New England Automotive Report January 2026

Serving the New England Collision and Mechanical Repair Industry

"Your Massachusetts Auto Body Association"

January 2026 U.S.A. $5.95

RESURFACING IN 2026:

AASP/MA REBRANDS AS

MABA

Collision Repairers Await LABOR RATE SOLUTION MABA Members Recognized on SEMA RED CARPET grecopublishing.com

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COLONIAL NISSAN 104 Mystic Avenue Medford, MA. 02155 Phone Number: 781-395-3025 FAX Number: 781-475-5063

COLONIAL HONDA OF DARTMOUTH 225 State Road (Rte. 6) Dartmouth, MA. 02747 Parts Direct: 508-997-2919 FAX Number: 508-730-6578

CITY SIDE SUBARU 790 Pleasant Street Belmont, MA. 02478 Phone Number: 617-826-5013 FAX Number: 617-489-0733

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2 January 2026

COLONIAL FORD OF MARLBOROUGH 428 Maple Street Marlborough, MA. 01752 Phone Number: 888-460-1125 FAX Number: 508-460-3464

COLONIAL SOUTH CHRYSLER JEEP DODGE-RAM 42 State Road (Rte. 6) Dartmouth, MA. 02747 Phone Number: 508-984-1900 FAX Number: 508-996-5801

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Co-celebrating decades of creating chemistry between two industry leaders

Here’s to 241 years of combined service excellence This year, as Albert Kemperle Inc. celebrates its 83rd anniversary, BASF also celebrates its 158th anniversary. We are proud of our decades of partnership with BASF and years of serving the auto paint and body industry together. Kemperle’s founders would be proud of this relationship and the growth their company has experienced because of it.

Today, as we look forward to many more decades of service to our customers, we find ourselves filled with gratitude. The creativity, hard work, and sense of responsibility of the people working for our two companies have made us what we are today.

Thank you for your many years of loyalty.

626 E. Elizabeth Ave., Linden, NJ 07036 414-416 Madison Ave., Paterson, NJ 07524 631 Clifton Ave., Toms River, NJ 08753 100 Melrich Road, Cranbury, NJ 08512 4 Emery Ave., Randolph, NJ 07869

Phone: (908) 925-6133 Phone: (973) 279-8300 Phone: (732) 797-3942 Phone: (609) 860-2800 Phone: (862) 244-4818

Fax: (908) 925-4344 Fax: (973) 279-9030 Fax: (732) 797-0774 Fax: (609) 860-2801 Fax: (862) 244-4822 New England Automotive Report January 2026 3 www.kemperle.com

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4 January 2026

New England Automotive Report

January 2026 • Volume 24, No. 1

DEPARTMENTS

CONTENTS COVER STORY

VICE PRESIDENT’S MESSAGE

6 | Adapting or Failing: Massachusetts Collision Centers Must Confront Insurance Challenges Head-On

by Douglas Begin

EXECUTIVE DIRECTOR’S MESSAGE 8 | Doing It Right in the New Year!

by Evangelos “Lucky” Papageorg

LOCAL NEWS

28 | Resurfacing in 2026: AASP/MA Rebrands as MABA

by Alana Quartuccio

LEGAL PERSPECTIVE

10 | MABA’s Josh Fuller and Bob Waldron Recognized on SEMA Red Carpet

by Alana Quartuccio

14 | Collision Repairers Await Long Overdue Labor Rate Solution

by Alana Quartuccio

NATIONAL NEWS

18 | Women’s Industry Network Seeks Nominations for Inaugural Founding Mother Award

ALSO THIS ISSUE 7 | MABA MEMBER APPLICATION 19 | MABA VENDOR AFFINITY PROGRAM SPONSORS

34 | Built on Bad Estimates: How Insurers Undermine Shops – and Trust – One Illegal Appraisal at a Time

by Sean G. Preston, Esq. Managing Attorney, Coverall Law

New England Automotive Report

January 2026 5

VICE PRESIDENT’S MESSAGE

DOUGLAS BEGIN

Adapting or Failing: Massachusetts Collision Centers Must Confront Insurance Challenges Head-On

The collision repair industry in Massachusetts is changing rapidly, and the pressure isn’t only coming from advanced vehicle technology. Insurance practices are increasingly shaping the way body shops operate, forcing collision centers to adapt, not just in the repair bay, but at the front desk. Shops that fail to prepare their customers for these realities risk losing trust, revenue and – ultimately – their place in the market.

