind as the culprit
that were stored in memory included a RoB code X2177 stating that the beam axis was not adjusted and also another RoB code F021 stating that software in the module was not programmed.
FIGURE 5: Historical codes
FIGURE 4: An ADAS scan showed all systems having no errors.
FIGURE 3: Using the topology format of his scan tool, the author could visualize every active module on the network and look at their color status to see if any codes were stored.
creating the light on the dash to be illuminated. The crazy thing here is that these historical codes have nothing to do with the actual trouble codes stored in the main “codes menu” and could easily create confusion for any technician working on this vehicle.
So, at this point I backed out of the ADAS menu and went to visit RoB under the Functional Procedures Menu to see what problems were stored within the right rear blind spot module that I chose as the possible culprit. I was VERY surprised to see the history codes that were stored in memory (Figure 5). There was a RoB code X2177 stating that the beam axis was not adjusted and also another RoB code F021 stating that software in the module was not programmed. This was all disturbing to me, and it went against the grain about everything I learned in the field over the years with module replacement. You would think that the manufacturer would place this information in the code menu, but instead they hide it with a guy named RoB in a different menu of the module.
This was definitely a game-changer for me. I’ve adapted my strategy for working on newer Toyota and Lexus vehicles. I now need to put RoB in my toolbox of diagnostics for these manufacturers.
So, at this point I had to break out my new Toyota/Lexus web-based scan tool, the Global TechStream Plus, or GTS+, to reprogram the blind spot and 4x4 control modules (Figure 6). This is a new scan tool software that was recently released for late 2023 vehicles and newer and will soon be used to migrate the older vehicles and eventually get rid of the old TechStream software. Once I logged in with this server-based scan tool using my username and password, I performed a full health check scan report of the entire vehicle.
The GTS+ is very user-friendly and
its color format really draws your attention to any areas of concern by using highlighted colors (Figure 7). It immediately highlighted the 4x4 module and the blind spot “A” module as needing to be configured with new software by putting a red “Yes” in the configuration column. When I confronted the shop about the 4x4 module, they told me they forgot to mention that they had also replaced a small module located in the right rear corner of the trunk but did not think much about it. All I have to say was that if this tool did not alert me
about the 4x4 module, I probably would have had a 4x4 light coming up on that dash at one point or another and yet with no codes in the system.
I also noted some information that needs to be alerted to the vehicle owner. There was a RoB code P05CE00 in the engine control module for a cold start “B” camshaft position timing performance bank 1 issue but yet there were no engine codes Stored in memory. There was a “service bulletin available” highlighted in a red “Yes” link and an engine control module
FIGURE 7: The GTS+ is very user-friendly, and its color format really draws the user’s attention to any areas of concern through its use of highlighted colors.
FIGURE 6: The Toyota/Lexus web-based scan tool, the Global TechStream Plus, or GTS+, was needed to reprogram the blind spot and 4x4 control modules.
software update that was available also highlighted in a red “yes” link. The GTS+ tool is definitely a valuable asset for working on newer Lexus and Toyota vehicles.
The GTS+ scan tool had a RoB column that showed you a green dot for every module in the car that had a history record stored. At this point there were nine modules that had history records. So, I went ahead and looked into all nine modules one at a time to get an overview of what was stored.
The interesting thing was I also found out why the parking aid system was in the “park off” mode. There was a RoB code X20C1 for “ultrasonic rear sensor ID not registered.”
The shop forgot to tell me that one of the parking sensors had also been
replaced. So, now I had my work cut out for me. It all started out as just two icons on the dash with no codes on a complete post scan, but now this vehicle needed much more than post procedures performed. This involved reprogramming both the 4x4 and right rear side radar control modules and a full calibration of both the rear side radar unit and the rear parking sensors. I used the GTS+ to seamlessly reprogram both the 4x4 and right rear side radar control modules with the latest software.
