Auto Body Repair Network - March 2024

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MEETING

With cycle time pressure to get cars in and out, be sure ADAS-calibration basics are not overlooked.

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With pressure for cycle time to get cars in and out, be sure ADAS calibration basics are not overlooked.

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Only properly trained electric or hybrid vehicle technicians should work on high- voltage electrical systems.

Technicians performing ADAS calibration-recalibration in the bay hold the keys to autonomy success.

CAR ADAS SOLUTIONS ANNOUNCES PARTNERSHIP WITH TECHFORCE FOUNDATION

SOUTHEAST COLLISION CONFERENCE IS COMING THIS MAY

HD REPAIR FORUM’S ADVISORY BOARD WELCOMES NEW MEMBERS IN 2024

MIDWEST COLLISION TRADE SHOW AND CONFERENCE COMING THIS SUMMER

SCRS TO HOLD BOARD ELECTION IN APRIL 34

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CAR ADAS SOLUTIONS ANNOUNCES PARTNERSHIP WITH TECHFORCE FOUNDATION

Car ADAS Solutions announced its partnership with TechForce Foundation, a nonpro t committed to the career exploration and workforce development of professional technicians in all sectors, including automotive, collision, and much more.

As part of its partnership, Car ADAS Solutions donated $1,500 to the foundation to become a TechForce Champion, a small business that supports the foundation’s mission of helping students get educated and find careers as professional technicians.

“The technician shortage is not going to be overcome by one solution,” said Greg Peeters, CEO of Car ADAS Solutions. “Providing innovative solutions to attracting new people into the automotive sector should be applauded. It’s just fantastic.”

Peeters said they are finding the ADAS calibration industry is attracting a new segment of people who wouldn’t have otherwise been interested in automotive work.

“Car ADAS is a wonderful example of a business donating to support our cause,” said Jennifer Maher, CEO of TechForce Foundation. “They invited us to speak at their annual conference, helping us spread the word about our existence while also donating video footage and imagery that enables us to tell the story of the advancing technology in cars today.”

TechForce helps students from more than 900 schools nationwide find a technical education and career. More information on the organization can be found at techforce.org.

Car ADAS is a training and consulting firm specializing in the certification, implementation, and support of startup ADAS calibration centers. Car ADAS offers an end-to-end implementation process for those interested in adding a calibration facility to an existing business or opening a standalone calibration facility. The company’s mission is to ensure vehicle safety systems perform as engineered.

EVENTS

SOUTHEAST COLLISION CONFERENCE IS COMING THIS MAY

The Southeast Collision Conference will be held from May 16-18 at the Greensboro Coliseum in Greensboro, North Carolina.

Classes will be held throughout the day on Friday and Saturday for attendees to choose from. Every person in the modern repair facility will be engaged, informed, and challenged by a slate of nationally-known and recognized speakers, according to the website.

The featured classes include, but are not limited to:

• Future-proof Your Shop: Tomorrow’s Success Starts with TodayPresented by Mike Anderson, Collision Advice

• Efficiency Unleashed: Rethinking Roles in Collision Repair - Presented by Michael Bradshaw of K&M Collision, Barry Dorn of Dorn’s Paint and Body, and Kris Burton of Rosslyn Auto Body

• Self Confidence: An Advanced Repair Plan You Can Expand On - Presented by Danny Gredinberg of the DEG, and Kyle Motzkus, General Manager of Hunter Autobody and the Missouri Autobody Association

There will also be two panel discussions. One will engage in the discussion of electric vehicle repair and management. The other, a repairer-torepairer panel, will review current industry topics, issues, and opportunities while navigating the future of collision repair.

Access to the conference is free.

For more information, such as how to register, visit carolinascollisionassociation.com/ scc-home.

CAR ADAS

RECRUITMENT

HD REPAIR FORUM’S ADVISORY BOARD WELCOMES NEW MEMBERS IN 2024

e HD Repair Forum advisory board welcomed ve new members: Glenn Durham of Camping World, John Hart of Crump Truck & Trailer, Ron Kuehn of Collision Business Solutions, Leo Nenortas of Penske Truck Collision Repair Centers, and Todd Steenerson of Wallwork Body Shop.

“Since 2017, the board members have come together to develop industry solutions, identify best practices, and push for a cohesive and professional business environment. We are very fortunate to add five dedicated individuals to our already strong board.

Their experience sheds new perspectives on this industry’s challenges and opportunities,” explains Brian Nessen, HD Repair Forum President and Co-founder.

“Everyone involved in this event shows strong dedication and desire to improve this industry. It’s the reason the forum has expanded and will move to a larger venue in 2024.”

This year’s HD Repair Forum takes place on Wednesday and Thursday, April 24 and 25 at the Hyatt Regency in Frisco, Texas. The two-day conference will provide insight on repair information and best practices, updates on new vehicle technology and related repair demands, networking opportunities and industry connection, and much more.

The HD Repair Forum hosts an annual conference providing industry information, education, and networking opportunities for the heavy-duty and medium-duty collision repair industry.

Each year the event’s focus and direction is led by a diverse group of collision repair facility owners, managers, and industry consultants from across North America.

Collision repairers and industry stakeholders serving the heavy-duty and medium-duty repair markets, including tractors, trailers, RVs, buses, and delivery and emergency vehicles, are invited to join in on the educational sessions, conversations, and opportunities presented at the 2024 HD Repair Forum. This includes shop owners, managers, estimators, fleet managers, dealer repair shops, commercial vehicle manufacturers, insurance and service or equipment providers.

For more information, such as how to register, visit hdrepairforum.com.

The third annual Midwest Collision Repair Trade Show and Conference is coming to Kansas City-Overland Park, Kansas, from May 31 to June 1.

Their 2023 trade show was a success, according to their website. One of the key areas of focus will be the “year of the

technician.” There will be live, hands-on projects and relevant training for collision repair technicians. The Midwest Collision Repair Trade Show will bring back the “important and popular” education series in 2023.

The presenting sponsor, Solidus Equipment Systems, is hosting a competition where participants have the chance to win a $5,000 Solidus MIG welder.

The trade show will also include an

SCRS Executive Committee

The Society of Collision Repair Specialist (SCRS) will hold an open meeting and annual election for the 2024-2025 board of directors on April 16.

According to the SCRS website, the following are those whose terms will expire by April 2024:

• Michael Bradshaw of K&M Collision - Vice Chairman

• Andy Tylka of Tom & Ed’s Autobody & Towing - Treasurer

• Dominic Martino of Gold Coast Auto Body - Director-At-Large SCRS National Directors

• Todd Hesford of Community Collision Centers

‘80s-themed dance party on the first night, presented by Spanesi.

The Midwest Collision Repair Trade Show combines the resources of five active Midwest state associations.

The host hotel is the Sheraton Overland Park at the Convention Center.

For more information and updates, visit midwesttradeshow.org.

The meeting will be held from 2-5 p.m. at the DoubleTree by Hilton Hotel Seattle Airport. After the meeting, current members of the association will vote for the board of directors.

More information can be found at scrs.com.

THE RADAR TIDAL WAVE

WITH PRESSURE FOR CYCLE TIME TO GET CARS IN AND OUT, BE SURE ADAS CALIBRATION BASICS ARE NOT OVERLOOKED.