“Half the battle now is explaining to the customer why their insurance company won’t pay for what the car actually needs,” said a Franklin shop manager. “We’re not just repairing vehicles anymore – we’re educating clients about the repair process and the obstacles we face.”

One of the most pressing issues is the denial of proper repairs.

As vehicles become more complex, OEM repair procedures often call for specific parts, recalibrations or safety checks. Yet, insurers sometimes refuse to authorize these steps, citing cost concerns.

Shops are left in the difficult position of either performing incomplete repairs – which can compromise safety – or asking customers to pay out of pocket.

This is where short pays come into play. Increasingly, Massachusetts consumers are discovering that their insurance settlement doesn’t cover the full cost of OEM‑compliant repairs.

Collision centers must be upfront about this possibility, explaining that the insurer may only reimburse a portion of the work.

Customers then face having to make a choice between paying the

STAFF

MABA EXECUTIVE COMMITTEE

PUBLISHER

President Matthew Ciaschini

Thomas Greco | thomas@grecopublishing.com

MABA STATEWIDE DIRECTORS

EDITORIAL DIRECTOR

Legislative Director At-Large Brian Bernard

Alana Quartuccio | alana@grecopublishing.com

OFFICE MANAGER

Donna Greco | donna@grecopublishing.com

PRODUCTION COORDINATOR Joe Greco | joe@grecopublishing.com

SENIOR CONTRIBUTING EDITOR

Chasidy Rae Sisk | chasidy@grecopublishing.com

PUBLISHED BY: Thomas Greco Publishing, Inc. 244 Chestnut Street, Suite 202, Nutley, NJ 07110 Corporate: (973) 667-6922 / FAX: (973) 235-1963 www.grecopublishing.com

continued on pg. 15

Vice President Douglas Begin

VICE PRESIDENT/SALES DIRECTOR Alicia Figurelli | alicia@grecopublishing.com

difference or accepting a repair that doesn’t meet manufacturer standards.

Another tool shops are turning to is the Right to Appraisal clause, a provision in Massachusetts auto policies that allows disputes over repair costs to be resolved by independent appraisers.

Invoking this clause can help shops and customers push back against insurer underpayments, but it requires time, paperwork and clear communication. “We’ve had to walk customers through the appraisal process step by step,” said a Worcester shop owner.

“It’s not easy, but sometimes it is the only way to get a fair settlement.”

For Massachusetts collision centers, adapting means building transparency into the customer experience. Shops must explain upfront that insurance companies may challenge repair procedures, deny OEM requirements or issue short pays.

By preparing clients for these hurdles, shops not only protect themselves from backlash but also strengthen their credibility.

The stakes are high. Massachusetts drivers are putting more advanced vehicles on the road every year, with nearly 64,000 battery‑powered cars registered statewide by early 2024. These vehicles demand precise, often costly repairs. At the same time, insurers are tightening their grip on costs, leaving shops caught between compliance and compromise.

Industry advocates stress that communication is key. The

Treasurer Dana Snowdale

Collision Director At-Large Dan Wenzel

MABA DIRECTORS

Secretary Don Dowling

Immediate Past President Kevin Gallerani

ZONE 1 Jimmy Kelsey Mike Penacho Brian Stone

ZONE 2 Nick Franchi Brenda Lacaire Tom Lucas

ZONE 3 Gary Cloutier Andrew Potter McColl Rhodes

ZONE 4 J.R. Force Rick Starbard Jeff White

Affiliate Director C.J. Ellis Russ Oagles John Studer

Affiliate Directors Steve Proia

Affiliate Directors Mike Nawrocki Rich Tanchyk Scott Thompson

Affiliate Directors Dean Luther Jayce Mitchell Gregg Tanguay Cameron Todd Scott Varney