Then I set up my targets to calibrate the rear side radar system and the rear parking sensors. My final move was to use the RoB delete button at the bottom of my scan tool menu to delete every control module of its onboard-stored RoB records. The unfortunate thing is
FORD/MAZDA ISSUE ‘DO NOT DRIVE’ AIRBAG WARNINGS
Ford Motor Co. and Mazda North American Operations issued urgent “Do Not Drive” warnings for more than 457,000 vehicles equipped with recalled, unrepaired Takata air bags, according to a news release by the National Highway Traffic Safety Administration (NHTSA). This “Do Not Drive” warning covers all unrepaired, recalled Ford, Lincoln and Mercury vehicles, as well as all Mazda vehicles, that are equipped with non-desiccated Takata air bags.Ford’s warning covers 374,290 model year 2004-2014 vehicles previously recalled under various campaigns. Vehicles affected include 2004-2011 Ranger, 2005-2006 GT, 2005-2014 Mustang, 2006-2012 Fusion, 2006-2012 Lincoln MKZ/Zephyr, 2006-2012 Mercury Milan, 2007-2010 Edge, 2007-2010 Lincoln MKX Mazda’s warning covers 82,893 model year 2003-2015 vehicles previously recalled under the following campaigns: 2004-2009 B-Series, 2003-2013 Mazda6, 2006-2007
MazdaSpeed6, 2004-2011 RX-8, 2004-2006 MPV, 2007-2012 CX-7, and 2007-2015 CX-9. NHTA goes on to note that some of these vehicles are now more than 20 years old, which increases the risk of an air bag rupturing in a crash. If an explosion occurs, it can severely injure or kill vehicle occupants. NHTSA has urged all vehicle owners to immediately check to see if their vehicle has an open Takata air bag recall. If it does, NHTSA has instructed owners to contact their dealership to schedule a free repair as soon as possible and follow any warnings from the vehicle manufacturer. Ford and Mazda are offering free towing, mobile repair and, if necessary, loaner vehicles. Repair shops can check to see if a vehicle is affected by using NHTSA’s Recalls Lookup Tool at https://www.nhtsa.gov/recalls and entering the vehicle’s license plate number or vehicle identification number to search for any open safety recalls, including the urgent Takata recall
that my aftermarket tool cannot perform this task. If I were to use it, I would have to go into each control module one at a time to clear out the RoB records. This could be a huge task, given that some of these Lexus and Toyota vehicles have up to 35 controllers onboard. You have to do this as an added post procedure because any RoB codes left behind could put many of the onboard systems into failsafe mode. You could possibly have RoB codes stored in the ABS control module that may leave the park assist off light on with no menu codes or RoB codes stored within the park assist system control module that would send you on a wild goose chase. So, I have learned so much from this one job and it has helped me to form a new relationship with RoB. This dude is sneaky and will hold information in his report center without any menu codes being on a post scan report. I am sure as time goes on, the aftermarket scan tools will add the RoB full vehicle scan as a new feature in their tool. But until then, you need to add RoB to your arsenal of diagnostic approaches and make sure no newer Lexus or Toyota vehicle leaves your shop without clearing all the RoB records stored on board. I hope this article will enhance what you know or didn’t know about this “guy named RoB.”
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 reprogramming with 21 factory PC-based scan tools. Driven by a passion for cars, John’s business now services roughly 1,700 shops.
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TECHNICAL
MAKE SURE you contact your equipment manufacturers before testing so that they may stop at your shop and make sure all equipment is working properly.
COURTESY OF I-CAR
ADDING SOME CERTAINTY TO CERTIFICATION
PREPARE FOR I-CAR WELDING CERTIFICATION WITH THESE SEVEN TIPS.
BY TIM SRAMCIK
Alexander Graham Bell once declared, “Before anything else, preparation is the key to success.” at’s as true today as it was in your college and high school days and when you started your collision repair career. You were tested then, and you and your business continue to be tested now with the many training certi cations necessary to compete in business and qualify for DRPs and manufacturer repair programs. All this testing can both wear on one’s nerves and tax your wallet when you worry whether sta will pass certi cation testing after you’ve paid for training.
The solution to this issue is adding some certainty to the certification equation. With proper preparation, you and your staff can pass even the most difficult testing. Use the following seven prep tips from I-CAR for their GMA Steel, Steel Sectioning and Aluminum Welding Certification (and recertification) programs. Consider using them as a model for prepping for your other certifications.
TIP 1
Accept that test prep is necessary.
Your welders are experienced and confident, so you may wonder if that shouldn’t be enough proof that they can sail through certification testing. The answer here is a resounding no. Brian Wasson, senior manager of core and specialty training for I-CAR, says being prepared is simply part of being a professional. You never want to walk into any important situation without having a good idea of what’s going to happen and what the expectations are. Further, shops need to step up and encourage test preparation. “Preparation is part of being successful, and you want to set up your welders for success,” Wasson says.
I-CAR SUPPLIES
“coupons” to welders before testing so that they can practice on the same materials they will use for certification testing.
A DESTRUCTIVE test is performed on welds to ensure that any potential breaks occur on the material and not the weld.
