Hammer & Dolly October 2016

October 2016 Volume 10, No. 10 $5.95

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CONTENTS October 2016 COVER STORY

BY JOEL GAUSTEN

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VOYAGE TO VEGAS: GETTING READY FOR SEMA 2016

The event of the year approaches.

MEMBER SPOTLIGHT BY CHLOE DURANTE 18 AUTO COLLISION SPECIALISTS, LLC

Hammer & Dolly checks in with an industry mainstay.

DEPARTMENTS 6

NATIONAL NEWS 22 I-CAR AND ASE ANNOUNCE NEW A new union aims to strengthen auto education.

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Editor’s Message JOEL GAUSTEN

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Executive Director’s Message JORDAN HENDLER

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WMABA Sponsorship Page

COLLABORATIVE EFFORT

TECHNICAL FEATURE BY LARRY MONTANEZ III, CDA AND JEFF LANGE, PE 24 WHY REPAIR PLANNING MUST INCLUDE Inside a much-needed industry procedure.

PRE-MEASURING & PRE-SCANNING

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Industry Pulse

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What’s WMABA Up To?

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WMABA Membership Application

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President’s Message MARK SCHAECH, JR.

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NATIONAL FEATURE BY CHLOE DURANTE 36 SCAN TOOLS AND TRAINING: Where to turn for the right information.

WHERE ARE OUR RESOURCES?

Calendar of Events

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WMABA Board of Directors

Advertisers’ Index

Member Spotlight photo (top left) by Lee Emmons Stock Images © www.istockphoto.com

October 2016

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CALENDAR OF

EVENTS

CLASS LISTINGS October 4, 2016 ADHESIVE BONDING Caton Auto Body, Laurel, MD ALUMINUM EXTERIOR PANEL REPAIR & REPLACEMENT Subway Auto Body, Gambrills, MD

October 5, 2016 ADVANCED STEERING & SUSPENSION SYSTEMS DAMAGE ANALYSIS N T Auto Body Inc., Alexandria, VA SQUEEZE-TYPE RESISTANCE SPOT WELDING Finish Masters (formerly Refinish Solutions), Springfield, VA ALTERNATIVE FUEL VEHICLE DAMAGE ANALYSIS & SAFETY Waldorf Toyota, Waldorf, MD

October 6, 2016 ALTERNATIVE FUEL VEHICLE DAMAGE ANALYSIS & SAFETY State Farm - Silver Spring, Silver Spring, MD CORROSION PROTECTION ACT- A Caliber Collision Center, Randallstown, MD REPLACEMENT OF STEEL UNITIZED STRUCTURES Criswell Collision Center, Annapolis, MD HAZARDOUS MATERIALS, PERSONAL SAFETY & REFINISH SAFETY Parrish Body Shop II Inc., Fredericksburg, VA October 11, 2016 VEHICLE TECHNOLOGY & TRENDS 2016 Jones Body Shop, Bel Air, MD

October 12, 2016 WELDED & ADHESIVELY BONDED PANEL REPLACEMENT Finish Masters (formerly Refinish Solutions), Springfield, VA

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October 13, 2016 ALUMINUM EXTERIOR PANEL REPAIR & REPLACEMENT Uni-Select USA, Baltimore, MD AUTOMOTIVE FOAMS Waldorf Toyota, Waldorf, MD SECTIONING OF STEEL UNITIZED STRUCTURES Criswell Collision Center, Annapolis, MD SQUEEZE-TYPE RESISTANCE SPOT WELDING State Farm - Silver Spring, Silver Spring, MD ALUMINUM EXTERIOR PANEL REPAIR & REPLACEMENT Huber Collision Center (formerly Rosner), Fredericksburg, VA

October 18, 2016 STEEL UNITIZED STRUCTURES TECHNOLOGIES & REPAIR Keystone – Linthicum, Linthicum, MD STEEL UNITIZED STRUCTURES TECHNOLOGIES & REPAIR Southern Collision Center, Chesapeake, VA

October 19, 2016 FULL-FRAME PARTIAL REPLACEMENT N T Auto Body Inc., Alexandria, VA AUTOMOTIVE FOAMS State Farm - Silver Spring, Silver Spring, MD October 20, 2016 VEHICLE TECHNOLOGY & TRENDS 2016 Criswell Collision Center, Annapolis, MD CORROSION PROTECTION Frederick Co. Career & Tech, Frederick, MD STEERING & SUSPENSION DAMAGE ANALYSIS Southern Collision Center, Chesapeake, VA October 25, 2016 STRUCTURAL STRAIGHTENING STEEL Southern Collision Center, Chesapeake, VA

November 1-4, 2016 SEMA 2016 Las Vegas Convention Center, Las Vegas, NV For more info, visit scrs.com/rde

November 1-2, 2016 COLLISION INDUSTRY CONFERENCE Westgate Las Vegas Resort & Casino, Las(CIC) Vegas, NV For more info, visit ciclink.com

October 26, 2016

AUTOMOTIVE FOAMS

Finish Masters (formerly Refinish Solutions), Springfield, VA

October 27, 2016 ADVANCED STEERING & SUSPENSION SYSTEMS DAMAGE ANALYSIS King Volkswagen, Gaithersburg, MD SQUEEZE-TYPE RESISTANCE SPOT WELDING Criswell Collision Center, Annapolis, MD REPLACEMENT OF STEEL UNITIZED STRUCTURES Southern Collision Center, Chesapeake, VA SQUEEZE-TYPE RESISTANCE SPOT WELDING Parrish Body Shop II Inc., Fredericksburg, VA

November 1, 2016 ALUMINUM EXTERIOR PANEL REPAIR & REPLACEMENT Southern Collision Center, Chesapeake, VA

November 2, 2016 STEERING & SUSPENSION DAMAGE ANALYSIS N T Auto Body Inc., Alexandria, VA STRUCTURAL STRAIGHTENING STEEL Finish Masters (formerly Refinish Solutions), Springfield, VA

November 3, 2016 ADHESIVE BONDING Parrish Body Shop II Inc., Fredericksburg, VA SECTIONING OF STEEL UNITIZED STRUCTURES Southern Collision Center, Chesapeake, VA ALUMINUM-INTENSIVE VEHICLE REPAIRS Criswell Collision Center, Annapolis, MD

November 8, 2016 ALUMINUM EXTERIOR PANEL REPAIR & REPLACEMENT Caton Auto Body, Laurel, MD REPLACEMENT OF STEEL UNITIZED STRUCTURES Subway Auto Body, Gambrills, MD

November 9, 2016 MEASURING State Farm - Silver Spring, Silver Spring, MD FULL-FRAME PARTIAL REPLACEMENT Frederick Co. Career & Tech, Frederick, MD FULL-FRAME PARTIAL REPLACEMENT Finish Masters (formerly Refinish Solutions), Springfield, VA November 10, 2016 ADVANCED STEERING & SUSPENSION SYSTEMS DAMAGE ANALYSIS Southern Collision Center, Chesapeake, VA PLASTIC & COMPOSITE REPAIR ACT- A Caliber Collision Center, Randallstown, MD STEEL UNITIZED STRUCTURES TECHNOLOGIES & REPAIR Criswell Collision Center, Annapolis, MD

November 15, 2016 MEASURING Waldorf Toyota, Waldorf, MD MEASURING Canby Motors Collision Repair, Aberdeen, MD COLLISION REPAIR FOR TOYOTA, LEXUS & SCION VEHICLES Keystone – Linthicum, Linthicum, MD STATIONARY GLASS Southern Collision Center, Chesapeake, VA

November 17, 2016 UNDERSTANDING THE CYCLE TIME PROCESS Uni-Select USA, Baltimore, MD MEASURING Criswell Collision Center, Annapolis, MD VEHICLE TECHNOLOGY & TRENDS 2016 Frederick Co. Career & Tech, Frederick, MD VEHICLE TECHNOLOGY & TRENDS 2016 Subway Auto Body, Gambrills, MD CORROSION PROTECTION Parrish Body Shop II Inc., Fredericksburg, VA STEEL UNITIZED STRUCTURES TECHNOLOGIES & REPAIR N T Auto Body Inc., Alexandria, VA

Industry training opportunities and don't-miss events.