BY JOHN ANELLO

The automotive industry has brought many challenges my way in the 45 years I have been working on vehicles. Each challenge brings with it a lesson you may not hear about in a class. It is the real-world experiences you overcome that give you the knowledge to keep moving forward and never give up. But the biggest challenge of my career was to

straddle radar technology, which gave me a ride for my money and changed my “tech life” forever.

It all started back in 2015, when I got my first call to calibrate a front radar system on a Honda Accord. I had no idea what the procedures were all about and where to get the tooling necessary to perform the task. The information on my vehicle software systems did not have anything on the vehicle to address radar systems, and the tool needed was not readily available. The radar target had to be specially ordered from the dealer, which would take some time. I had decided to let that job go, figuring it would be the end of that type of job function for now. Then about a month later, I had another call for a Honda. Again, I turned the job away, thinking nothing of it because I already had enough diagnostics work to keep me busy.

Call of duty: Radar

Another month went by, and I got a third call to calibrate a radar system. At this point, I had to seriously think about looking into this new call of duty. It just kept knocking at my door, and I knew it wasn’t going to go away. I decided to order my first radar target from Honda. When it arrived, it looked like it was assembled by parts from Home Depot, with PVC Pipe made into a stand with a metal prism perched on top (Fig 1). I also had to ask ALLDATA to dig into the Honda factory system for which they had access for the calibration procedure, because nothing was yet in their system.

Once I did all my reading and became familiar with the calibration procedure and how to set up the target, I scheduled the vehicle in and performed my first radar calibration. It was a good feeling to take on the job and

succeed with new knowledge and gain new revenue for my business. But I was unaware of what was to come. A few weeks later, I received another call for a Toyota and the good news was that the Toyota was able to be done with the same tool. But again, I had to go digging for the information because it was not available in my ALLDATA System.

As time went on, I was getting calls about once a week for just a single Honda or a Toyota, and I wasn’t thinking much of it. But then the calls started coming in twice a week. And then there were other calls for other manufacturers. The equipment for these other manufacturers was just too large to put onboard my truck, and calibration information had to be retrieved every

time directly from manufacturer sites because it was just not available on my information systems. I remember telling myself that someone had to design a system where one machine could do all manufacturers with all the access calibration procedures on board, similar to a front-end alignment machine, but there just wasn’t anything around at the time.

This radar tidal wave was about to hit the aftermarket industry with no tooling available through the aftermarket industry, and I needed to warn many aftermarket companies about it. I remember calling a few tool manufacturers about my industry needs but they were already aware of the situation and were working on something but in the meantime the calls were now getting to a point where I was getting 3-5 calls a week by the end of 2015. There were many jobs I had to turn away because I just did not have the large equipment the dealerships were using. So, I had decided to do the best I could by buying more small portable targets from different manufacturers to keep me in the radar arena.

But then in 2019 there was a gamechanger. A manufacturer decided to

make a portable advanced driver assistance (ADAS)-frame machine (target system) that would cover all manufacturers and have special ADAS software to address ALL manufacturer calibration procedures. My prayers were finally answered, and I went full speed ahead to buy the entire system. I hadn’t realized the demand would only get more intense for radar calibrations as time went on. So, fast forward to 2024, and the calls have increased to almost eight daily. And there is no stopping it. What worries me is the auto industry has now moved to put radar systems in just about all makes and models for 2024, so I believe that I will hit the saturation point soon.

The entire ADAS network affects radar calibration, so don’t shortcut it

Over the past nine years, I have gained so much knowledge and experience with the hundreds of vehicles I have performed radar calibrations on. I have also gained knowledge on many other ADAS systems, but I am concentrating on radar systems in this article. The most important lesson I have learned is how critical the entire

ADAS network plays as a role if you’re just doing a radar calibration. You need to understand that the ABS system is the arbitrator for the entire system in making the final decision to stop the vehicle, and the engine control system is second in line to accelerate the vehicle. The electronic steering system is the third in line to steering the vehicle. If either of these systems fail, the entire ADAS network may be suspended, and the dash will have many lights on. This is why I make it a must to perform ABS, steering or engine calibration procedures as a supplement to my ADAS calibration process.

One of my biggest concerns in the field is many shops are under pressure for cycle time to get cars in and out, and we are now in such a rush that the basics are being overlooked. I educate all my shops about making three critical checks on all radar units. First is the vertical check (Figure 2). You need to make sure that the radar unit is perfectly level top to bottom while the vehicle is on level ground, the body of the vehicle is not compromised, and the tires are properly inflated with the correct tires on the vehicle. As you can see, this radar unit

is not sitting properly because it was not a priority during the reassembly process. The second check is to make sure the radar housing is horizontally level without it being tilted right to left (Figure 3). The last check is to check for radar housing sway using an angle finder (Figure 4). If it’s a side radar unit, you will have to make sure both side radar units are about the same sway angle, but the front radar unit should not be swayed at all.

Begin setup with a level garage floor

When it comes to setting up your calibration equipment and the vehicle, it is important to know how to geometrically set up your equipment on your level garage floor. You always have to find the centerline of the vehicle (Figure 5). I do this by plumbing the front and rear vehicle emblems to the floor, laying my laser target on one end, and running my laser under the vehicle. Next you want to set up lasers in tandem to grid your floor, so you know exactly where to put your equipment (Figure 6). This method helps to accelerate the process of getting the job done correctly.

If you are replacing the radar unit, you must ensure the correct part is installed. Some radar units may not be readily available from a dealer or are expensive. Some shops may opt to buy used parts because of the cost of these radar units. But the new issue is radar units have become hot items for thieves to steal. To combat this, one shop actually made their own anti-theft shield, but they left no holes to adjust the calibration screws (Figure 7). So, I had to instruct the referring shop to disassemble the vehicle and remove the shield so I could calibrate it. When buying new or used ADAS components, make sure these parts are identical to the ones you are replacing by just doing a simple visual check of part numbers and structural build. This particular Nissan I visited had the wrong grille installed. The window for the radar was missing (Figure 8) because it was for a non-radar vehicle. Some manufacturers may require both rear side radar units be changed in pairs, especially if there is an update number that was recently released. Radar units may not be all plug-and-play and may require a secured unlock procedure, configuration file setup or in need of a

programming file. This would need to be done with a factory website using a daily, monthly or yearly subscription which is not part of your ADAS software. All of this will come your way, so just be prepared.

How scan tools are changing

A lot of manufacturers are slowly moving to internet-based server access scan tools and moving away from software on a laptop for 2024 vehicles. It becomes more challenging now to service ADAS systems on 2024 vehicles with aftermarket tools, but the tool companies are trying their best to keep us in the game. I recently had to sign up with the new server-based scan tool for 2024 Lexus and Toyota Vehicles, which is the “Global TechStream Plus (GTS+).” This serverbased scan tool like many others will require a two-stage based security to access by using a username and password, followed by a Google Authenticator code. Current aftermarket scan tools can’t touch the 2024 Lexus and Toyota vehicles yet. It’s all about security moving forward.

Things have really changed since the good old days of a handheld scan tool with cartridges, but you need to embrace this new technology as it knocks on your door. You can’t ignore it, or the tidal wave will sweep you away from the industry. Keep moving forward, never give up, keep on tooling and stay in the “education loop” and you will be successful.