@grecopublishing

MABA ADMINISTRATIVE OFFICE New England Automotive Report is published monthly by TGP, Inc., 244 Chestnut Street, Suite 202 Nutley, NJ 07110. Distributed free to qualified recipients; $48 to all others. Additional copies of New England Automotive Report are available at $5 per copy. Reproduction of any portions of this publication is specifically prohibited without written permission of the publisher. The opinions and ideas appearing in this magazine are not necessarily representations of TGP Inc. or of MABA. Copyright © 2026 by Thomas Greco Publishing, Inc. Images courtesy of www.istockphoto.com

6 January 2026

MABA Executive Director Evangelos “Lucky” Papageorg

New England Automotive Report

MABA Administrative Assistant Alana Quartuccio

P. O. Box 850210 Braintree, MA 02185 617-574-0741

Be a Part of the Fix in ’26! Join MABA Today!

Membership Application 2026-2027

MABA P.O. BOX 850210 Braintree, MA 02185 Phone: 617-574-0741 Email: admin@aaspma.org

Please complete this form and return to our office via mail or email with your dues payment. Thank You! BUSINESS INFORMATION Massachusetts Shop Registration # __________________

Total number of Staff (Techs, office, Mgrs)________

Company’s Official Name: ________________________________________________________________________________________________ Business Physical Address: _______________________________________________________________________________________________ Business Mailing Address (If Different): ________________________________________________________________________________ Telephone Number: (______)-________-___________ Fax: (______)-________-___________ DUES STRUCTURE. Collision Shop Annual Dues: $650 / 12 Months* PRIMARY BUSINESS CONTACT SCAN TO JOIN! Name: _______________________________________________________________________________________________________________ Email: _______________________________________________________________________________________________________________ As a member in good standing, your shop WILL BE listed on our website. Click here � if you do not want your shop listed on our website map for potential customers to find you. If you have any questions about this benefit, call (617) 574-0741, ext. 1.

Yes � Please send me information regarding the following MONEY SAVING BENEFITS: � Healthcare plan � Dental, Vision plan � PFML savings program � Credit card processing � Grant writing/training � Google presence optimization � All benefits PLEASE ENCLOSE PAYMENT WITH YOUR MEMBERSHIP APPLICATION Check# : _______________ (IF collision shop please note your RS# on the memo line of the check) CC #: ______________________________________________________________________

OR

EXP: ________/___________ CID: _________________

Billing Address: ______________________________________________________________________________________________________________ Name On Card: _____________________________________________ Signature: ____________________________________________________ Check here � to opt out of auto renewal using this credit card information for future renewal Note: A 4 percent convenience fee will be charged for membership renewal via credit card transaction

I hereby make this application for membership with the Massachusetts Auto Body Association (MABA) for membership dues 2026-2027 as provided for in this contract. *Membership Dues are for a twelve-month period commencing on your anniversary month of membership.

REV 12/25

REFERRED BY _________________________ COMPANY_______________________________ New England Automotive Report

January 2026 7

EXECUTIVE DIRECTOR’S MESSAGE

Doing It Right in the New Year!

EVANGELOS “LUCKY” PAPAGEORG

As we begin a fresh year in 2026, let’s commit to changes that continue the momentum our industry has been building.

The collective efforts of repairers, instructors, supporters and our association are producing real, measurable progress – and now is the time to strengthen that momentum. Yes, change can be uncomfortable, but we must leave fear in the rear-view mirror and focus on the opportunities ahead. For shops that have invested in training and embraced higher standards, the last few years have been noticeably more productive and profitable. That is no accident.

One truth has always remained constant in collision repair: change is inevitable, and those who prepare will succeed.

Rapid technological advancement has made that reality even clearer. Some shops that have fallen behind may feel they can never catch up – but giving up is not an option, and neither is riding the coattails of those leading the industry. Every repairer must make a personal and professional commitment to improve and avoid becoming a burden to the rest of the industry.