November 22, 2016 VEHICLE TECHNOLOGY & TRENDS 2016 King Volkswagen, Gaithersburg, MD HAZARDOUS MATERIALS, PERSONAL SAFETY & REFINISH SAFETY Keystone – Linthicum, Linthicum, MD VEHICLE TECHNOLOGY & TRENDS 2016 Southern Collision Center, Chesapeake, VA

November 23, 2016 PLASTIC & COMPOSITE REPAIR Finish Masters (formerly Refinish Solutions), Springfield, VA

November 29, 2016 UNDERSTANDING THE CYCLE TIME PROCESS Southern Collision Center, Chesapeake, VA

www.i-car.com or (800) 422-7872 for info

October 2016

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Fitzgerald Lakeforest Hyundai 905 North Frederick Ave. Gaithersburg, MD 20879 Phone: 301-670-4881 Fax: 301-670-1595

Checkered Flag Hyundai 3033 Virginia Beach Blvd.

Virginia Beach, VA 23452 Phone: 757-687-3463 Fax: 757-687-3468 hyundai.checkeredflag.com

October 2016

Bob Bell Hyundai 7125 Ritchie Highway Glen Burnie, MD 20161 Phone: 410-689-3038 Fax: 410-766-1275 www.bobbellhyundai.com

October 2016

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Joel Gausten

EDITOR’S

(973) 600-9288 joel@grecopublishing.com

MESSAGE WHAT DO YOU LOVE? When I was a kid, my dad offered me some great advice: “Make a living doing something you love.” After nearly 20 years as a professional journalist, I can honestly say that this remains the perfect career for me. I still get a smile on my face when I get the hard copy of the latest issue of Hammer & Dolly and flip

WMABA OFFICERS PRESIDENT

VICE PRESIDENT

TREASURER SECRETARY

IMMEDIATE PAST PRESIDENT

Mark Schaech, Jr. mark@marksbodyshop.com 410-358-5155 Torchy Chandler torchy.chandler@gmail.com 410-309-2242 Barry Dorn bdorn@dornsbodyandpaint.com 804-746-3928 Phil Rice phil@ricewoods.com 540-846-6617 Don Beaver Dbeaver@antwerpenauto.com 443-539-4200 ext. 17061

BOARD OF DIRECTORS

Rodney Bolton (rbolton@aacps.org) 443-386-0066 Kevin Burt (kevinburt@walkermillcollision.com) 301-336-1140 RT Plate (rt@pcirepair.com) 703-929-8050

Barbara Chase (barbara@siskautobody.com) 301-855-5525 Ben Gibson (bgibson@harrisonbodyworks.com) 804-355-8151

ADMINISTRATION

EXECUTIVE DIRECTOR Jordan Hendler (jordanhendler@wmaba.com) 804-789-9649 WMABA CORPORATE OFFICE P.O. Box 3157 • Mechanicsville, VA 23116

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through the pages. But I can also honestly say that getting a magazine ready for the printers isn’t always fun. The publishing industry often requires long hours and heavy travel, and journalists in this field have dinner at their desks or in hotel rooms more often than they have it with their families. But ask anyone who covers this industry if they still get excited when they see a finished story in print or posted online, and you will most likely get an enthusiastic “yes.”

After all these years, I know better than anyone that this industry can drive you absolutely crazy from time to time. You’re worried about getting paid by insurers, stressed over making payroll this week and hurrying to get up to date on training and equipment (and that now includes advanced pre-and post-repair scan tools, folks). But at the end of the day, it’s very likely that you got into all of this because you absolutely, positively love cars.

Sure, your day is spent dealing with insurance appraisers and cycle times, but you’d still stop everything to check out a killer classic or custom car, right? Well, if you need a reminder of how downright awesome the automotive world still is, head over to SEMA in Las Vegas this November. In addition to being able to participate in a slew of engaging industry events and discussions (many of which are explored in this month’s issue), you’ll have a chance to see some of the most thrilling cars, accessories and products in the world. Believe me when I tell you that SEMA is like nothing else you’ve ever experienced.

And I promise that you’ll walk away from the Las Vegas Convention Center with a renewed passion for automobiles and your chosen career.

This is an incredibly frustrating industry, but it’s also an extraordinary ride. Even if Vegas is not in your schedule or budget this year, don’t allow the struggles of your workweek to take away your love for what you do. Always find time to simply enjoy the life you’ve built for yourself. Go to a car show. Wrap up that hobby custom paint job you’ve been meaning to finish. Introduce a young person to how cool it can be to make a beat-up car look as good as new. Do something in this industry that gives you joy. When you do, you might discover that all the headaches that come with the job really are worth it after all. H&D

October 2016

STAFF

PUBLISHER DIRECTOR OF SALES EDITORIAL DIRECTOR CREATIVE DIRECTOR EDITORIAL ASSISTANT OFFICE MANAGER

Thomas Greco thomas@grecopublishing.com

Alicia Figurelli alicia@grecopublishing.com

Joel Gausten joel@grecopublishing.com

Lea Velocci lea@grecopublishing.com

Chloe Durante chloe@grecopublishing.com

Donna Greco donna@grecopublishing.com

PUBLISHED BY TGP, Inc. 244 Chestnut St., Suite 202 Nutley, NJ 07110 973-667-6922 FAX 973-235-1963 Reproduction of any portions of this publication is specifically prohibited without written permission from the publisher. The opinions and ideas appearing in this magazine are not necessarily representations of TGP Inc. or of the Washington Metropolitan Auto Body Association (WMABA). Copyright © 2016 Thomas Greco Publishing, Inc.

October 2016

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EXECUTIVE DIRECTOR’S

MESSAGE

Jordan Hendler

(804) 789-9649 jordanhendler@wmaba.com

WE’RE NOT KIDDING, SCANNING IS THAT BIG OF A DEAL! LOCALLY, TOO! Last month’s issue, and this month again, have been almost entirely related to vehicle scanning. I said it was a hot topic then, too, but really, it is that way for a reason: safety and, thusly, liability.

We had a repairer in Maryland get into a debate just recently over the relevance of the charges for REQUIRED vehicle scanning on a Dodge vehicle that would fall under the FCA (Fiat-Chrysler) release from June 2016 stating as such. WMABA was brought into the mix and began a conversation with the upper-level area management. You’d probably be surprised to know this happens often with our association, though maybe not “too surprised.” Getting insurers to pay for required (note, not recommended) procedures is becoming more difficult.

When I brought the issue to upper management, they responded after a delay of several days that they had checked with two area Dodge dealer affiliated collision shops and they were not performing these scans, so therefore it was a non-issue. It struck me that this is a problem across the span of all manufacturer required operations. I didn’t want to shy the insurer away from the discussion, but was floored by the response.

Here is my response, sans the name of the insurer, with the hope that this helps to enlighten or spotlight what the breakdowns are in our industry - and with additional hopes of finding reasonable solutions:

Thank you for your response Admittedly, I to the inquirie am a little take s on this mat n aback by yo your method of ur response. I’m ter. research, by ta not lking to two ot position statem her shops, is va sure that ent from the m lid. Having a anufacturer th trumped by a emse loca without unders l opinion. Talking to the OEM lves could in no way be tanding that th -affiliated body e FCA (Fiat-Chr directly from the manufactu ysler-Dodge) st shop, rer are so new atements compliance ye that t, could possib ly yield the resu they may not have been in Alternatively, lt you received if they were gi . their mechani ven the positio cal operation n statement, th often, the “sca en they or model - would n central” in th certainly be pe eir business rforming the sc jeopardize thei ans in and out r position with so as not to the OEM nor with that. incur the legal liability going I included the message, releas global position that is direct ly from FCA in ed in June, that the first very specifica be tested, even lly states their without an M vehicles MUST IL. The liabilit authorize it, re y of not doing so sts upon the sa , or refusing to fety integrity of [WMABA Mem the vehicle po ber] is aware st-repair. of these statemen research and co ts, through thei nnection to ou r repair r association, the majority of as they happen our marketpla and sooner th ce. They unde complying with an rstand the grav the manufactu ity of not rer requiremen diagnostic rele vance to safety t when it com es to the syst Company shou ld also be well-i ems. This is something that XX Insurance ntentioned to their customer comply with fo . r the benefit of In addition to you would cons the regional person you’ve in ider reaching out to a nationa dicated for FCA, I hope that organization an l contact with d FCA as to th bo e position XX have on this m Insurance Com th your atter, as it is of pany should the utmost im lives placed ba portance to th ck in that truc e safety of the k.

I have corporat e co nt acts with FCA, forward to the if you would ne product of your ed them. We lo continued rese in any way we ok arch, and are can. happy to assist

So, what do you think? I’d just love to get your feedback and thoughts about this! H&D

Check the WMABA website and newsletters for regular updates and reports from the Executive Director’s perspective.