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

WHY EV BATTERY ISOLATION TESTING IS CRUCIAL

ONLY PROPERLY TRAINED ELECTRIC OR HYBRID VEHICLE TECHNICIANS SHOULD WORK ON HIGH- VOLTAGE ELECTRICAL SYSTEMS.

BY DEVIN PURCELL

Those pesky orange cables have been causing body technicians concern since the release of high-voltage systems on hybrid and electric vehicles. While everyone was concerned about the risk from these high voltage systems, all the focus seemed to be on properly ensuring the high-voltage batteries were disconnected properly before service.

But what about after the repair?

What can be done to confirm that all the systems are safe before reinstalling the high voltage battery?

If you have not heard of isolation testing, it is an important component of high voltage system safety. Let’s jump in and take a look at how you can work more safely during your next hybrid or electric vehicle repair.

What is loss of insulation (Isolation)?

Loss of insulation, or loss of isolation, is a term you may hear being thrown around interchangeably. While the description may be straightforward and self-explanatory, it is not always so simple to understand.

Normal 12-volt systems found on

modern automobiles have what is normally described as a chassis ground. These are the systems that you are used to seeing in your bays every day. Using the chassis and other conductive components of the vehicle, the ground system simply travels through the chassis of the vehicle to find ground. This system has been used for many years due to the simplicity and to also reduce the amount of wiring to complete a circuit. Just imagine if the already large wire harnesses in the vehicle still needed to travel back to the battery to complete the circuit.

While this form of ground is relatively safe for a 12-volt system, a high-voltage battery system would be dangerous if it used the same type of chassis ground.

To prevent the risk and danger of electrical shock, electric and hybrid vehicles use a floating ground. Instead of the ground circuit being bonded to the chassis, the power (+) and ground (-) cables are attached only to highvoltage components and cables, essentially isolating them from the chassis.

When vehicles are new, wire insulation and high voltage components function properly under the highvoltage and high-current needs of the systems. Over time, however, these components can begin to fail. Highvoltage cables begin to lose insulation abilities, or high-voltage components can develop internal leaks or shorts. While the chances of this occurring during normal conditions is small, other events such as a collision, system failure, or even a flood could increase the potential for isolation loss. This causes concern for technicians and can also cause the vehicle to set Loss of Isolation codes to warn you of the danger that is present.

Most vehicle manufacturers will have a data parameter ID (PID) that

INSULATION TEST FEATURE

THE INSULATION TEST is what makes the Fluke 1587 so valuable in testing high voltage electrical components.

indicates the isolation value. Depending on the vehicle, it may even be possible to command an onboard isolation test and compare the readings to service information values. Some of the more common Loss of Isolation codes you might see during this pre-scan are:

P0AA6: Hybrid Battery Voltage

System Isolation Fault

P1AF0: Drive Motor 1 Control

Module Hybrid/EV Battery Voltage

System Isolation Lost

Important step of any vehicle repair

While the insulation breakdown of a wire can cause a loss of isolation, this can also be caused by a cable that is damaged during a collision. Or, harder to detect would be a partially damaged cable that was not noticed during the repair.

PHOTO CREDIT: STELLANTIS

HIGH-VOLTAGE cables, as found on this 2024 Fiat 500e, may set isolation code faults.

Before any body repairs begin, technicians need to identify faults or any issues that the HV system may have. As Bud Center, director of technical products and curriculum at I-CAR says, “You should never assume everything is okay when approaching a collision-damaged EV vehicle.” Doing a pre-scan is important as part of this check. Any technicians who are working on the vehicle should use the correct process and procedures for that specific vehicle. Many vehicle manufacturers will have specific tools and training required before working on their vehicles.

Proper technician training before working on the vehicle and a pre-scan is very important in this situation. If a post-repair scan is being completed, this means the vehicle’s battery is already back in the vehicle. If any high -voltage cable or components are moved during repair — even partially moved to make room to remove a different component — make sure you complete a loss of isolation test before powering up the high voltage battery.

“Doing an isolation check, in ac-

cordance with vehicle maker service procedures, will help ensure that when everything is reinitialized the vehicle will be safe,” Center says.

As mentioned, a partially damaged wire that was not contacting the chassis before a repair could possibly make contact after moving components around to complete a repair. A high-voltage cable or connector that has been compromised can cause moisture intrusion that can later result in a loss of isolation. Both of these situations present a dangerous condition if the high voltage battery is powered up before verifying isolation.

Testing a high voltage electrical system for the loss of isolation should be completed only by a trained professional. The following are simple guidelines and an overview to help you understand what loss of isolation testing is.

Proper tools

Having the proper tools and technician certification to test high-voltage systems is crucial. Properly fitted and tested Class 0 high-voltage gloves are

vital and needed before attempting to service a high voltage system.

A loss of isolation test is completed using what is called a megohmmeter. Yes, megohms, as in one million ohms. While most normal multimeters will use 3-4 volts for testing resistance in a circuit, a megohmmeter has the ability to apply up to 1,000 volts to the system to check resistance.

Sending such a large electric voltage through the system tests the insulation capabilities of the high-voltage components. A large megohm reading is considered normal, but always refer to service information for the correct information.

The most common meters you will find are the Fluke 1507 or 1587. These meters have the ability to apply up to 1,000 volts, allowing them to be used for testing on most automotive manufacturers’ vehicles. Because these meters can send out 1,000 volts, it is critical to take the correct precautions when using these meters when testing to avoid personal injury and damage to the vehicles’ systems.

Consult service information

Before completing any electrical system on the vehicle, make sure you review service information for the proper test procedure. Test point areas, actual test voltage applied, and safety warnings will vary from vehicle to vehicle, so make sure you check before you test.

Testing loss of isolation

Loss of isolation testing is generally completed after the high voltage battery is removed from the system. Always follow manufacturers’ guidelines to ensure proper testing procedures are used. Here is a common test procedure used to test loss of isolation of a transmission assembly containing a three-phase electric motor:

A TECHNICIAN wearing proper PPE tests underhood components.

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• Set the vehicle to a safe condition according to service information.

• Test the megohmeter to ensure proper functionality: As you would with a regular multimeter, it is vital to complete a lead inspection and fuse test before you begin use. However, when completing an insulation test, your multimeter manufacturer may suggest completing another test before starting. An internal meter battery test is important, as an insulation test will apply anywhere from 250 - 100 volts during testing. So, it is vital the battery has enough capacity before testing. Consult your meter’s instructions for specifics. For the Fluke 1587, when you first use the meter, you turn the knob to the setting labeled Insulation. Once this is done, a load check is completed and it will display a failure icon if the battery fails. You can, however, also complete a separate test on the batteries. To complete the battery test on this meter, you simply press the hold button and turn the dial to Insulation setting. This gives the charge level of the battery.

• Don high-voltage gloves.

• Place the ground lead of the meter to the case of the transmission.

• Set the meter to the correct insulation test voltage setting as per service information.

• Place the “red” lead onto terminal “A” of the transmission connector.

• Push and hold the Insulation Test button until the megohm reading is obtained.

• Complete test for “B” and “C” terminals of the transmission connector

• Compare readings to service information.