SAFE & SECURE
APPROACH TO KEY SOFTWARE
Launch Tech USA, a leader in the automotive diagnostic tool industry, is proud to announce a strategic partnership with the National Automotive Service Task Force (NASTF). This collaboration is set to revolutionize the automotive industry by addressing critical issues surrounding vehicle security and the integrity of automotive repair services.
KEY OBJECTIVES
VEHICLE OWNERS: REDUCING CAR THEFT
Launch Tech USA and NASTF will work together to implement advanced technologies and protocols that aid in reducing car theft and keeping vehicles where they belong; with their owners.
PREVENTING TOOL AND PROPERTY LOSSES
By enhancing the security measures surrounding these tools, the partnership seeks to safeguard valuable assets within the automotive repair industry.
MITIGATING RISKS TO LOCKSMITHS
Through this partnership, Launch Tech USA and NASTF will work to reduce these risks by ensuring that locksmiths have access to secure and reliable tools, minimizing their exposure to potential threats.
“I always put it in terms of painting because everyone in our biz recognizes a good paint job versus a bad paint job, and the differences between a good paint job and a bad paint job is the preparation,” he says. “If I do a really good job on the preparation, get that foundation, do my prep right with the paint job, the paint job’s going to turn out great.” I-CAR recommends experienced welders
spend 1-2 weeks preparing while less experienced workers use 30 days.
TIP 2
Be familiar with all parts of the testing. I-CAR makes a point of providing as much information as possible about its certification processes. The website I-CAR.com/welding details
A LARGE PART of certification testing is training. Trainers work with individual welders to evaluate their skills.
what certification involves.
You should be familiar with the fundamentals. First, there are separate certification processes for steel and aluminum. For those wanting their first certification, the GMA steel certification process lasts roughly 4 hours with some of that time being spent on testing while aluminum takes 6 hours, with the first four hours devoted to training (though each can take less time based on student readiness). Steel Sectioning is more advanced and can take up to 8 hours. A good portion of time involves the I-CAR instructor mentoring students as they practice their welds. Then, students put their skills to the test without instructor interaction and create a variety of welds for the instructor to evaluate on 3” x 5” pieces of steel or aluminum or a rail designed for the steel sectioning certification.
Students must also pass online testing of their knowledge of welding theory before applying for certification testing. Actual certification testing is 100-percent hands-on since skills are being assessed.
Instructors don’t simply assess the surface aspect of the weld. The integrity of the weld is evaluated through destructive testing, which I-CAR refers to as the “bend and break.” The instructor bends the weld until it breaks off and then inspects where it breaks. “We want it to break, not in the weld itself, but on the material that it’s welded to,” explains Wasson.
Instructors thus assess the overall structure of the weld – length, width, and any defects such as porosity – and then perform the destructive test to determine if the welder can receive I-CAR certification.
Welders seeking recertification aren’t required to go through the training, just the certification testing. Those welders who do not pass certification receive detailed instructions from the instructor on what areas they need to improve. These welders can take the certification testing again when the shop reschedules it.
There’s a chance a shop may not need all the time set aside for the certification. Wasson says this time can be used for further training, even advanced training, for welders.
TIP 3
Work with your I-CAR representative.
The certification process begins when the shop first contacts I-CAR to request certification testing (certification is conducted on-site at the shop). Wasson says I-CAR selects an instructor who reaches out to the shop to discuss what certification involves. That instructor remains available through the scheduled certification date. Wasson says the shop and its welders can reach out to the instructor with
any questions or concerns they may have. “That’s the main reason why when we give the instructor the assignment, we make that connection between instructor and shop,” Wasson notes. “We want to give that direct access so shops can ask direct questions to them.”
Additionally, these reps can point to I-CAR and other resources to address specific concerns. For example, Wasson says shops can be directed to help directly from the manufacturer of the specific welder they’ll use during certification. Instructors tailor their help to the shop and what they need for preparation, Wasson says.
TIP 4
Use all I-CAR resources.
Speaking of I-CAR resources, many are available online 24/7 to assist welders. These include:
• https://info.i-car.com/equipment-facility-checklistsLists equipment requirements to ensure training integrity and preparedness for welding certification.
• https://my.i-car.com/s/knowledge-skill-protocolThe Industry Knowledge & Skills Protocol outlines the knowledge and skills necessary for a complete, safe, and quality repair organized by role.