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October 2016

THANKS

YOU WMABA thanks their generous supporters of the

LEVEL 1

Corporate Sponsor Program for 2016!

We encourage YOUR SUPPORT of those who SUPPORT US! For more information about the sponsorship program, please contact Executive Director Jordan Hendler at (804) 789-9649 or email jordanhendler@wmaba.com

www.wmaba.com

LEVEL 2 Automotive Training Institute Certified Automotive Parts Association FinishMaster Mid-Atlantic Paint & Supply National Coatings and Supplies WheelsOnsite

October 2016

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INDUSTRY PULSE

©istockphoto.com/art12321r

DEAR HAMMER & DOLLY: You may have noticed that I have been on a short sabbatical from my rants and tirades.

Maybe it was due to feeling burnt out; maybe it was the result of frustration. I might even go as far as to say I just don't care anymore or they've won; however, that is not the case and never will be.

I love this industry. It's been good to my family and me for many years, but my previously stated sentiments are probably held by a large majority of those in the trenches every day. As many of you may know, WMABA has been in Annapolis for the last couple of years trying to get some consumer protection laws passed. These things aimed to prevent the insurance companies from further lining their pockets at the expense of shops and consumers by installing (in many cases) substandard, imitation or counterfeit parts or refusing required repair procedures (especially on new vehicles that may have their warranties affected by their use).

Well, we didn't get any laws passed; as a matter of fact, it never made it out of committee – meaning it never

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October 2016

even reached the floor for a vote. Do you know why? It's because the insurance industry and their lobbyists have deeper pockets Don Beaver than we do.

In the political arena, whoever can write the biggest check usually wins; however, not all is lost. As an industry, we need to do a better job of educating our customers. We need to somehow convey, in the simplest terms, the repercussions that certain practices may have on their vehicles’ value and safety.

Sometimes we just need to say, “NO!” Not only are estimates being written using the cheapest part available (sometimes sourced from vendors many states away), but we are told that if it's available, that's all the insurers will pay. We’re being made to price match or absorb the difference. What do you think this does to your cycle time, quality of repair and – ultimately – your reputation? I've always been of the mindset that it takes months or even years to build something, but you can burn it to the ground in less than 10 minutes.

Once we have lost our customers’ trust, it's very difficult to get it back. We obviously cannot fight these issues with checkbooks, but we can fight back with knowledge.

I task each and every one of you to educate yourselves, your technicians and your customers on how and why a vehicle needs to be repaired. Train, train, train! The cost of training technicians is daunting, but not training them can and will cost you even more.

With today's vehicles becoming more and more complex with exotic metals, crash avoidance systems, cruise and lane-keeping features and (most obviously) crash management, the failure on our part to properly and completely repair these vehicles is going to cost lives. “That's how we always did it” is a philosophy that’s dead and gone. If you allow this to continue in your shop, you need not complain – you are part of the problem and not part of the solution.

Sincerely, Don Beaver Collision Center Manager Antwerpen Collision Center Annapolis, MD

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October 2016

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MEMBER

SPOTLIGHT AUTO COLLISION SPECIALISTS, LLC. For Chuck Scilipote of Auto Collision Specialists (ACS) in Reisterstown, MD, staying in business for 36 years has required a lot of work and flexibility. From writing estimates to fixing cars to making deliveries, he has done it all. What started out as an individual enterprise has now blossomed into a lucrative business that employees 17 people.

From a very young age, Scilipote was destined to be in the auto industry.

“When I was 12 years old, I started helping my stepfather with body work – side projects on the evenings and weekends, [including] sanding cars and prepping for painting,” he recalls. “My first overall paint job was at 16 years old. I liked it because it was very rewarding to make something that was smashed up look brand new again.”

Thankfully, Scilipote has been able to pass down that sense of accomplishment to his sons Charles, Daniel and Andrew, who – to no

one’s surprise – work for him at ACS. “Working with them is the main reason I love going to work every single day. I get to be with my kids.”

With his son Daniel working as an Elite Mercedes-Benz certified welder, Scilipote is able to offer specialized care to those customers.

Having this highest level of certification is a huge selling point for ACS, especially with Charles and Andrew managing the paint shop to maximize quality and efficiency.

“Being Mercedes Certified gives us a huge advantage, since they pretty much invent all of the technology that then trickles down to other car manufacturers. I’m lucky to see new technology earlier than most.”

Surprisingly, ACS is able to service anywhere from 90 to 100 cars a month and pull in approximately $3.1 million a year – with only one paint booth! Because the staff is non-commission, employees at ACS are able to focus solely on the customers’ needs rather than worrying about the number of cars being serviced.

“When we negotiate the repair with the insurance company with the customer’s best interest, we gain [our customers’] trust; that is how we build our clientele. We’re not a DRP shop, so we are fixing the cars based on the customers’ needs. Surprisingly, that’s a challenge. We’re forced to waste time ordering aftermarket parts that we know we aren’t going to end up using, but we have to buy them and then return them. Insurance companies don’t exactly advertise the fact that they will only pay for aftermarket parts. It’s impossible to please everyone, so we choose to please the customers.”

While the staff at ACS is committed to staying loyal to their customers, Scilipote admits that finding qualified help has been quite a challenge over the past few years.

“I’ve been forced to re-hire people because the pool of technicians I have to choose from isn’t ideal. Sometimes this can cause tension, but it’s important to hire repairers who can get the job done correctly.”

WMABA mainstay Chuck Scilipote helms one of the area’s most thriving businesses.

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October 2016

Stories from the WMABA community.

BY CHLOE DURANTE Photos: Lee Emmons

In addition to hiring only the most qualified technicians, ACS is able to sustain its success by staying up to date on everything that is going on within the industry, including all the high-tech electronics that are now being put on all cars.

“We really are just at the beginning stages of new manufacturer procedures and position statements. Even manufacturers like Hyundai have collision avoidance systems – it’s not just the fancy cars anymore. I tell all my guys to be cautious and take their time because these things are on every car now.”

Even with decades of experience under his belt, Scilipote admits to struggling with these changes from time to time. Thankfully, being a member of WMABA gives him solace in knowing he has somewhere to turn.

“I’m part of this organization because I know how much those guys care. They are fighting the insurance industry, which is really impossible.

There needs to be some policies set in place to help everyone run smoother businesses.”

After nearly four decades in business, Chuck Scilipote is sure to continue to thrive in this industry with WMABA at his side.

For more information on ACS, please visit www.acs-md.com.

H&D

Professionalism and advanced equipment define Auto Collision Specialists, LLC’s success.

October 2016

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Banding together for a better industry.

NATIONAL

BY JOEL GAUSTEN

NEWS I-CAR AND ASE ANNOUNCE NEW

COLLABORATIVE EFFORT

ASE President & CEO Tim Zilke (left) and I-CAR CEO & President John Van Alstyne announce their organizations’ new joint effort during the Collision Industry Conference in Anaheim.

I-CAR (the Inter-Industry Conference on Auto Collision Repair) and ASE (the National Institute for Automotive Service Excellence) have announced a collaboration that aligns and builds on I-CAR’s training and curriculum plus ASE’s testing and certification program.

I-CAR and ASE have been working closely for more than a year and a half on a set of high-impact joint initiatives for the benefit of technicians, students, schools and the industry.

I-CAR CEO & President John Van Alstyne and ASE President & CEO Tim Zilke made the announcement at the August 10 Collision Industry Conference meeting at the Anaheim Marriott Convention Center.

The organizations worked to collaborate to better recognize investments made in I-CAR training, related industry work experience and ASE certification testing accomplishments. To that end, ASE will now recognize I-CAR ProLevel 2 or 3 Platinum status to satisfy the requirements for ASE collision repair and refinish work experience.

I-CAR will now grant two credit hours toward Platinum annual training requirements for technicians who hold an ASE Collision Repair certification.

This collaboration will eliminate redundancy for technicians who seek to earn both designations, reduce the total training time and lower the time required to earn those designations.

A second important need for the organizations was to better collaborate in relation to curriculum and accreditation for career technical school collision repair programs. The collision repair industry defines training standards for these programs through NATEF (the National Automotive Technicians Education Foundation), which accredits those programs that meet the standards. In 2012, I-CAR launched the

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October 2016

Professional Education Program - Education Edition (PDP-EE) to align the collision repair training delivered by schools with the training I-CAR provides every day to the rest of the industry.