Once you have the readings, you can compare these to the values outlined by service information. With this information, you can repair the issue that is present or power up the high-voltage battery

with confidence, knowing the repair has been completed properly.

While there are many different causes of a loss of isolation, there is one common problem that technicians run into that you should be aware of. There is even a chance you may have run into this issue before.

Take care in working with air conditioning

Front-end repairs and condenser replacement could be considered one of the more common repairs seen in a general repair or body shop. While electric and hybrid vehicles operate using the same air conditioning principles, they use slightly different components such as the high-voltage compressor.

While it operates just like a normal A/C compressor, changing a low-pressure vapor refrigerant to a high-pressure refrigerant — it requires a special oil to function correctly.

While most air conditioning systems use polyalkylene glycol (PAG) oil, hybrid and electric vehicle compressors require polyolester (POE) oil. POE oil is designed with special dielectric properties to be used in high-voltage compressor applications. Simply put, POE oil does not conduct electricity as easily as does PAG oil. The concerns of using the wrong oil in an air conditioning system are real and can not only cause damage to the system but can also cause bodily harm.

If a recovery/recharge machine that has PAG oil is used, over time the PAG oil in the machine can contaminate the electric vehicle’s air conditioning system. This buildup of PAG oil will allow electrical current to flow through the system, possibly allowing the high-voltage motor inside the compressor to conduct electricity to the compressor case.

This problem generally shows up in the shop bay as a loss of isolation

HIGH-VOLTAGE gloves must be worn and either regularly tested for integrity, as shown, or replaced every six months and worn with leather overgloves to prevent punctures or tears.

code set in a module.

If the air conditioning system has caused this code to set, most likely an entire air conditioning system replacement is needed to be able to properly clean the system of the incorrect oil used. This is a repair bill no shop wants to see.

Shops that repair a high volume of electric or hybrid vehicles should look into investing in a designated machine that uses only POE oil. While it’s expensive to purchase a new machine, it is one of the best ways to prevent this from happening.

Work safely at all times

Working on high-voltage vehicle systems can be overwhelming for technicians. Always make sure that technicians are properly trained and meet any required certifications before asking them to work on these vehicles. Safety is the priority for any technician when working on electric vehicles. Make sure they have the required safety equipment, tools, and service information that is required before making a repair.

Always work safely.

DEVIN PURCELL is an automotive trainer and freelance writer with more than 20 years of experience in the automotive industry. You can learn more about his unique views of the automotive industry at www.autoknowit.com or https://muckrack.com/devin-purcell/ articles.

DAVE MACHOLZ

ADAS SENSOR TECHNOLOGY

TECHNICIANS PERFORMING ADAS CALIBRATION-RECALIBRATION IN THE BAY HOLD THE KEYS TO AUTONOMY SUCCESS.

BY PAM OAKES

Advanced driver assistance systems — ADAS for short –are here to stay. Moving at an exponential pace of 10Gbps,

and more, it lets you know if it’s time to take a break — and if you are out of your lane — all at the same time. But keeping the technology on track will take the pro-

fessionalism and skill of every technician performing calibration/recalibration in the bay, every day. Why?

Because properly resetting an ADAS

sensor is vital to the ongoing programming, sensor development challenges that the technology has — and is — experiencing. There is an intelligent-base that lies behind sensor fusion - like bioptic cameras to advanced ESC-radar. And last year’s sensor development led to items like chip technology allowing radar units to “see” smaller objects, to programming supported by upgraded integrated circuits (IC) that allows quicker communication amongst the sensor fusion.

This year’s ADAS sensor technology debut at the Consumer Electronics Show (CES) was no different. Texas Instruments highlighted its latest semiconductor that allows radar to recognize a greater range, which equates to better, quicker decision-making maneuvers. Meanwhile, QualcommRobert Bosch GmbH teamed up and showcased its contribution to the automotive industry, the first, central vehicle computer combining infotainment and ADAS functions within one security operations center (SoC). It now looks like we have the beginnings of a “mainframe” setup in a vehicle.

With all the sensor developments and software upgrades being created

for a better ADAS — moving us from the official Society of Automotive Engineers (SAE) Level 2 to Level 3 and beyond — how do we know what’s going to work or give us a “headache” on that new dealer delivery down the road?

Like all success stories, it starts with training.

First, we need to recognize that there is a lot of machine learning (ML), AKA training, that needs to be performed before we have a bunch of altered 1957 Volkswagen Beetles running around in the coveted autonomous-to-AI/AV (artificial intelligence, autonomous vehicle) transportation mode. I am talking about quadrillions upon quadrillions-plus of ML data before we even think about the vehicle-to-everything (V2x) communication highway allows us to get to the point that the vehicle has been programmed to recognize every variable to every driving situation and determines what is best for that particular maneuver. When all is said and done, AI/AV is software created by ML, mimicking human decision-making to perform driving tasks and learning from each turn of the wheel or pump of the brake.

To do this, we start with a lot of data from models and recognize safety, security and functionality components.

Looking at everything from the driving environment to vehicle operations. The data needs to recognize the security of programmed processes, verifying the security – and if it passes this criterion – the degrees of certainty of associated ADAS systems. This process allows the programmer-sensor development team to verify, verify, verify before further data collection from lab-to-roadway operation of equipped cars and light trucks.

This includes analyzing how our new sensor-fusion project relates to the tens of thousands of roadway mediums and conditions – including everybody’s favorite asphalt assault, the pothole –crown and shoulder conditions, swale pitch, navigable areas, speed limits versus the vehicle’s physical restrictions (e.g., turning radius, wheelbase, etc.). Then there’s traffic count, weather conditions…right down to how the vehicle reacts to an emergency vehicle/first responder interaction.

The manufacturers are “watching” and correcting by uploading-downloading course correcting programming. And the Feds are keeping track of the changes, as well. In 2022, the National Highway Safety Traffic Administration (NHTSA) recorded 932 vehicle safety recalls affecting more than 30.8 million cars and light trucks; 23 of those recalls had an over the air (OTA) patch. More training, more dualtwin lab time needed to verify, re-verify and more verification for safety’s sake.

‘Primate with a tutu’

The lab is where sensor recognition begins before anything can hit the road. For example: We have a crosswalk (easily recognized) lab-learned, and roadway documented. Now, we have added a bicycle. Another common item learned. Other various

PAM OAKES

1) Gather data

3) Train the model (sensor)

2) Collect, digest and manipulate data

4) TestingProving

5) Learned/Improve

items are catalogued, like dogs, cats, primates, bears, deer…you name it. Next, we add something that is extraordinary, yet possible: a chimpanzee wearing a pink tutu pedaling itself across the pedestrian way. Yes, I know. Obscure. But we need to train our system for every possible — and almost impossible — situation. Back to the simian crossing the street. The primate and the tutu were individually catalogued and lab-learned, and the roadway was recognized. But when you combine the two items, this combination-object is not recognized. Will the vehicle stop?

Well, within milliseconds the software is comparing the object type, shape, static or dynamic, the predictable and free space, “talking” with other sensors — like radar, lidar, camera — and “compare notes.” And it doesn’t recognize the object crossing the roadway. The combination hasn’t been documented; hasn’t been learned. The vehicle will have contact with the chimpanzee on the bike. Again, it’s all about ML.