The first major step is understanding what it genuinely means to “do it right” – and insisting on being compensated for doing it right. If you are doing neither, then you are part of the problem, not part of the solution. That may be uncomfortable to hear, but facts don’t care about comfort.

If you have avoided making a deliberate commitment to proper repairs because you believe your only option is to follow whatever an insurance company says it is “willing” to pay – whether for labor rates or required OEM procedures – you could not be more mistaken. When repair decisions are dictated by insurer cost-containment instead of proper methodology, the vehicle owner inherits the risk – and you, the repair professional, assume the liability.

Insurers expend tremendous effort steering vehicle owners into their preferred networks. They would not do that if they truly believed they owed only the minimal rates and limited procedures they push onto non-program and non-referral shops.

In reality, many non-program and non-referral facilities routinely collect proper compensation – either directly from insurers or through balance billing – and insurers often reimburse consumers on a case-by-case basis.

The takeaway is simple: doing it right is not only possible – it is necessary. The only correct repair is the one aligned with OEM procedures, safety and the vehicle owner’s best interest – not the insurer’s bottom line. This is an industry reporting profits

8 January 2026

New England Automotive Report

in the billions; they have every incentive to underpay. Anything less than proper repair puts your business, your reputation and your liability in jeopardy.

A Real-World Example That Should Alarm Every Repairer Insurers want you to believe that the overriding concern in any repair decision should be keeping a vehicle “in production,” rather than allowing it to be totaled. That mindset is not about safety, liability or proper process. It is strictly about cost.

Recently, I visited a shop where a member of the Auto Body Labor Rate Advisory Board (ABLRAB) was reviewing a 2024 high-end SUV involved in a road-rage shooting. The driver survived only because the bullet struck – and became lodged in – the high-strength steel “B” pillar on the right side of the vehicle. The bullet was still embedded when the shop assessed the damage.

Look at the photos and ask yourself honestly: “WHAT WOULD YOU DO?” continued on pg. 24

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New England Automotive Report

January 2026 9

[LOCAL] NEWS

MABA’s Bob Waldron and Joshua Fuller Recognized on SEMA Red Carpet

The recent Collision Industry Red Carpet Awards held at SEMA in Las Vegas was a very special night for the Massachusetts Auto Body Association community as two longtime members – Bob Waldron (CARSTAR Waldron’s Auto Body; Marlborough) and Joshua Fuller (Fuller Collision Group; Auburn) – were recognized for their many contributions.

Bob Waldron Waldron received the National Auto Body Council (NABC) Changing and Saving Lives Award for his consistent dedication to serving his community and his work with the organization’s Recycled Rides program which restores donated vehicles for those in need.

“Throughout his career, Bob has remained deeply committed to giving back to his community that supported him,” noted Jenny Swindle of NABC during the Red Carpet event. “He has gifted dozens of NABC Recycled Rides, organized coat and toy drives, provided holiday meals and more. He’s also a passionate advocate of technical education, partnering with local colleges to host career days and offering internships for students.”

Waldron was also celebrated for “converting a former dealership showroom into a 1960s themed event space, complete with vintage gas pumps, jukebox, a Coca-Cola machine, a 1960s Chevy Bel Air and a life-size replica of the Beatles which he opens up to local groups. It’s just one more way that Bob gives back.”

Bob Waldron on the Red Carpet at SEMA with Jenny Swindle of NABC. 10 January 2026

New England Automotive Report

Upon expressing his thanks, Waldron stated, “Changing and saving lives is a big title. I don’t know how many lives I’ve saved, but I think we’ve changed a couple along the way. It’s fun to get involved, take a talent you have and put it into play. It’s not just about going in every day and getting a paycheck if you can go and change a life and really make a difference. I am so thankful that I have been able to get involved with the NABC Recycled Rides program through Debby Robinson’s guidance.” He told the audience he was not aware of the award when Robinson told him he was chosen to receive it. “I told her I’d like to bring my staff with me. I was able to get a lot of people to buy into my vision about doing what we do and giving back.”