A careful review by both organizations confirmed that I-CAR’s Professional Development Program - Education Edition curriculum aligns with NATEF’s Collision Repair and Refinishing Standards task list.

The newly updated “Official I-CAR CTE Curriculum Crosswalk to the NATEF Collision Repair and Refinishing Standards task list” documents this alignment, and the Crosswalk will be available from both I-CAR and NATEF. With this collaboration between I-CAR and NATEF, schools that are using (or wish to use) the PDP-EE curriculum will find it easier to match the NATEF task list. This will benefit collision repair and refinishing programs, instructors and students. It will improve these programs and encourage them to use the I-CAR PDP-EE ProLevel 1 curriculum and become NATEF-accredited.

Students will now be able to graduate from NATEF-accredited programs with I-CAR’s Platinum recognition and the ASE

Collision Repair and Refinishing Student Certifications.

“It’s important to know that through these collaborations, one doesn’t replace the other,” said Van Alstyne. “Rather, I-CAR and ASE programs work together synergistically.”

Zilke added, “The combination of I-CAR training, NATEF program accreditation and ASE certification bring our industry full circle for finding and creating world-class collision repair and refinishing technicians.”

Additionally, I-CAR is offering training classes at the ASE Industry Education Alliance Instructor Training Conference every year and will present the first-ever I-CAR Collision Repair/Refinishing Technician of the Year Award at the ASE Fall Board Meeting.

This partnership approach to aligning and building training and curriculum will help advance the role of education and knowledge across the collision repair industry, and elevate the impact of recognition for technicians who have earned both I-CAR and ASE designations. H&D (Source: I-CAR/ASE press release)

October 2016

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TECHNICAL

FEATURE WHY REPAIR PLANNING MUST INCLUDE PRE-MEASURING & PRE-SCANNING

We are all well aware that we’re currently living in an age of electronic gadgets, security cameras and mobile social media. We are seeing more and more vehicles that have the futuristic devices we saw in sci-fi movies only a few years ago. But in many respects, some in the very industry in charge of repairing collision-damaged vehicles may not be prepared for them.

Vehicles constructed from advanced steels, aluminum, plastics, composites and carbon fiber are here, and they have some very advanced computerized systems installed in them. The industry – which includes shop owners, managers, damage assessors, technicians, insurance personnel and even the car owner – is being surprised daily by what vehicles can actually do and perform all by themselves. The European/Tesla Certified Collision Repair Facilities (CCRF) and mechanical repair side of the automobile world have been accustomed to checking vehicle computer systems for faults and relearning procedures for the past 10 to 20 years, and the CCRFs are also accustomed to pre-measuring a vehicle to ensure the structure is within specifications. These operations are generally outlined in the “Repairs and Inspections Required After a Collision” section of the body repair manual.

The two most important things a repair facility can do prior to starting the repairs to the vehicle are pre-measure and pre-scan.

Pre-measuring is a must to accurately determine if the vehicle sustained any structural damage. A pre-scan of the vehicle’s systems must also be performed to determine any and all malfunctions. Slight structural misalignment and the malfunction of computerized systems cannot be visually seen and require assistance from specific equipment. A large percentage of American collision repair facilities are under-tooled, under-equipped and under-trained to diagnose the variety of computer/electronically controlled systems in late-model vehicles and (in some cases) cannot accurately measure

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the vehicle structure. Many shop estimators/technicians and insurance personnel assume that if there is no MIL illuminated, then the electrical systems must be working properly. They also commonly believe that if there is no visible misalignment to the outer panels, then the structure is in alignment. This is not only incorrect, but inherently dangerous and potentially costly to the shops and insurers.

Over the past 15 years, many of the European original equipment manufacturers (OEMs) and Tesla have formed Certified Collision Repair Facilities (CCRFs) to ensure that their program facilities are not only trained to repair their vehicles correctly (and use all OEM procedures, materials and replacement components), but can also give the best customer support to protect the name brand. These programs require the CCRFs to access the OEM repair information for each and every vehicle on each repair order. Many of the paint manufacturers conduct estimating training classes that use catchphrases like “blueprinting,” “x-ray,” “precosting” or “complete teardown.” We have attended many of those courses and have found the information to be valuable; the only issue we have found is that none of the programs mention the process of premeasuring or structural diagnosis.

We use the term “triage” to describe the process of diagnosing, which ensures the accurate inspection of the components and determines which components have and have not sustained damage from a collision event. As with any inspection, we must visually look over the vehicle first. Some premeasuring quick checks with a tape measure and/or tram gauge will assist you in discovering if any misalignment is present. If misalignment is found, the vehicle should then be pre-measured with three-dimensional electronic measuring equipment. Conversely, no matter how thorough your inspection of the sustained damage is, you will never uncover if there are any issues with the

computer controlled electronic systems. For that diagnosis, you will require a computerized scanner. That would be the second most important step in the triage procedures.

There are many code readers and scanners on the market that will just read codes. Some can perform some resets, and a few can basically do whatever the dealer can do with their software programs. Prescanning is the process to determine if all systems are operating properly, if any malfunctions are present or if there are open systems (shorts). Remember, there will most likely not be an MIL illuminated to let you know there is an issue.

But you may be asking, “Why would I need to perform a pre-scan on collisiondamaged vehicles in my shop?” We all need to remember that today’s advanced automobiles are equipped with multiple computer-controlled systems that oversee a variety of safety, convenience, entertainment and autonomous systems that all require periodical maintenance and updates as part of their normal operation. In the event of a collision, a system(s) may have gone into a limp mode (and now don’t operate properly), shut down or froze. What happens when your laptop or mobile device freezes? They generally require a restart. Vehicles are really no different.

Remember that applied collision impact forces can generate a great amount of Gforce upon a vehicle. Additionally, most collisions occur between 20mph and 30mph.

In some collisions, the modules (computers) are directly impacted (or power is cut off to a module by the wire harness being fractured) during the collision event. Once the vehicle arrives at your repair facility, your damage assessor or technician will need to visually inspect the vehicle, determine if premeasuring is required and then scan it to see if any faults are present. The job file will be noted if structural damage is present and which electronic systems are inoperative.

The real deal on a hot topic.

BY LARRY MONTANEZ III, CDA & JEFF LANGE, PE Additionally, a review of the OEM repair procedures will assist your technician/damage assessor in knowing which systems will require relearning, resetting or re-initialization after the repairs are completed. Another thing that insurers and repairers need to remember and understand is that during the repair process, the vehicle is obviously disassembled.

Although the battery will be disconnected and reconnected many times, many systems that were disconnected (unplugged) may set fault codes. There is no automatic reset or the socalled mythical “sleep mode.” This is the main reason vehicles must be post-scanned or even sent to the dealer for scanning. In many cases, post-scanning is even more important than pre-scanning. Post-scanning ensures the vehicle systems are operating properly and that systems that require aiming are aligned correctly.

Many systems in the vehicle require some sort of re-aiming or re-learning after they have been removed and reinstalled/replaced (or if the battery was disconnected for a certain period of time). What is unknown to most technicians, insurance company personnel and even the vehicle owner is that many vehicles hold diagnostic trouble codes (DTCs), commonly referred to as fault codes, and many late-model vehicles hold history codes (issues from the past). In many cases, they may or may not illuminate an MIL. Repair facilities must have the equipment and ability to read these codes to determine if they are a result of the collision event or an operational issue prior to the accident.

If post-scans are not performed, collision repair facilities may be unaware of any symptoms or inoperative functions and ultimately deliver an unsafe vehicle. Symptoms will sometimes be noticed by the consumer while operating the vehicle; in a worst-case scenario, the vehicle system doesn’t operate properly and is involved in a subsequent collision event. Many times, the issue with not pre- and post-scanning is exacerbated by the damage assessors’ and technicians’ training on how these electronic systems operate and what checks need to be performed after a collision event. This lack of education on this topic leads to confusion, frustration and (in some cases) extra expenses for all parties involved. Here are two examples of why you must pre- and post-scan the vehicle, and these

are the two most popular (yet most unknown) issues:

Many OEMs require the reweighing of the passenger seat Occupant Weight System (OWS) for the passenger airbag discriminatory system. Generally, an MIL will not illuminate. This requirement is based generally on the following four scenarios: 1. The vehicle was involved in a collision event.