• https://info.i-car.com/onlinemagazine/CollisionReporter_The-Welding-Issue/#page=1 - The Welding Issue of Collision Reporter, which has a wealth of resources.
• I-CAR’s YouTube channel also features plenty of videos.
Also, I-CAR provides 3” x 5” pieces of steel and aluminum (it calls them coupons) for welders to practice on. These coupons are the same pieces students use during the actual certification so there aren’t any surprises. I-CAR recommends welders use the lessons they’ve already learned and put them to work every day as part of their work routines.
TIP 5
Make sure your equipment works.
Wasson says shops may schedule certifications for Saturdays to avoid any conflicts with production (though the I-CAR will work to schedule for a day and time that works best for a shop). For those shops using a Saturday, Wasson cautions them to check out their welding equipment earlier in the
week. “We always ask shops to perform equipment checks since equipment is typically used on a regular basis by multiple people, so there’s a tendency to be in some state of disrepair. We usually recommend they contact their welding manufacturer to do the check, but the manufacturer may not be open on the weekend.”
TIP 6
Turn to your experienced welders for help.
One of your best certification-prepping tools is already under your roof – your experienced welders. Wasson recommends they work with your less-experienced staff to get them up to speed on skills and welding information. They can be particularly valuable if they’re already certified.
TIP 7
Get a handle on your nerves.
Even the most skilled and experienced welders can suffer from test anxiety or a simple case of the nerves. Some people just aren’t great at tests. If this is a potential issue at your shop, remind employees that they’re simply using the skills they’ve already prepared for and practiced. Good news;
Wasson says I-CAR instructors come prepared to deal with test 25anxiety.
Keep in mind that the certification pass rate is 80 – 90 percent. I-CAR is looking to certify qualified collision repair workers and do what it can to prepare these folks to perform only top-quality work after the certification is complete.
You also can think of it this way. You work together with I-CAR to build in success with the right prep work before a test is ever taken, all for the ultimate benefit of the consumer per I-CAR’s vision.
TIM SRAMCIK began writing for ABRN over 20 years ago. He has produced numerous news, technical and feature articles covering virtually every aspect of the collision repair market. In 2004, the American Society of Business Publication Editors recognized his work with two awards. Tim also has written extensively for Motor Age and Aftermarket Business.
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PAINTERS USE PAINT PROS USE XP
Why do so many shops choose Cromax® XP? Maybe it’s because they can achieve a premium finish in as few as two coats. Or that it’s easy to mix, match, and apply. It could also be having access to the most innovative digital color match tools. But we’d like to think it’s all of it.
See what sets Cromax® XP apart from the competition. axalta.us/xp
INCREASE PRODUCTIVITY AND REDUCE MATERIAL WASTE
BODY FILLER AND PRIMER APPLICATION ARE OPERATIONS OFTEN OVERLOOKED FOR AREAS OF IMPROVEMENT.
BY CONNOR ALEXY
Amodern-day body shop’s functionality is a complex ecosystem. From a highlevel perspective we see two functioning pieces: you have the front office, and you have a shop floor. Within these two sections of the shop, you can break it down further. The front office is mainly comprised of estimators, managers, and receptionists. The shop portion is made up of five major sections:
parts, body repair, paint prep, paint, and detail / paint correction. Each one of these pieces of the body shop puzzle interlocks with one another to smoothly, effectively, and efficiently repair a vehicle after the event of an accident. Often when looking to improve the shop’s efficiency, we gravitate toward the paint shop, as it is generally considered a bottleneck by many. This can be caused by many small
or large inefficiencies that all add up, creating this bottleneck area where challenges can sometimes arise.
One may think that improving the painter’s efficiency could be as easy as installing another prep deck, adding another booth, or adjusting the products used. Many times, shops have other factors that can cause inefficiencies for their painters. Looking at the repair processes involved prior to painting, we see a variety of potential challenges. These additional challenges that we most frequently witness are related processes prior to the painter getting the vehicle. Now, before I go on about these challenges, I want to preface that the body tech and paint tech’s expectations from each other need to be of equal value to ensure vehicle flow-through is as smooth as possible.