Waldron shared an inspiring message to the young people in the audience. “We want to challenge the vocational school students who are in this room. If you choose to get into this industry and stay in it, think about giving back to your community in any way that you can with your talents. Hopefully, 20 years from now, you’ll be up here, receiving this award.”

Joshua Fuller Longtime member and former Board Director, Fuller received the Body Shop Business Multi-Shop Executive of the Year Award.

During the award presentation, Jason Stahl of Body Shop Business recognized Fuller’s “entrepreneurial spirit and a deep rooted passion for the automotive industry.” A fourth-generation leader in his shop, Fuller returned to the family business in 2004 after earning a degree in finance. “He focused on the collision and towing sector, where he quickly mastered team building and sales growth through competitive quality craftsmanship and customer service,” Stahl shared.

His entrepreneurial journey led him to establish a rental car company and an ADAS collaboration company, and he has also ventured into commercial and residential real estate investments.

Fuller currently serves as the CEO of his collision business and ADAS collaboration business, leading a team of over 50 between two collision repair shops and two ADAS diagnostic facilities.

Fuller’s recognition was also based on his dedication to giving back to the industry, which he does through his involvement with the I-CAR Volunteer Committee of Massachusetts, MABA and the Statewide Towing Association of Massachusetts, as well as by serving as an advisory board member for Worcester Vocational Technical High School and Bay Path Vocational Technical High School.

Fuller was honored to receive this award. “There are so many great leaders in this industry to learn from, and I am humbled to be considered among them.”

by Alana Quartuccio

Joshua Fuller was recognized as Multi-Shop Executive of the Year by Body Shop Business.

He shared this recognition with his team. “It’s not just about one individual. The award may be titled ‘executive of the year,’ but how does that executive get there? It’s definitely a reflection of the commitment, drive and daily effort of everyone on our team.

They’re always looking to see what is next and that inspires me – maybe too much sometimes – and it’s fortunate that we share a combined vision. Over the years, we have built and sustained something special. It’s great to see the growth of these individuals.”

Fuller said everything they do all comes back to protecting the customer. “At the end of the day, it’s about the safety of our customers. The customer is always a part of everything we do whether it be following OEM repair specifications or ADAS technology when that comes into play. No matter what dynamics change in the industry, the focus on the customer never really goes away.

“We are super proud of our past and even more energized about the road ahead,” Fuller expressed pride in the longevity of the company which celebrates 112 years in 2026. He insisted that truly serving customers comes from not being an order taker or people processor but by finding the customized complete collision repair and ADAS solutions. “Our mission and our core values remain true, and it all comes down to this team and its drive. I’m honored and deeply grateful to accept this award.”

MEMBER

New England Automotive Report

January 2026 11

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12 January 2026

New England Automotive Report

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New England Automotive Report

January 2026 13

[LOCAL] NEWS

Collision Repairers Await Long Overdue Labor Rate Solution

The new year is here, and the biggest thing on the minds of Massachusetts collision repairers is the anticipation of a long-awaited solution to a dire and debilitating problem in the form of a suppressed $40-$45 per hour, on average, labor rate.

2025 was a big year for Massachusetts collision repairers! After decades of fighting for much needed labor rate reform, collision repairers finally were granted a seat at the table in the discussion. One year ago, the industry celebrated a big victory in the form of legislation that established the formation of the Auto Body Labor Rate Advisory Board (ABLRAB), which included three representatives from the auto body industry and members from the insurance industry and other related stakeholders. After a year of research and deliberation, the board worked to meet its goal of submitting a final report of labor rate recommendations to the Division of Insurance before the end of the year.

In preparation of finalizing their report, the ABLRAB held a virtual meeting on November 24 which gave all the Board members who submitted written recommendations an opportunity to vocalize their ideas.

Serving as the consumer advocate on the Board, Sean Kane (Safety Research & Strategies, Inc.) pointed out that “ultimately, what consumers want and need out of repair is accessibility. They want it done in a timely fashion. They need quality and safe repairs.