2. The passenger seat components were replaced.

3. The OWS bladder/sensors were replaced.

4. The seat was removed or the seat bolts were loosened.

Almost every OEM with a guided backup camera (with the guidance lines that move as you turn the steering wheel) requires the camera to be aligned with the steering angle sensor. Since the backup camera is attached to the decklid/trunk, tailgate or hatch, if they are removed and

installed (R&I) or replaced, the vehicle must have the camera aligned with the steering angle sensor.

These are just two examples, but how many more are there that you don’t know about? Please remember that checking with OEM repair procedures will allow the damage assessors and insurance adjusters to not only know what needs to be done to the vehicle during repairs, but also what is required after the repairs are complete. Pre-measuring will ensure the structure is within specifications, the steering and suspension components have not sustained damage and the suspension can be aligned. Pre-scanning ensures that any inoperative systems are noted and addressed.

Technicians and insurance adjusters must understand that there will be no so-called “idiot light,” “malfunction lamp” or “warning lamp” illuminated for every system on late-model vehicles. If certain systems (such as precrash/accident avoidance, distance cruise control, backup cameras and lane departure

continued on page 48

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COVER STORY VOYAGE TO VEGAS:

Getting Ready for SEMA 2016

The Future of OEM Technology

If you’ve ever wanted to travel to Las Vegas to attend the SEMA Show, you can’t pick a better time to go than this year.

Held November 1-4 at the Las Vegas Convention Center, SEMA 2016 will feature the return of the Society of Collision Repair Specialists’ (SCRS) Repairer Driven Education series as well as the latest installment of the OEM Collision Repair Technology Summit. Add that to hundreds of the industry’s most popular vendors, more classic cars than you can see in one trip and 120,000 or so other automotive enthusiasts in one location, and you have a trip you will never forget.

It is not a stretch to suggest that we are living in the most technologically advanced age in automotive history. At this year’s SEMA, body shop owners and technicians have a rare opportunity to get their questions and concerns addressed directly by OEM representatives during SCRS’ OEM Collision Repair Technology Summit on November 3. The all-day event will focus on emerging trends in vehicle construction and technology and how those aspects influence vehicle repairability.

The program is designed to put SEMA Show attendees in a room with innovators in automotive structural design and technology, providing one of the most unique networking and learning opportunities available to the collision repair industry. Attendees can register to attend three different segments that can be selected individually or collectively as part of the RDE Full Series Pass. A complete rundown of the day’s sessions is available at tinyurl.com/htz9jb4.

Unlike a number of other industry forums, the OEM Summit is an event that has been created by repairers, for repairers. In addition to allowing OEMs to elaborate on their various position statements and training endeavors, the Summit panels will be conducted without direct insurer influence or participation. As a result, the conversations held throughout the day will focus solely on repairers’ thoughts and needs as they adapt to a changing profession.

“The Summit attracts very high-level speakers who have a lot of inside knowledge about where the industry’s going and how it’s developing, and they are able to bring that to the collision repairer level and give [attendees] insight into how these changes in the automotive

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world are all going to play a role in what we do in the collision repair field,” offers SCRS Executive Director Aaron Schulenburg.

Not surprisingly, a major focus of the Summit will be the growing need for pre- and post-repair scanning during the repair process. The first session of the day, “Restoring Vehicle Functionality through Electronic Technology and Diagnostics,” will feature two distinguished panels. The first will be comprised of automakers with documented positions outlining the necessity to perform pre- and post-repair scans as part of the repair process. The conversation will cover the technological developments that are precipitating the need for a more systematic approach to identifying, documenting and correcting Diagnostic Trouble Codes. The second panel will feature diagnostic equipment and service providers that have developed technological solutions for the industry. The conversation will identify the mechanisms available to the collision repair community and address unique challenges associated with each.

“Obviously, [diagnostics] is a big focus in a lot of different areas, and part of that has emerged from the conversations that we’ve had in previous iterations of the OEM Collision Repair Technology Summit,” explains Schulenburg. “A lot of those previous sessions brought some of those issues to light for the industry and helped raise the prominence of this issue in the way you see it today. But one of our objectives is to dig a bit deeper into them – the whys and the hows for the shop. We’ve heard a lot on other panels about why and when it’s necessary, but how a shop accomplishes it is another piece of the conversation that we want to tackle as well. We want people to walk away from a session like this with more answers than questions so that they put the information they get to use at their shop.”

Doug Kelly, CEO of Collision Diagnostic Services (best known as the company behind the much-discussed asTech interface), will serve as a panelist during this session and hopes to help attendees become more educated on how changing technologies are driving evolutions in the marketplace and in industry training.

“We in the collision industry really aren’t controlling the timeline on

Inside an exciting week.

BY JOEL GAUSTEN

The Industry’s Largest Forum

In addition to taking in SCRS’ various events and the nonstop action on the Show floor, SEMA attendees will also have an opportunity to experience the final Collision Industry Conference (CIC) of 2016. According to its website (ciclink.com), CIC is a forum comprised of “participants from all industry segments for the expressed purpose of discussing and exploring the issues that occur among them. Through discussion and research during meetings and extensive interim committee work, CIC attempts to form a consensus on various issues, aware that all such findings are nonbinding and voluntarily accepted.”

Like all CIC meetings, the November 1-2 gathering at the Westgate Las Vegas Resort & Casino will be open to all interested individuals of all segments of the industry - repairers, insurers, paint and material companies, equipment and vehicle manufacturers, data providers, representatives of trade associations and anyone with an interest in creating a more professional industry. More information on the November CIC (including registration options) is available at ciclink.net.

this; it’s [the] vehicle we’re working on [that] is changing right out from underneath us,” he offers. “As this subject becomes more and more mainstream, and as more and more people express interest in learning [about it], the answers become much more specific and impactful. We move from the headlines into the copy. My expectation at SEMA would be that audience members will get a better understanding as to the specific requirements and/or needs for this operation. Even if they don’t have the complete answers, it will move beyond the bumper stickers and get more into the meat of the issue.”

For Nissan representative and OEM Summit panelist Justin Miller, being a part of this year’s discussions will allow him to shed light on his company’s position statements on a variety of topics including scanning.

“We want our vehicles out there repaired the right way, obviously; all the OEMs do. It’s a customer retention piece. If somebody goes and gets their Nissan repaired and it’s not post-scanned and they have a comeback at that shop, it reflects badly on all parties – the body shop, the insurance company and us. Unfortunately, that customer then blames the manufacturer and says, ‘This Nissan’s never going to be right again. I’m going to go buy a Toyota.’”

If you are attending the Summit, Miller recommends that you check out oem1stop.com and collision.nissanusa.com to familiarize yourself with Nissan’s philosophy and approach.

“Throughout the rest of this year and I imagine into next year, we’re going to try to push to make all of this information as accessible as possible to repair facilities so that they can ensure they’re doing it the right way.”

Doing things the right away is also of the utmost concern to Audi Collision Repair Training Instructor Shawn Hart, who will serve as a panelist for “Meet the Trainer,” a candid discussion with individuals responsible for manufacturer training and curriculum development.

“There are a lot of shops out there that want to do it right and are not sure where to go, who to turn to or who to contact. This just gives us that platform to be able to get up there and say, ‘We want you to do it right. Here is what the information is, here’s how you get into [Audi’s

certified] program and here is the training that we offer.’”

In Hart’s mind, being a part of the Summit will enable Audi to share their future plans to the widest possible audience.

“We have a goal set for 2020 to sell 300,000 cars. We hit the 200,000 mark last year, which wasn’t supposed to be done until around 2018. We’re a couple of years ahead of the goal, so we’re looking at all of the different aspects of what the dealer is going to need to have in place to make sure they can service our customers, and the body shop is a part of that as well. We’re looking at how many shops we’re going to have to add to the program, and how many techs and stalls will be needed.”

During “Advanced Vehicle Materials, Construction and Repair Considerations,” Mark Voss of General Motors Co. will lead an exploratory discussion on the role composites will play in advanced vehicle construction. The presentation will explore current and future use cases of advanced composite materials, the process and advantages the materials present to automakers, how they are and can be used and repair considerations for these items. This session will also include a separate presentation from Frank V. Billotto of Dow Automotive Systems, who will discuss “Trends in Vehicle Body Design and Assembly.”

The 2016 OEM Collision Repair Technology Summit is currently made possible with support from PPG Automotive Refinish, Audatex, AkzoNobel, Capital One, CCC Information Services, Inc. and BASF. Schulenburg is grateful for their invaluable assistance.

“All of these companies have expressed to us that education in the industry is a priority and important to them at their core levels. That means a lot to us at SCRS, and it should mean a lot to the industry as well. I think there’s a lot of people who choose to do business with companies not just because of the services they have and the products they offer, but also because of their level of involvement, engagement and support of the industry.”