The vehicle has to recognize the dynamic object in its maximum range path. At the same time, the vehicle is noting static objects on the side of the road (e.g., parked cars, garbage cans, etc.) that have been previously “learned” and accepted.

Then, there is the “unsafe” free space in front of the vehicle that surrounds everything in the path of the vehicle beyond the dynamic and static vehicles surrounding the car or light truck, and the planned path right down the center of the unsafe zone. And why do they consider it “unsafe” even though there is no object in its path? Because there is the potential of an object — lab/trained or unrecognized, like the primate on a bike wearing a tutu — to pass in front of its path.

With ADAS development, it’s all about the vehicle’s programmed

aptitude, its “view” in front of forwardmotion vehicle, checking for any recognized collision points in its path, and reacting upon what’s in the road ahead. This requires training, retraining, and verifying, and more training with any possible situation and condition.

And this training window is tight.

The object data definition (ODD) toward AI/AV is analyzing road types, vehicles, pedestrians, meteorology surrounding the vehicle and communication methods. Dedicated short-range communication (DSRC), 5G/6G-IoT (Internet of Things) for traffic controls to global navigation satellite system (GNSS) is all part of the ML process. And the vehicle needs to learn/mimic driver behavior in every type of driving situation. Sounds easy, doesn’t it? So, we should all be driving AI/AV in the very near future. Right?

Not quite. Let us take a closer look at the statistics.

The average two-lane, four-way stop intersection has a multitude of possible situations. Four vehicles all sitting at the stop sign, with four pedestrians at the crosswalk approach and four bicyclists riding in-lane. Seems like a semi-simple intersection situation, right? Well, those 12 units — at the intersection — have the statistical possibility of more than

131,000 possible outcomes. That’s one, simple intersection. I use this example in my training that one medium-sized township can have approximately 20plus intersections, like this example, within a two-mile radius. And that can yield more than three (3) million intersection scenarios. Roadbed conditions, agriculture along the median, construction cones, and light pole locations…it all adds-up.

Five steps of sensor learning

There’s a lot of ML to do and the automakers need the technicians’ help.

The manufacturers are watching their brands. And with last year’s model year, they let the consumer know that — even though they purchased the car or light truck — the OEM was gathering metrics. And if you didn’t want your connected devices “tapped,” leave them unconnected from the vehicle.

Remember, they are collecting quadrillions upon quadrillions of data points and are consistently uploading and downloading vehicle information, including scenarios like when a turn signal is activated, and the steering angle sensor (SAS) reads beyond zero (0) degrees to how many times a lane departure warning (LDW) has been activated within a single drive sequence.

It’s recorded and collected. But if a vehicle is not tracking or calibrated/recalibrated properly, the collected data is skewed.

Tires track on their tread. If there is a deviation to the tread due to an impact separation, poor alignment angles or lack of rotation — you name the situation — the vehicle’s ADAS sensor fusion reaction will be based on false-positive activity. LDW activation based on the driver “fighting” the wheel due to poor tire conditions. The module doesn’t know that there is a tire issue, only that the operator is:

1) Fighting the wheel (SAS)

2) Departing the lane (LDW) without turn signal activation

Therefore, this data – any data – good or bad will be calculated, and mean deviation prevails. More ML is needed to move this “bad” data into outlier status to better concentrate the more accurate data.

Before any vehicle is racked, the technician needs to revisit the OEM site and check for any alignment or calibration/recalibration technical service bulletins (TSB) and recalls. Remember what we said earlier about all the safety recalls reported to NHTSA (932 in 2022)? This includes alignment angles and procedures.

long-term or a temporary rent that fits the bill.

The widely known in-the-bay term “set the toe and let it go” no longer applies. And “in the green” may not be good enough, especially when it comes to the thrust angle on vehicles equipped with sensor fusion. “Zero” is the holy grail. Camber, caster, and toe also need to be within manufacturer specs. Can’t get the numbers in the green by manipulating original equipment for correction? You may have to perform a cradle-shift, use OEM/aftermarket camber-caster offset bolts, or may need to have a structural technician recheck measurements to diagnose an out-of-spec frame.

For the last piece of the programming puzzle: In-the-bay ADAS calibration or recalibration. When performed properly – after verification of “same-day” alignment correction via printout – ADAS sensor fusion amendment incorporates manufacturer’s specifications followed by an ADAS-qualified technician to a successful calibration/recalibration. Again, the rules must be followed to arrive at a correct calibration point. This means the process needs to be within a controlled area. Parking lots, busy shops with objects on the wall (belts, hoses, posters/banners) or light entering the area via uncovered windows are not ideal. A clean area with unmarked floors, walls and doors is the best option. And it’s not out of

And most of all, remember to check the ADAS tablet and aligner for any updates each morning while making the shop coffee and opening the doors for business.

Why is sensor-fusion programming so dependent upon the tech in the bay?

The reduction to eliminating false positives in the bay will lead to a more robust programming and sensor development and therefore a quicker timeframe to having the autonomous vehicle become the main mode of transportation in our cities and rural roadways.

PAM OAKES has been embedded within the automotive industry for 30 years as an automotive applications engineer, ASE master automotive and medium/HD truck and collision technician-trainer with L4 ADAS, instructor/course developer, and many more qualifications. And she still “turnswrenches” for fun.

HUNTER

TECHNICAL

MEETING THE DEMAND MEETING THE DEMAND

ABRN TAKES A LOOK AT THE LATEST IN REFINISHING PRODUCTS AND EQUIPMENT.

BY JAY SICHT // Editor-in-Chief

Like all aspects of modern collision repair, refinishing has become more demanding. Refinish manufacturers have been on a roll releasing new products for today’s vehicles and increase efficiency and shop throughput.

AkzoNobel introduces radartransparent color formulas

As part of rear cross-traffic alert or blind spot monitoring features of an advanced driver assistance system (ADAS), radar sensors found behind bumper covers can help keep drivers avoid certain collisions. But that placement means at minimum, they’re sensitive to the proximity of repairs to the sensor. Some makes and models can be refinished only once. And some (typically high-metallic) colors may be allowed only one finish, which means a new bumper cover. (Check the OEM

repair procedures to be sure!)

In late November, AkzoNobel introduced more than 200 OEM-approved radar-transparent color formulas for Lesonal and Sikkens color finishes through its cloud-based Mixit color retrieval application. The company has developed and tested the formulas to meet the strict specifications and application requirements of each manufacturer.According to a company news release, “more than 60% of color formulations for the automotive industry now contain metallic toners, which can potentially attenuate the radar signal. Solid colors, mica and metallic paints all impact the signal transmission in different ways, as does the thickness of the coating and the number of layers applied; weaker radar signals can make the car vulnerable and fail to detect potential danger within its environment.” In the release,

AKZONOBEL offers more than 200 OEM-approved radar-transparent color formulas designed to not interfere with radar sensor operation.

George Sneddon, AkzoNobel OEM Technical Program Manager, says in the worst case, the signals can be totally reflected by a metal layer.

“That’s why we’re working handin-hand with the OEMs to support bodyshops with our knowledge, expertise, and product range to meet their immediate needs, and equip them to meet the demands of future vehicles.”