Those things are key and at the forefront.

Affordability is certainly also a big aspect as everything costs more than it once did.”

He recognized that the auto body labor reimbursement rate is artificially suppressed and called out the discrepancy between auto body and mechanical repair rates. “If you compare the work that is being done on today’s modern automobiles, what’s the difference between a technician performing mechanical labor at the rate they are paid and the reimbursement rate on the auto body labor side? It’s equally as complex 14 January 2026

and requires more and more training and expertise.”

Kane recommended that “the Board consider looking at the prevailing rates for mechanical services as a baseline for auto body labor rate, because the two are becoming much more equivalent.”

Understanding the dangers of not fixing vehicles correctly, Kane asked, “Can we create something that doesn’t create a disincentive to repair cars right?”

As one of the three auto body industry representatives on the Board, Brian Bernard (Total Care Accident Repair; Raynham) shared a variable rate solution that would establish a minimum rate to “put a patch on the hemorrhaging that’s going on in this industry,” with the hopes of sending a better message to retain and entice people to explore careers in the industry.

Bernard proposed variability for shops that do invest in training technicians and equipment, so they can “get the minimum rate but should be eligible to charge what they can get in the market.” With the minimum rate, Bernard also believes there should be a maximum rate which would “provide a more stable set of premiums from insurers.” He also pointed to proposed legislation in HB 1260 “that would set up a methodology for how a repairer could validate their rate.” He explained that if a shop’s customers “in a true free market recognize a shop’s rate, it shouldn’t have to compete with those under contract at a different shop with stipulations that don’t apply.”

Matthew Ciaschini (Full Tilt Auto Body; West Hatfield) based his recommendations on technicians’ wages while also factoring in labor burden and what is considered an acceptable profit margin for an auto body shop. He also recommended a rolled out plan which would “be more palatable for the insurance industry and less burdensome on the consumer.”

Rick Starbard (Rick’s Auto Collision; Revere) highlighted the urgency for change

New England Automotive Report

“as this game we’re playing has gone on for too long” and cut right to the chase, stating that auto body repair “should be right in line with the mechanical industry.” Starbard proposed a plan that would “slowly roll out until we get to reality” that starts at a minimum of $80 per hour. From there, he proposed the idea of “immediately working on increasing the standards to be a registered repair shop, because, quite frankly, there are none.” Following the minimum of $80 per hour, Starbard recommends “raising to $100 after the first year and $120 after the second year” with further increases based on the consumer pricing index.

Christopher Stark (Massachusetts Insurance Federation) spoke on behalf of the three insurance representatives who submitted a combined recommendation. He implied skepticism by stating “there have been no requirements for profit and loss statements by these shops, so that we can actually understand the level of the problem we may or may not be up against.” As for the recommendations, Stark indicated his agreement of the idea to establish a process rather than “an actual statutory labor rate.”

Serving as the Board’s economist, John Kwoka (Neal F. Finnegan Distinguished Professor of Economics, Northeastern University) addressed the problem between the collision repair and insurance industries.

“It seems quite clear to me that there’s an imbalance between the ability of body shops to obtain reasonable rates and that which the insurers will agree to.” He agreed with others that an immediate increase should take place along with the creation of a mechanism that could allow the rate to increase over time based on quality of work.

David Brown (Bill Diluca ChevroletCadillac, Inc.; Andover), who represented the State Automobile Dealers Association, spoke to the unfairness between the mechanical and auto body rates. “Body shops get paid at a lower rate than a mechanical shop for doing identical repairs.

I don’t see how that is fair.” He stated the labor rate for auto body should be based on

by Alana Quartuccio

the average Massachusetts mechanical rate of $106.70.”

On behalf of the business community, JC Burton (Maven Construction) recognized the changes auto body repairers have had to contend with, due to the complexity of modern day vehicles.

“They have to become electricians. They have to become mechanics in order to do body work, and we need to pay them as the artisans that they are.”