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SEMA COVER STORY

The Best Party in Vegas

As anyone who’s ever been there already knows, Las Vegas offers more opportunities to party than probably anywhere else in America. For many SEMA attendees, SCRS’ annual (and now quite legendary) RDE Sky Villa After-party is the ideal setting for a fun night out towards the end of the Show. Held the evening of November 3, the private industry affair is hosted in one of the most opulent settings in the entire country – the famed 30th floor of the Westgate Hotel. Once used by celebrities ranging from Elvis Presley to Michael Jackson, the spot will provide industry members from around the globe an unforgettable setting as they celebrate the conclusion of another fantastic SEMA Show experience.

“SEMA is a long week; there’s a lot of stuff going on,” Schulenburg says. “What the After-party does is pull everybody together at the end when you’re full of energy and full of ideas and have gone through it all. The space is epic and the party is fun, but my favorite part is that we have the industry under one roof together and letting their hair down. It’s those networking opportunities that I think really make the Afterparty remarkable.”

Join Us – and Bring a Friend!

With only a few weeks to go before SEMA hits Vegas, now is the time to make your final arrangements to get yourself to the biggest automotive event of the year. While the RDE Series and OEM Summit offer a full slate of activities during SEMA, Schulenburg encourages attendees to also schedule some time to explore the SEMA floor.

“There are a variety of options and solutions at SEMA aside from the education. The classes are phenomenal and everyone should be participating in them, but there’s also a lot of volume from the exhibitors. If you don’t schedule time for the Show floor, I think you’re going to be pulled away from other things that you want to do because it’s going to draw you in.”

Above all, Schulenburg hopes that everyone who plans to attend SEMA will encourage at least one industry friend to do the same.

“I hope everybody who’s reading this is thinking, ‘I’m going to be there because it’s going to make a difference to my business.’ A better-educated, better-inspired industry makes the marketplace stronger. If there’s one thing that I could say to encourage any shop that says, ‘What can I do to do my part in all of this?’ it would be to reach out and extend that encouragement to your neighbors, take your competitors and turn them into colleagues and get them to SEMA so that they can learn the same way you do. If everybody did that, I think this industry would be much stronger to show for it.”

A complete list of RDE classes and SCRS-related SEMA events (as well as registration information) is available at scrs.com/rde. H&D

Executive Director’s Thoughts

SEMA and SCRS’ RDE program are the pinnacle of industry trade and education offerings. Everyone who goes says they should have gone before. If you haven’t been there in a while, then now is definitely the time to come again! This is the way to regroup, reenergize and refocus efforts within your business by seeing and learning.

Make your way there!

- Jordan Hendler

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NATIONAL FEATURE

SCAN TOOLS

AND TRAINING:

WHERE ARE OUR RESOURCES? Now that we’re all clear on the importance of pre- and post-repair scanning (and if you’re not, keep reading Hammer & Dolly for ongoing coverage and discussions), it’s time to raise an even more pressing question: How do shops get their repairers properly trained on operating and interpreting highly advanced scan tools? If a local shop is totally new to pre- and postrepair scanning and is not familiar with using diagnostic scanners, where are the resources for general diagnostic information and training?

According to Mike Anderson of Collision Advice, accessing the OEM repair information is step number one.

“First and foremost, shops need to research the OEM repair information based off the VIN of the vehicle before doing anything.

It’s not just about scanning the vehicle.

Technicians have to refer to the OEM repair manuals because they don’t know what they don’t know, right? Just looking up this information that is readily available online is the first step to educating themselves…They can’t assume that because they fixed 10 of these vehicles in one lifetime that they are all the same. They are all going to be different based on what collision avoidance systems they have installed at the time of purchase. The proper procedures are listed right there in black and white! Some involve scanning, and some don’t.”

October 2016 36

When shops neglect to take this vital step in the right direction, repairs can go awry. For example, Volkswagen has a feature called pinch protection (as many other manufacturers do) similar to an elevator door stopping when it senses something in its path. Volkswagen’s repair information says that if the door has to be replaced, the window must be run up and down twice in order to re-initialize the pinch protection. However, a procedure as simple as running the window up and down is too often overlooked. So when a young mom gets her car back from the shop and her four-year-old son gets his hand stuck in the window the following day, who do you think she is going to blame?

“There is a variety of things that need to be done on vehicles pre- and post- repair – not just scanning, but recalibrating and reinitialization,” offers Anderson. “This is a common misconception. Just plugging a scanner into a vehicle and clearing all the fault codes is not protocol, nor is it safe for drivers.”

Anderson recalls another example of a repair being done incorrectly due to lack of simple research.

“A shop replaced a Toyota grille emblem, and the repair information stated it had to be clear in color so that the cruise control could get a good signal through it. But the tech did not read the OEM repair information before

replacing the emblem. Because of this, the cruise control system didn’t work, and I had to use a scan tool to check the fault codes.”

Whether it be a windshield replacement on a Toyota Camry, a Honda Civic or Chrysler Pacifica, the OEM repair information must be referenced before a repair. Vehicles are now so sophisticated that some encompass over 200 computers. Not only can technicians access OEM repair information, but many manufacturers publish position statements (many of which can be found at oem1stop.com) on various repair procedures – including scanning. However, most of these position statements highly recommend only using the OEM’s factory scan tool. For example, Honda’s position statement from this past June stated the following: The recommended way to accurately determine the post-collision status of all Honda and Acura vehicle electronic control systems is with the i-HDS. If shops do decide to purchase the i-HDS Diagnostic Software and Interface Hardware, how do they get properly trained on using it?

According to Chris Tobie, collision business specialist of American Honda, “Using a scan tool to read DTCs is pretty straightforward and a matter of following

Insights and learning opportunities.

BY CHLOE DURANTE

First and foremost, shops need to research the OEM repair information based off the VIN of the vehicle before doing anything. It’s not just about scanning the vehicle. - Mike Anderson,

Thankfully, I-CAR has decided to address the confusion and provide shops with the answers they so desperately need.

“We held an I-CAR Repairability Summit at NACE this year with a number of vehicle makers, collision repair facilities, insurers, scan

tool manufacturers and other subject matter experts,” says I-CAR Director of Industry Technical Relations Jason Bartanen. “What we did during that meeting was try to land on some definitions. There is a lot of confusion in the industry with regards to scanning and

Collision Advice on-screen prompts. But if training is needed, all of the same online technical training that we provide to Honda and Acura dealers can be purchased and downloaded from Helm Incorporated [HELMInc.com]. There’s a link to their website on the Honda Independent Repair/ServiceExpress website [techinfo.honda.com]. Just click on ‘Training Information.’ However, very few shops take advantage of this available training. Except for the user guides, training is not included with the software and vehicle communication interface device purchases. We already are planning to create an online training course on driver support systems calibration as part of our HON collision repair training series delivered by I-CAR. A second online HON course about pre- and post-repair scanning is also under consideration. However, development of this training will take some time.”

Although reading and interpreting codes may seem fairly simple to most, not everyone in this industry is exactly up to speed with the concept of pre- and post-repair scanning and may require more training than others. Local shops that repair all makes and models don’t always know where to turn for general information. Yes, the OEM repair manuals provide answers and procedures for specific cars, but sometimes that isn’t enough.

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NATIONAL FEATURE

calibration. We really want to focus on the prescan being a vital step in the damage analysis and blueprinting process. It provides a complete picture of what we’re working with. In addition, we want to create a best-practice document that is published by I-CAR and was developed and vetted by the inter-industry as we bring in all the stakeholders and subject matter experts to have the discussion.”

In addition to the upcoming scanning and calibration courses, I-CAR’s Repairability Technical Support Portal (rts.i-car.com) is currently available to over 100,000 collision repair professionals. It offers thousands of pages of OEM information and will soon include diagnostic and calibration information and requirements.

During the most recent NACE in Anaheim, Anderson conducted a panel (available as a video at tinyurl.com/z6qezbe courtesy of Repairer Driven News) in which OEM representatives discussed diagnostics in collision repair. In addition to Tobie, Brian Wayne of Chrysler was a member of this panel and also showed his support for offering proper diagnostic training to technicians.

“We want to change the way the game is played. We have come up with a certified

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program to help give shops the tools, equipment and training to repair these vehicles safely.”

In addition to Honda, Nissan and Chrysler, Toyota will also be incorporating scanning and calibrating in their training curriculum in the near future.