AkzoNobel has also launched a comprehensive online training package comprising e-learning modules in multiple languages to cover general information on radar and sensor technology and to guide body shops through the future repair process.

Axalta’s Irus fully automates mixing

As we first told you from the SEMA Show at the time of its introduction to media representatives, Axalta Coating

Systems’ fully automated Irus Mix is rolling out to North American shops midyear this year after being introduced in the Netherlands in May 2023.

At an average of five mixes per day and an average 10 minutes of labor required for each conventional, manual mix, the time saved by a painter who can be painting instead of mixing really adds up, said James Muse, vice president of global sales for Axalta Refinish.

“That’s 208 hours a year, or threeplus weeks of time you’re not paid for,” he said at the time of the demo, which took less than five minutes to mix Lunar Rock, the color of the 2021 Toyota Tacoma used for the scanning, matching, and mixing demonstration. “Time is money; your painter should be painting, not mixing. “The new fully automated Irus Mix system embodies “innovation with purpose,” he said. With fully automated mixing, there are no overpours or other mistakes made by manual mixing, so the system eliminates waste. The easy-to-use system is also one way to address the technician shortage, he noted.

Toners are packaged in plastic bottles, sized by their usage (low-use specialty toners are only 100 ml, as an example.) Once the color is scanned and input into the computer, the mixing machine’s carriage retrieves each toner from the cabinet, gives it a gentle shake to agitate it, and pours it into the cup placed on the scale at the lower right of the machine.

Axalta partnered with Santint, a global equipment manufacturer, for the concept, development, design, and construction of Axalta Irus Mix.

See the Irus Mix in action here.

All of Axalta’s premium basecoat systems: Spies Hecker Permahyd Hi-TEC, Cromax Pro, and Standox Standoblue, are available in the new bottling system used with Irus Mix.

“At Axalta, innovation is central to

our business,” said Troy Weaver, senior vice president of Global Refinish. “We constantly look for ways to help our customers to do business better, enabling them to work as efficiently as possible and to maximize their profitability.”

BASF’s R-M brand introduces first one-coat clear, RMC1000 BASF representatives say the R-M brand’s RMC1000, the refinish industry’s first one-coat clear, meets the market’s demand for increased productivity.

With the ability to apply one wet coat and a 30-minute force-cure at 140F, customers can save at least 10 minutes by eliminating the second coat and the flash-time that would otherwise be required between coats, according to a company news release. That allows an extra .6 booth cycles per day compared to a competitive 1.5-coat clear. At an average R.O. of $3,750, that adds up to $564,000 per year in additional revenue.

We followed up with BASF representatives to get additional perspective on how it fits in the product lineup and

what application adjustments may be needed in the booth.

Cinthia Gutierrez Oliveros, premium segment manager, Americas, says the product can save customers $2,000 in energy costs because of less booth run time. It aids sustainability by saving 7,000 pounds of CO2, the equivalent of driving a car more than 6,000 miles.

“That’s something we are aiming for with our premium brands to bring value, such as through efficiencies in speed and consumption,” she says.

The product is priced for the mass market, says Holli Schwartz, product manager for clears and undercoats.

“When we look at applications versus some of the other one-and-ahalf to two-coat clears on the market, RMC1000 provides material consumption savings, and we’re looking at a reasonable market price for the value it provides.”

Bill Bierie, BASF head of applications for North America, says the new clear is not a specialty product but has instead been designed to take the place of a core production clear.

PPG’S ADUSTRITE is a mobile-friendly platform for enhanced productivity for commercial vehicle repairs.

The product is designed with sag resistance and to have the same film build as conventional clears to deliver equivalent UV protection. Bierie notes having sufficient film build is also necessary to be able to correct defects such as dirt nibs.

“And it helps provide that nice flowout and exceptional appearance.”

Painters shooting the new RMC1000 need to adjust their technique slightly, but they quickly adapt.

“With most clear coats with a twocoat application or even a coat-anda-half application, you’re really at that 50, maybe 60% overlap,” he says. “And that’s primarily because that clear coat needs time to settle and create a film and not sag and run as you’re applying it. Because of the special technology that RMC 1000 has, we’re able to have all that sag resistance right away and not have running or any kind of issues like that. And so to take advantage of that property, the painter does need to adjust and slow their application down to more of like an 80% overlap in that one coat.”

Bierie says some painters who are used to using a 1.2 fluid nozzle for clear coat should upsize to at least a 1.3 nozzle to ensure they get the correct film build for durability.

“Also related to application: painters often use that second coat of clear

to help fix a dry spot here and there or something like that,” he says. “You can do the same thing with RMC 1000. It’s got a great melt-in window of about 15 minutes or so after that first coat’s applied.”

The company’s trials in shops won over the painters, Schwartz says. “What we’re hearing them say is that this is a game-changer, and this is truly a fantastic product. They might have come in with a little bit of excitement, maybe a little hesitation, and even disbelief: ‘Is this really achievable?’ But they try it once and then they can just run with it.”

PPG enhances technology in the body shop

PPG recently introduced a number of technology-enabled enhancements for productivity, including its automated MoonWalk mixing system. MagicBox is a compact device used with PPG’s LINQ Color software to complete the mix by using a smartphone. It’s also equipped with sensors to automatically detect humidity and temperature, which allows it to recommend the correct primers and clearcoats to use for those conditions, along with the correct ratio and combination.

Its latest technology is the AdjustRite commercial estimating system, a mobile-friendly platform for enhanced productivity for commercial vehicle repairs It provides technicians a time clock system and automated tracking of their work hours per repair orders. According to a news release,. “shop managers and estimators benefit from a centralized approach to delegate tasks, gain insights from productivity metrics and efficiency data, and utilize dynamic charts for a thorough overview of repair orders and technician activities.”

“Given current industry challenges such as labor shortages and time management, the PPG AdjustRite Repair

Management tool emerges as a critical solution for repairs to commercial vehicles including heavy and medium trucks, trailers, buses, motor coaches, recreational vehicles and box trucks,” said Douglas Orr, PPG AdjustRite platform manager, Automotive Refinish, in the release. “Users can track technician time and efficiently delegate tasks while gaining an overall view of shop activities through a detailed dashboard and visual charts to maximize productivity.”

PPG says the platform is intended for commercial truck dealers, independent collision repair centers, fleet repair units, independent adjusters and insurance firms. It includes a comprehensive database of truck parts and repair data that allows shops to generate accurate estimates using truck model specific-data The includes overhaul, overlap, included operations, additional operations, and additional parts or materials associated with the repair.

The automated MoonWalk system minimizes material consumption, and as a self-contained system, it provides a clean, splash-free workspace. It’s sized to fit all mixing rooms, with 80 storage spaces for toners and 13 positions in the dispensing rack. The user loads the required toner, additive and thinner bottles into the rack, and the system checks each bottle’s barcode, automatically dispensing the correct amount of product and printing a label. Once the mix ingredients are loaded into the system, the painter can walk away and spray adhesion promoter, sealer, or another labor process while the system starts mixing (done in few minutes.) With a conventional mixing machine, the average painter takes from 10 to 12 minutes to mix a formula, and rushing the process often introduces errors. So, the MoonWalk’s selling points are its greater productivity and efficiency while also limiting the potential for human error.