Peter Smith (MAPFRE) attempted to challenge the idea that establishing a minimum reimbursement rate will help keep people in the industry, claiming “that does not necessarily guarantee technicians are going to receive a minimum established wage for their work” or guarantee a set wage for collision repair students at vocational schools. He claimed the labor rate surveys sent to the body shops and insurance carriers “show that there is an active and vibrant market at work. The legislature should not interfere and allow those market factor forces to continue to achieve healthy competition, which helps, in turn, to create competitive pricing.”

The Board planned to meet on December 22 to finalize the report which will include recommendations from the Board members as well as at least a dozen others from auto body shop owners and other Massachusetts industry professionals.

Stay tuned to New England Automotive Report as we will continue to report on this developing story as more details become available.

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VICE PRESIDENT’S MESSAGE continued from pg. 6 Massachusetts Auto Body Association has repeatedly urged shops to document repair procedures and educate customers about their rights. “Consumers need to understand that the cheapest repair isn’t always the safest repair,” the association noted in a recent bulletin.

For shops, the path forward is clear: adaptation requires not only technical investment, but also a new level of customer engagement. Collision centers must become educators, advocates and negotiators. They must train staff to explain complex insurance issues in plain language, prepare customers for potential out‑of‑pocket costs and guide them through the appraisal process when necessary.

The collision repair market in Massachusetts is evolving into a battleground where technology, safety and insurance intersect. Shops that embrace transparency and advocacy will thrive. Those that avoid difficult conversations with customers risk losing trust – and ultimately, their business.

As one estimator in Springfield puts it, “We can fix the car right, but if the customer doesn’t understand why their insurance won’t pay for it, we lose them. That’s the reality now.”

Why Join WIN? WIN offers education, mentoring and leadership development opportunities to build critical skills for success in the collision repair market.

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MABA VICE PRESIDENT DOUGLAS BEGIN can be reached at (508) 520-5189 or dbegin@vendettimotors.com

New England Automotive Report

January 2026 15

16 January 2026

New England Automotive Report

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New England Automotive Report

January 2026 17

[NATIONAL] NEWS

Women’s Industry Network Seeks Nominations for Inaugural Founding Mother Award The Women’s Industry Network (WIN) is accepting nominations for its inaugural Founding Mother Award.

This award intends to honor the women who are shaping the future of the collision repair industry – women who demonstrate passion, perseverance and purpose every day. This award has been created and presented by the WIN founding mothers: Frederica Carter, Geri Kottschade, Gigi Walker, Patricia Serratore, Kathy Mello and Marcy Tieger. It intends to celebrate women making their mark in their shops and communities while advancing WIN’s mission of supporting and connecting women in collision repair.

The Founding Mother Award is intended to become an annual presentation.

The deadline to nominate a deserving woman for the inaugural Foundation Mother award is January 19. Nominations can be made at bit.ly/WINNominateFM. The award will recognize a woman in collision repair who: • Demonstrates clear alignment with WIN’s mission • Submits a personal statement that shows genuine passion for the industry • Receives a statement of support from a shop owner or manager • Has been working full-time in a repair shop for a minimum of

two years as a technician or painter • Acts as a mentor to coworkers and fosters a supportive shop environment • Shows commitment to long-term career growth in the collision repair field • Submits a letter of recommendation from an industry professional • Is willing and able to attend the WIN Conference in Tucson, AZ from May 4-6.

More information about the Founding Mother Award can be found at bit.ly/FoundingMother.

WIN was founded in 2006 by six pioneering women who saw a need for connection, mentorship and opportunity in the automotive collision industry. Their vision built the foundation for WIN’s mission to empower women across all levels of the trade. For this award, Founding Mothers Geri Kottschade, Frederica Carter and Marcy Tieger are actively providing input – continuing their legacy of leadership and inspiration.

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New England Automotive Report

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January 2026 21

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EXECUTIVE DIRECTOR’S MESSAGE continued from pg. 8 It is disturbing to acknowledge that an estimated 99 percent of shops would have simply “fixed the hole” rather than research OEM procedures – which clearly required totaling the vehicle. This belief was reinforced by the insurance appraiser on the claim, who stated, “If this car had gone anywhere else to be repaired, it would have been $4,000 or less.”