Because no vehicle or manufacturer is remotely the same, OEMs recommend only using their factory scan tools to avoid certain fault codes being misread or missed altogether. So what do the local shops do? Do they go out and purchase nine different OEM scanners to ensure accuracy? Do they go out and purchase one aftermarket scan tool and hope for the best?

“I don’t want to sit here and say all aftermarket scan tools are bad because I haven’t used them all,” says Anderson. “But I will say that I have personally scanned vehicles with OEM factory scan tools that other repairers scanned previously with aftermarket scan tools, and I found things that the aftermarket missed. In my mind – because we’re talking about people’s lives being at stake here – I don’t recommend using a scan tool

that may or may not find everything. But when I use an OEM scan tool, like i-HDS or the Nissan Consult III Plus, I have complete confidence that it will absolutely identify everything for me since it is based on the actual manufacturer of that particular vehicle.”

So if purchasing an aftermarket scanner is off the table for repair experts and buying several different OEM scanners is also inconceivable, what do repairers do? Anderson believes AsTech has the answer. AsTech essentially works as an extension cord that connects to Dallas, TX (their headquarters), where they have access to OEM scan tools onsite. The AsTech is an interface connecting repairers to information from certified technicians. The product interprets the fault codes for the shops and researches the solution for the repair. AsTech seems like the answer to collision repairers’ prayers, but (once again) is it that simple? The various OEM panelists at NACE certainly seemed to think so.

“AsTech has a great option for shops,” said Chrysler’s Wayne. “Working with eight or nine different scanners is crazy – we get that. But if you can use an interface with access to all the OEM tools, you have the advantage of knowing you are getting an accurate, quality scan.”

According to Jake Rodenroth, AsTech’s director of client services, customers can take advantage of a weekly, 30-minute webinar every Wednesday at 2pm free of charge. These sessions cover not only the basics in diagnostics, but also teach the shops how to research the OEM data and explain it to an insurer or consumer.

“We have some other support and training opportunities planned for the future as well. The ‘Ask AsTech’ webinar sign-up page can be found on our website [tinyurl.com/jet7lxh] and is open to everyone,” he says.

With more and more OEMs coming out with position statements on mandatory scanning, shops will have no choice but to purchase some type of tool. Whether it is the AsTech interface, an OEM factory scanner or even an aftermarket tool, making an informed decision requires research, education and training. This includes making sure that the device you’re using is truly capable of handling the vehicles in your shop – especially if that product is an interface or an aftermarket product. Similar to running a business, success does not happen overnight. It’s time to get involved and get vehicles repaired as safely as possible.

“Shops need to take a good look in the mirror first and educate themselves before they can educate anyone else, especially their customers,” says Anderson. “Watch videos, read articles, attend training conferences like the NORTHEAST® Automotive Services Show [in New Jersey in March] and SEMA [in Las Vegas in November], take an I-CAR class — this is how we get educated and informed. The information is out there; all they have to do is look!” H&D

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HouRS of opERATIon: Mon-fri: 7am - 7pm Sat: 8am - 5pm 3750 Jefferson Davis Hwy., Alexandria, VA 22305 *Mention this ad for additional savings

Executive Director’s Thoughts With oE position statements and practical application for scanning becoming a necessity for repair, WMABA believes educating insurers on this practice for all vehicles is a vital and timely issue!

- Jordan Hendler

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Superior service starts with superior parts.

Rely on what Mazda drivers already know-Genuine Mazda parts extend a car's life.

Designed specifically for Mazda vehicles Get the right part the first time We're an accurate, trusted resource as close as your phone Give us the opportunity to serve you

Contact these Mazda dealers for all your parts needs: Brown’s Fairfax Mazda 10570 Lee Hwy. Fairfax, VA 22030 Toll Free: 800-234-8642 Phone: 703-385-3994 Fax: 703-591-5348

Nu Car Mazda 172 North Dupont Hwy. New Castle, DE 19720 Toll Free: 800-346-5283 Fax: 302-322-7135

Fitzgerald Mazda of Annapolis 1930 West Street Annapolis, MD 21401 Toll Free: 866-280-8022 Phone: 410-224-4636 Fax: 410-224-4264 www.fitzmall.com

Fitzgerald Mazda 114 Baughmans Lane Frederick, MD 21702 Toll Free: 800-545-4745 Fax 877-696-1841

Priority Mazda 8525 Leesburg Turnpike Vienna, VA 22182 Phone: 703-749-6500 Fax: 703-749-6478

E-mail parts@fitzmall.com www.fitzparts.com

e-mail: dbanks@priorityauto.com

Ourisman Mazda of Rockville 801 Rockville Pike Rockville, MD 20852 Parts Direct: 301-340-7668 Phone: 855-417-4511 Fax: 240-499-2488 e-mail: rockvilleparts@ourismanautomotive.com www.ourismanmazdaofrockville.com

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It takes more than a rubber stamp to create a legitimate certification program. +RZ WR WHOO WKH UHDO FHUWLÀ HU IURP WKH UHVW Anyone can stamp a bunch of letters on a part and call it “certified.” But that’s not what we call certification.

Which is why CAPA created the first true automotive crash part certification program in the industry over 29 years ago. Where rigorous testing, real science, and objective standards provide the certainty of true quality to everyone whose livelihood—or even whose life—depends on a quality repair.

What people think of you is important. So you know what replacement parts to insist on—the only genuine replacement parts tested and found good enough to earn the yellow and blue CAPA Quality Seal.

TM

If it isn’t &$3$ &HUWLÀ HG, it isn’t a genuine replacement part. capacertified.org

WE KNOW WHAT YOU’RE THINKING. YOU WANT TO KNOW IF THE PART’S IN STOCK, HOW MUCH IT COSTS, AND WHEN IT’S GONNA GET THERE. We get it.

You want the best part for a Toyota, but you’ve got to know when and how much.

Well, now you can. In addition to tools that can help you find and order the right VIN-based parts, now you can see if it’s in stock, schedule the delivery, even see your shop’s net price from your participating Toyota Dealer.* Now you’re thinking: “Cool!”

ToyotaPartsAndService.com

©2014 Toyota Motor Sales, U.S.A., Inc.

For Toyota Genuine Parts please call one of these authorized local Toyota Dealers: Jerry’s Toyota 8001 Belair Road Baltimore, MD 21236 Toll Free: 877-838-5114 Direct: 410-661-4610 FAX: 443-455-1453 www.jerrystoyota.com

Koons Tysons Toyota 8610 Leesburg Pike Vienna, VA 22182 Phone: 703-790-8310 Fax: 703-356-9081 www.koons.com

R&H Toyota 15 Music Fair Road Owings Mills, MD 21117 Direct: 410-363-4502 Toll Free: 1-866-692-2787 Fax: 410-902-1998 toyotawholesale@rhemail.com

Alexandria Toyota 3750 Jefferson Davis Highway Alexandria, VA 22305 Toll Free: 800-766-9767 Phone: 703-836-8476 Fax: 703-684-3468 www.alexandriatoyota.com

Antwerpen Toyota 12420 Auto Drive Clarksville, MD 21029 Phone: 410-988-9272 Fax: 443-539-4022 darnold@antwerpenauto.com

Checkered Flag Toyota 5301 Virginia Beach Boulevard Virginia Beach, VA 23462 PH: 757-687-3443 FAX: 757-687-3437 www.checkeredflag.com

Ourisman Fairfax Toyota 10441 Lee Highway Fairfax, VA 22030 Toll Free: 800-626-2236 Direct: 703-273-2236 Fax: 703-385-8411 fairfaxparts@ourismanva.com www.ourismanva.com

Koons Toyota Annapolis 1107 West Street Annapolis,MD 21401 Phone:(800)262-3330 Fax:(410)280-6361 roy.easter@koons.com

Younger Toyota 1935 Dual Highway Hagerstown, MD 21740 Phone: 800-296-1190 Fax: 301-733-5465 dthompson@youngertoyota.com

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WHAT’S

The Playbook

UP TO? WMABA MEMBERSHIP: THE UN-SECRET PLAYBOOK

It’s always a good time to get involved in WMABA. If you’re reading this, your first benefit is already being realized: Staying up to date on the news in our area and beyond.

Get Your Team Jersey

Supporting WMABA is an investment in the future of your business and your industry. By becoming a member, you are represented in all the places the Board or executive director go. Whether at a trade show like SEMA, assisting with the SCRS OEM Technology Summit regarding certified repairs or locally at the state capitol meeting legislators or testifying at a hearing, your interests and the interests of all repairers are at the forefront. Though repairers often feel competitive, the association is a place for camaraderie and community. Here, we’re all on the same team.