TROY WEAVER, senior vice president of Global Refinish for Axalta Coating Systems, shows off the Irus Mix at a media event last fall.

PHOTO BY JAY SICHT

Spray smart: Mix less, paint more.

How better transfer efficiency is helping shops boost paint profits.

Collision shops are using less paint to help improve their bottom lines thanks to the 3M™ Performance Spray Gun System. The secret? The system’s 78-percent transfer efficiency*.

While testing predicted the system would save shops some paint, the actual size of the paint savings was difficult to predict. That’s because many factors other than transfer efficiency affect a shop’s paint use.

“Shortly after launch, we discovered just what the paint savings potential really was,” explains Corey Munn, Global Commercial Director for the 3M Automotive Aftermarket Division. “We started getting reports from painters that they were using less paint than usual.”

Painters typically mix enough paint to do a job, plus an extra ounce or two, Munn says. When they started using our spray gun, they’d say things like “I would get all the coverage I needed, but still had more paint left in the cup than I expected.”

First, the painters worked with their paint companies to verify they were getting the right film build and coverage. They were. In fact, in some instances, they were getting more.

Munn explained how, based on early comments, 3M did some testing to verify that other shops would see these results. “We worked with a number of shops, different painters, different companies, different previous equipment,” he says, adding the painters didn’t know we were measuring their paint consumption. “We were merely putting equipment in their hands and asking them to spray with it for an extended period of time.”

Then, material-use data was extracted from the shops’ paint mixing systems. “We found, regardless of level or expertise that by changing the spray gun, shops were seeing a consistent benefit,” Munn says.

“The material saving has meant a lot,” says Jason Nix, Painter, from Schaefer Autobody Center in St. Louis. “We are probably using 20 percent less.”

Shops started to see the 3M™ Performance Spray Gun delivering an improvement in paint material profitability, Munn explains. “Shops were able to paint the same number of cars, but they reduced the amount of paint that they mixed.”

“The industry’s been trying to educate painters on mixing as efficiently as possible for years. So that’s not new,” Munn says. But these savings examples are particularly good

news in the current economic environment. As shops’ profit margins are being reduced by increased costs for parts, labor, and materials – and paint consuming 70 percent of a shop’s material spend, the chance to easily improve the bottom line is welcome news.

AUTOMOTIVE AFTERMARKET DIVISION

John Vincent, 3M Automotive Aftermarket Division

Cut your waste.

Save on coatings.

3M™ Performance Spray Gun

One of the highest transfer efficiencies for the industry leading spray guns.

As a modern painter who knows what it takes to get a high-performance finish day in and day out, timing and efficiency are everything. Your spray gun is no exception to these standards. With the 3M™ erformance Spray Gun, you can mix less paint while still getting the coverage you expect. It’s time to start spraying the smart way in your shop.

For more information, visit us at 3MCollision.com/spraygun

Is your shop ready for a service EVolution?

The auto industry is investing more than $1 trillion into shifting new vehicle production from internal combustion power to electric. Forecasters estimate EVs could account for up to one third of the North American market by 2029. And with dozens of electric models from domestic and import brands already on the road, chances are good that if you haven’t yet had an EV in your shop, you will soon enough. Investing in technical training and equipment will ensure you’re ready when the time comes.

How to lift

Most EVs are designed with their high-voltage batteries under the vehicle. e battery packs are large – taking up most of the undercarriage – and heavy. As a result, the OEM-recommended lifting points are often on the far edges of the vehicle frame.

To safely lift an EV, you’ll need a vehicle lift with sufficient rated capacity and the capability to engage with the lifting points. Leading equipment manufacturer BendPak, Inc. has re-engineered its two-post lifts to meet the challenges of EV service.

The new BendPak AP Series two-post lifts feature a patent-pending swing arm design that offers greater extension and retraction than ever to reach even the most difficult lifting points. And their low profile means you can access both in-close and far-out lifting points without damaging vehicle ground effects.

For extra strength and peace of mind, BendPak strategically increased the high-strength steel used in critical loadholding components and invented an Automatic Swing Arm Restraint System (ASARS) designed to prevent dangerous, unplanned movement of the lift arms. ASARS offers twice as much holding grip as traditional systems and can withstand more than 2,000 pounds of side force if an improperly spotted vehicle shifts during service.

AP Series lifts are the most customizable, versatile twopost lifts BendPak has ever made, providing excellent return on investment. They offer the convenience of wide or narrow installation and their BI-METRIC swing arms enable a single lift to be used for both symmetric and asymmetric lifting. A choice of heights can accommodate cars, SUVs and even high-roof cargo vans — regardless of powertrain.

How to lower

To ergonomically remove a high-voltage battery pack, you’ll want to invest in a lifting table. BendPak’s new Mobi-EVS™ EV battery pack and powertrain lifting system makes it easy to lift, lower and position high-voltage batteries, as well as internal combustion engines, transmissions, fuel tanks, transaxle assemblies and more. Its compact design and easy-glide swivel casters let this space-saving scissor lift move e ortlessly throughout the shop.

The Mobi-EVS delivers wireless, rechargeable electric/hydraulic operation which improves operator efficiency by eliminating the need for a manual hand crank or foot pump. Its twin-cylinder design provides maximum load stability for lifting and lowering, while an automatic safety lock system secures up to a massive 4,500 pounds at working heights up to 75”. The Mobi-EVS also comes standard with an impact-resistant UHMW protective cover on the lift table, to protect against wear and tear.

EVO™ 1-2-3, ANCHORING & HOLDING SYSTEMS

The Shape of Success

In the realm of automotive repairs, it’s the numbers on the bottom line that truly count. That’s why EVO™ stands out as the ultimate solution designed to optimize your performance and enhance your repair processes.

By integrating any of Car-O-Liner® EVO™ systems into your alignment bench, you unlock a world of flexibility, efficiency, and precision. These systems offer a streamlined approach with minimal components yet a myriad of possibilities, delivering holding power that surpasses pulling requirements.

Combine the Quick™ 42, BenchRack™, and Speed™ benches with Car-O-Tronic® measuring systems, and you’ll have access to precise vehicle information with real-time control throughout the entire repair process. This level of accuracy ensures rapid results and premium quality, from initial diagnosis to the final documentation stage.

The modular EVO™ system boasts three configurations, effortlessly adapting to various repair needs. These universal kits cater to vehicles of various year, brand, or model, eliminating the need for costly specialized equipment. Pairing EVO™ with Vision2 X3 enhances your body shop’s ability to meet market demands and adhere to certified quality processes, covering every aspect from damage assessment to repair and delivery.

EVO™ 1 - BASIC ANCHORING SYSTEM

Leverage a wide array of setups with the optimal number of components. is system isolates pulling forces three on three dimensions, avoiding secondary damage.

EVO™ 2 - EXTENDED ANCHORING SYSTEM

Optimize your repair process with the evolution of EVO™ 1. Easily tackle complicated repairs with advanced anchoring, holding, and isolation for structural repairs.

EVO™ 3 - THE FIXTURING SYSTEM

Designed to hold replacement parts securely during welding and bonding, EVO™ 3 seamlessly integrates with EVO™ 1, and EVO™ 2, compatible with various vehicle models. Supported by the Car-O-Tronic® Vision2 X3 electronic measuring system, it guarantees precise alignment and superior repair outcomes.