Body filler pinholes
An example of this type of challenge includes pinholes. Pinholes are small holes in body filler that are considered a defect. Sometimes pinholes are caught post-filler application, in which case, they can be fixed prior to moving to the paint shop. However, when pinholes aren’t seen during the filler application and sanding process, the last resort for some paint techs is to try to prime them out — or, best case — they are required to send the vehicle back. Regardless, both cases slow down the painter’s efficiency, due to the prepper/body tech having to spend additional time trying to prime pinholes out or having to fill the place of that vehicle if sent back. Even if someone primes over a pin hole, there is no guarantee that pinhole won’t cause a future failure resulting
APPLYING BODY filler properly will help prevent air entrapment and ensure an even pinhole-free surface to reduce the need for rework or excessive priming.
in rework. If not seen before the paint process, the paint job will likely have a defect that is no longer able to be
BODY FILLER should be mixed properly to prevent air entrapment and ensure an even pinhole-free surface to reduce the need for rework.
fixed without rework. Ensuring that technicians properly mix body filler, without introducing air and at the proper mix ratio, will allow the paint shop schedule to flow more smoothly. Not only this, but by doing so correctly you are more likely to eliminate
PROPERLY FEATHERED-OUT and pinhole-free body filler.
the need to use additional primer, abrasives, and masking products.
Priming
Furthering into the repair processes, it’s no secret that the priming process can greatly affect a painter’s productivity. If done correctly, it can certainly improve overall productivity and if done incorrectly may greatly hinder a painter’s output. While many of us do not think much about this simple yet complex procedure used in many repairs, it can be a challenge for a painter with space limitations and timelines to properly prime a repair area on a vehicle. Proper priming can eliminate the need for a reprime, or in worst cases, a complete redo of the job. It’s imperative that a technician not only mixes primer to the paint manufacturer’s recommendations,
but also properly sets up his or her spray gun and adequately maintains the equipment. Let’s face it; often the primer gun at a shop is a handme-down, beat-up spray gun that no longer served the purpose of topcoatspraying or is a very cheap inefficient spray gun that many would say is “good enough.”
Many times, I see people using these “good enough” spray guns spraying at ultra-low pressure to help keep overspray down. While they are trying to minimize overspray, they are disregarding what is truly the issue in their equipment. Furthermore, what is likely happening to the primer as they spray? Spraying at ultra-low nonrecommended pressures causes the material to glob up and not properly atomize. In turn, the primer is loaded with solvents, giving it a higher chance to run or sag. Not only that, but the bigger issue is that the primer has a greater likelihood of solvent popping and/or shrinking causing
OVERAPPLICATION
CAN be prevented by using a high transferefficiency spray gun and by following the manufacturer’s recommendations on mix ratios, spray gun tip sizes, and spray gun setup.
a visible repaired area. Choosing equipment that has a high transfer efficiency allows the tech to achieve proper atomization levels and can al-
SPRAY GUNS with a high transfer efficiency provide proper atomization and can alleviate many application errors.
leviate the issues of primer problems resulting in faster throughput in the paint shop.
Proper preparation
In the pursuit of reducing waste within the paint area of a body shop, particular attention must be paid to the metic-
ulous preparation of surfaces prior to painting, especially when it comes to pinholes and priming. Imperfections such as pinholes in the body filler can become a significant source of waste if it’s not properly managed. To mitigate this, technicians should correctly mix and apply body filler to prevent air entrapment and ensure an even pinholefree surface. This not only streamlines the process but also reduces the need for rework as well as excessive priming. By its nature, this can be wasteful due to having to prime over the same repair area multiple times. The use of a properly maintained high transferefficient spray gun in conjunction with following the manufacturer’s recommendations on mix ratios, spray gun tip sizes, and spray gun setup can prevent overapplication. This, in turn, reduces how much primer is needed
to complete a job. By focusing on these two areas, pinhole prevention and priming, body shops can cut down on material waste generated by unnecessary steps and achieve overall productivity gains in the paint shop.
In summary, the efficiency of a body shop hinges on the seamless integration of its front office and shop floor operations, with the paint shop playing a pivotal role in the overall workflow. Through addressing the root causes of inefficiencies, particularly in the overlooked areas of pinholes and priming, improvements can be made to a painter’s productivity. In addition, this can lead to a reduction in their overall waste generated. By implementing best practices in filler application and mixing as well as following paint manufacture recommendations, body shops can overcome these challenges.
This will lead to a more productive painter and less wasted material generated in the process, ultimately contributing to a more profitable, productive body shop.
CONNOR ALEXY is an application engineer at 3M in the Automotive Aftermarket Division, focusing on the paint shop side of collision repair as well as adjacent markets. He has worked in and around the industry for eight years in a variety of roles, from working in shops to technical testing and training. Connor holds a bachelor’s degree in Applied Technical Management / Leadership as well as an AAS in collision repair from Dunwoody College of Technology.
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