Get Educated

WMABA offers issue-specific, topic-driven education throughout the year. Participation in special events and local meetings, such as the Audi Training Center-hosted seminar and tour, offers your business the best in opportunities to advance your understanding of changes within our industry.

MEMBER TESTIMONIALS

The two obvious benefits of belonging to WMABA are: 1) Keeping up to date on industry events, challenges and technical changes, and 2) Networking with industry shop owners and vendors. The not-so-obvious benefit is that we as shop owners can unify to make a change. Being a member assures each of us that we are not ‘the only one’ dealing with these issues. WMABA is the only association focused on making this industry better for the collision shop owners and technicians. No other organization can make that claim. Most of them just follow the money. Put your money where it counts – join WMABA! - Bill Denny, Bill Denny’s Automotive, Inc., Havre de Grace, MD

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Find more association updates at www.wmaba.com.

The association is your resource for all things related to your business. Whether you have a question about current Labor Rate data, operations, customer interaction, insurer relationships, vendor products or national news, your association is the place to ask first.

Through our relationships nationally, we can even take issues to the forefront of places such as the Society of Collision Repair Specialists, Collision Industry Conference or national contacts for insurers and vendors.

Locally, we research governmental regulations and oversight to make sure the repair industry is protected from any negative legislation. Represented in both Virginia and Maryland, WMABA proposes and opposes recommended bills that come into the legislature during open session. Also, we work with consumer-related entities, government agencies and other related industry organizations to ensure that the voices of the repairer and their customer are heard.

Many repairers take advantage of the knowledge and community the association has for navigating situations that arise. A simple phone call or email can circumvent many issues our members encounter.

Call the Game

As a member, you decide your personal level of participation. Do you have interest in committees that address particular issues you feel passionately about? Would you want to be a Board member and assist in guiding the direction of the association? How about sitting on the sidelines so you can focus on your own business? All answers can be correct! While WMABA would like to encourage your spirit of volunteerism, it is solely up to you at what level you get involved.

The minimum is getting your membership. This year can WIN with your commitment to the betterment of your business and your industry. Sign up today! H&D

WMABA keeps us in touch with what is happening in our industry, from class action lawsuits to pending legislation in our state and the whole country. Our membership helps us remember that we are not the only ones facing the discouraging burdens and issues out there. It reminds us that if we all stick together, we can make a change for the better.

Their coverage of PartsTrader, well before it hit home, was invaluable. They even went to the State and tried to make it unlawful for insurance companies to require it. They are working hard for us on things that all body shop owners care deeply about, but don’t have the time to stand up and fight.

- Barbara Chase, Sisk Auto Body, Owings, MD

I joined WMABA the very first year I opened my shop. I was immediately embraced by both colleagues and mentors who provided me the fellowship to know I wasn't the only one facing the challenges before me, advice that provided clarity and confidence to make the decisions that would guide my business and a network that I could call on repeatedly over the years I have been a member. WMABA's ability to educate the collision repair industry, speak on its behalf and lobby for issues that affect it has been - and is to this day - the greatest value I have received from any association of which I have been a member.

- Mark Boudreau, Spectrum Collision Center, Arlington, VA

Y! JOIN TODA

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Mark Schaech, Jr.

(410) 358-5155 mark@marksbodyshop.com

PRESIDENT’S

MESSAGE A MANUFACTURER EDUCATING AN INDUSTRY If you’ve made it this far into this month’s issue of Hammer & Dolly, then you’re aware of the many educational opportunities that will be available at this year’s SEMA Show in Las Vegas. If you’re planning to go, then you have to make sure you stop by Honda’s booth. My facility was able to help provide them with an example of a very dangerous and irresponsible repair done by another shop, and they are showcasing the vehicle as part of their SEMA display. The vehicle in question made the cover of the July 2015 issue of Hammer & Dolly, and now Honda is bringing it to Las Vegas as an example of what not to do.

It is good to see this OEM step up and explain why it is important to find a repair facility that follows the manufacturer’s guidelines and uses genuine parts. Honda also recognizes the need for repair facilities to implement proper training and equipment when making repairs to their vehicles. After all, it was Honda engineers who designed them; shouldn’t they have a say in the way they are reengineered?

If you missed our July 2015 issue and want to learn more about this vehicle, the story is available for free online at tinyurl.com/jkyg2tk. I highly recommend that you check it out.

H&D

WE NEED YOUR LEGISLATIVE CONTRIBUTION! I appreciate WMABA working on my behalf at the state capitol(s)!

Here is my contribution to the legislative efforts.

P.O. Box 3157 • Mechanicsville, VA 23116

Name: ______________________________________Company: __________________________________ Address: __________________________________________________________________________________ City:____________________________________________State: ______________________Zip: ________ Phone:

______________________________Email:

Donation Amount: Check Enclosed

$50

$100

____________________________________________ $500

Other ________________

Credit Card (Visa, Amex, MC)# __________________________________________________________ Exp: ________

Name on Card: ______________________________Signature: __________________________________ 46

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TECHNICAL FEATURE continued from page 25

systems, to name a few) are not re-aimed, reinitialized or reset, a collision event could occur due to the vehicle not identifying another vehicle or object in its path. This could be extremely dangerous and expose the repair facility and technician to liability. A damage assessor or technician who does not pre-measure and pre-scan a vehicle (and check with the OEM for the proper repair procedures) is not only negligent, but is also putting the consumer and the general motoring public at risk. The insurance adjuster or company refusing to pay for these operations is not only negligent, but this is also a breach of contract and bad faith. In some states, the shop owner, technician, damage assessor, insurance adjuster and/or any other person(s) involved in the claim could be charged with criminal negligence.

For this reason, many OEMs are now producing position statements about the requirement to pre- and post-scan a vehicle.

H&D Larry Montanez, CDA is co-owner of P&L Consultants with Peter Pratti Jr. P&L Consultants work with collision repair shops on estimating, production and proper repair procedures. P&L conducts repair workshops on MIG & Resistance Welding, Measuring for Estimating and Advanced Estimating Skills. P&L also conducts investigations for insurers and repair shops for improper repairs, collision reparability and estimating issues. Larry is ISO 9606-2 Certified for Audi and Mercedes-Benz and is a certified technician for multiple OEM Collision Repair Programs. P&L can be reached by contacting Larry at (718) 891-4018 (office), (917) 860-3588 (cell) or info@PnLEstimology.com.

Jeff Lange, PE is president of Lange Technical Services, Ltd. of Deer Park, NY (www.Lange Tech.net). Jeff is a Licensed New York State Professional Engineer who specializes in investigating vehicle and component failures.

Lange Technical Services, Ltd. is an investigative engineering firm performing forensic vehicle examinations and analysis for accident reconstruction, products liability and insurance issues.

Jeff can be reached at (631) 667-6128 or by email at Jeff.Lange@LangeTech.net.

Executive Director’s Thoughts While asTech is one answer to scanning for independent repairers, it is a must that you know the operations being performed and what scanning versus recalibrating needs to be done. A recalibration is far from a scan check. Know the difference and get educated! Even asTech will tell you that their system does have gaps in these areas‌ - Jordan Hendler

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ADVERTISERS’ INDEX Alexandria Toyota ................................39

Audi Group ..........................................20

Axalta Coating Systems ......................OBC

BMW Group ........................................26-27 BMW of Fairfax....................................3

Caliber Collision ..................................31

CAPA ..................................................42

Chesapeake Automotive Equipment ..39

Collision Equipment Company ............IBC Empire Auto Parts................................50 Ford Group ..........................................32 Future Cure ........................................37 GM Parts Group ..................................9

Honda Group ......................................35 Hyundai Group ....................................8

Koons Ford ..........................................21 Malloy Hyundai ....................................34

Mazda Group ......................................41 MINI Group ..........................................16 Mitsubishi Group..................................49 Mopar Group ........................................21

Nissan Group ......................................33 Nucar ..................................................17 O’Donnell Honda ................................50

P&L Consultants ..................................25 Packer Norris Parts ............................15 Polyvance ............................................4

Porsche Group ....................................11 PMCLogic ............................................7

PPG ....................................................IFC Safety Regulations ..............................48 SEMA Show ........................................30

Subaru Group ......................................40 Toyota Group ......................................43 VW Group............................................23 Wheel Collision Center ........................48

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