TRANSFORM HOURS INTO EARNINGS

Transform your hours into earnings with EVO™, the universal solution for anchoring, measuring, and holding. Its modern modularity and compatibility with Car-O-Tronic® electronic measuring systems and Vision2 X3 software ensure unparalleled e ciency and quality throughout the repair process. Experience the best-in-class solution for diagnosing, repairing, and documenting automotive repairs with EVO™.

• OEM approved and mandated by numerous vehicle manufacturers.

• Robust — provides a secure, vice-like grip for safety.

• Versatile — bolts, clamps, or braces to isolate pulling force.

• Universal — ts any car, van, SUV, or light truck without extra xtures.

• Modular — few components that meet various repair needs.

• E cient — quick setup saves time and money.

• Upgradeable — start with EVO™ 1 and add EVO™ 2, EVO™ 3, or other combinations.

• Compatible — works seamlessly with Car-O-Tronic® Vision2 X3 and Workshop Solutions inventory management.

COLLISION PRODUCT GUIDE

DELIVER EXCELLENT FLOW

3M PPS 2.0 Vented Cups are now part of the Full 3M PPS Family — The 3M PPS family of products has helped painters save time, reduce solvent use, and deliver consistent results for more than 20 years. From the world’s first linered cup system, the PPS family has grown to include a family of paint cups that meet painters’ everyday challenges. Instantly ready to use — 3M PPS 2.0 Vented Cups come with their valves pre-installed. They’re ready to start mixing right out of the box, delivering the excellent material flow you’d expect from a vented cup system.

FENDERBENDER.COM/33037226 SPONSORED

QUICK SETUP AND CALIBRATION

The ADAS Radar 3-in-1 from Launch Tech USA offers a solution tailored for technicians and shops specializing in radar systems. It enables essential calibration capabilities without unnecessary complexity, ensuring efficient functionality in minimal spaces. Its user-friendly design facilitates quick setup and calibration, minimizing downtime and optimizing operational efficiency. The radar’s small targets enable convenient transport and on-site testing, while an optional travel-friendly protective case enhances on-site calibration.

FENDERBENDER.COM/33037038

REDUCES FINISHING TIME

MULTIFUNCTIONAL SUPPORT AND CHARGING

The Bosch BAT6120-US High-Power 12V Battery Charger and 120A Power Supply is a multifunctional battery support solution for automotive shops. Functions dependably as an efficient and fast battery charger for lead acid and lithium batteries, or as a 120A continuous power supply. The BAT6120US can update charging characteristics via USB, offers a large four-color LCD, and is ideal for operating on a desk, bench, or floor, and is also wall-mountable.

FENDERBENDER.COM/33037039

COMFORTABLE WHILE REPAIRING

The Dent Fix MAXI Seat, No. DF-505MS, can be added to the MAXI Steel Dent Repair Station inside the top crown for a comfortable place for users to sit while working on repairs. The seat can be angled when repairing damage on the lower part of a vehicle. On either side of the seat, up to two optional MAXI Accessory Trays can be placed for users to store hand tools for increased efficiency and mobility while they work.

FENDERBENDER.COM/33037032

The Polyvance Compression Roller, No. 6144, is designed to reduce the finishing time and enhance the strength of plastic welds by smoothing and compressing the joint between the plastic filler rod and the base material. It can also be used to improve the appearance of back-side welds and accelerate the process of embedding reinforcing mesh into a repair. The tool features a polished stainless-steel roller and smooth sealed cartridge bearings, an ergonomic handle, and a high-strength plated steel frame. Additionally, the Compression Roller acts like a heat sink to cool the weld.

FENDERBENDER.COM/33037044

IDEAL CONTROL FOR WORKING ON SMALL PARTS

The Dynabrade Nitro Series Pistol Grip Mini Orbital Sander (DN1) is ideal for a wide variety of smallscale sanding applications. Its 1-1/4” (32mm) diameter pad size focuses sanding effort and provides ideal control when working on small parts like vehicle hoods, fenders and doors, side-view mirrors, interior parts, spoilers, and motorcycle parts. The DN1 offers very low vibration which reduces hand and arm fatigue, and is best for sensitive workpieces or when sanding/repairing a coated surface. Compact in size, the DN1 is lightweight and allows for left or right-handed use.

FENDERBENDER.COM/33036980

COLLISION PRODUCT GUIDE // AD INDEX

ENHANCE YOUR REPAIR PROCESSES

EVO stands out as the ultimate solution designed to optimize your performance and enhance your repair processes. Integrate Car-O-Liner EVO systems into your alignment bench for top-notch flexibility, efficiency, and precision. Combine Quick 42, BenchRack, and Speed benches with Car-O-Tronic systems for real-time control and precise data. Get quick, quality results from diagnosis to documentation. EVO adapts easily to any repair job with three configurations. Say goodbye to pricey gear and meet market needs effortlessly with Vision2 X3. From assessment to delivery, EVO guarantees certified quality. Turn time into cash with its all-in-one solution, compatible with Car-O-Tronic for unbeatable efficiency.

FAST AND ACCURATE EARTH-BOND TESTING

FENDERBENDER.COM/33037028

IDEAL FOR AUTO BODY TRIM AND GLASS

SPONSORED

The Sorbothane Soft-Blow Mallet is designed to conform to surface irregularities, providing maximum surface contact without marring, denting, or hand jarring. The mallet is built to deliver the needed force without surface damage and is ideal for auto body trim and glass. Available in three sizes, the Sorbothane Soft-Blow Mallet is safe on all types of surfaces and assemblies including vinyl, hard and soft metals, glass, and chrome. The mallet also reduces secondary damage and repair time. The impact is absorbed and dissipated within the Sorbothane material, eliminating hand jarring and harmful shock.

FENDERBENDER.COM/33036981

The MT03A Milliohm and Motor Tester Kit from Pico Technology is designed for fast and accurate earth-bond testing in compliance with UN ECE R100 regulations, meeting the needs of users in a wide range of industries, including automotive, off-highway, heavy duty, industrial, marine, rail, mining, heavy equipment, access machines, and renewable energy. It’s capable of measuring the resistance of all windings in a threephase motor in under a minute, producing precision results with available automatic temperature compensation. In addition, its minimum test current of 200 mA makes it well-suited for widespread usage evaluating fuel pumps, air-conditioning motors, regeneration pumps, blower motors, camshaft controls, EGR valves, turbo actuators, and more.

FENDERBENDER.COM/33037035

DIGITALLY TEST AND ADJUST HEADLAMPS

SPONSORED

The MLT 3000 from MAHA USA is a digital headlight alignment tester that is designed to perform testing and adjustment of vehicle headlamps. Irregularities in the MLT 3000’s installation area are corrected by electronic level compensation. A 7” touchscreen offers menu navigation and displays measurement values. The high dynamic range CMOS camera captures and digitizes the headlight projection. The thin Fresnel lens is made from material with an optimized refractive index for suppressing blue and red fringing to increase measurement accuracy significantly, while the large Fresnel lens helps position the tester in front of the headlights. An anodized heat deflection sheet prevents overheating as a result of direct sunlight.

FENDERBENDER.COM/33037040

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