Let that sink in.

A compromised structural pillar – one that literally saved someone’s life – would have been patched for $4,000. (Worse yet, there are “repairers” that would probably have repaired it or $1,000 or less) That is not collision repair. That is negligence!

Just because a repair can be attempted does NOT mean it should be done. In this case, the proper, documentable repair required replacing the entire “B” pillar – which in turn required replacing the roof as a sacrificial component. If your reaction is “no way,” then you are part of the problem facing shops that insist on doing the right thing and being properly reimbursed to do so.

If you are among the shops the appraiser wished the vehicle had gone to, then you are exactly the type of shop insurers count on: one willing to prioritize speed and cost over structural integrity, safety and professional ethics.

The shop handling this repair did the right thing. They placed safety above insurer profits, and the vehicle owner was profoundly grateful. This shop does not accept whatever rate an insurer feels like offering. They balance-bill when insurers underpay. They educate consumers upfront.

They use Coverall Law’s Forever Forms.

They stay profitable, busy and respected.

Most importantly, they sleep soundly knowing they acted in the best interests of their customers – not the insurance company. The right way is also the sustainable way.

This is the same type of shop referenced in ABLRAB’s recent meeting – where some members suggested the ADALB should be disbanded. Their criticism targeted non-program, nonreferral shops that balance-bill, portraying

If you are among the shops the appraiser wished the vehicle had gone to, then you are exactly the type of shop insurers count on: one willing to prioritize speed and cost over structural integrity, safety and professional ethics. proper reimbursement and proper repairs as if they were somehow improper. In truth, these shops are the ones actually doing the right thing: refusing to compromise safety, quality or ethics for insurer convenience.

You already know what the right thing to do is. If you feel unsure – or if you’ve been pressured into doing less than what you know is correct – make 2026 the year you finally commit to proper repair standards. Join the NEW MABA (application on page 7), invest in education, and follow the example of colleagues who have proven that doing the right thing is both ethically sound and financially sustainable.

A call/challenge to every true repair professional: Resolve to: “Be Part of the FIX in ’26,” not part of the problem – DO NOT FEAR BEING A PART OF THE SOLUTION.

MABA EXECUTIVE DIRECTOR EVANGELOS “LUCKY” PAPAGEORG can be reached at (617) 574-0741 or lucky@aaspma.org.

24 January 2026

New England Automotive Report

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New England Automotive Report

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January 2026 27

[COVER] STORY

RESURFACING IN 2026:

AASP//MA AASP REBRANDS AS

28 January 2026

New England Automotive Report

by Alana Quartuccio

When you really look at it, AASP/MA really has always been THE Massachusetts auto body association. All these years, there has only been one group working for the auto body industry of Massachusetts. Names may have changed over the past few decades, but the mission to advocate for collision repairers and consumers always remained unchanged.

Following one of the strongest years in the history of the Alliance with real movement toward labor reimbursement rate reform, the association is entering 2026 with a new but “old” – and perhaps – more recognizable name. From here on out, the association will again be known as the Massachusetts Auto Body Association aka MABA. MABA is one of the founding fathers of the association everyone knows today. About 15 years ago, a decision was made to unite multiple independent collision repair groups under one unified umbrella that was provided by the national organization known as the Alliance of Automotive Service Providers (AASP).

At that time, it made sense for the local groups to come together as a way to unite as one voice under an association that had national strength and pull. When AASP National disbanded at the close of 2024, it opened the door for the Massachusetts chapter to consider rebranding under the old, more recognizable name of MABA. Executive Director Lucky Papageorg believes it’s a logical move for the association now that the national organization affiliation is gone. “Stating that you represent the Massachusetts Auto Body Association, MABA, basically says it all. I always found myself having to explain what AASP was when I’d visit shops I hadn’t been in before. They wouldn’t recognize the acronym. It’s about embracing our true identity by recognizing who we really are and going back to our roots.”

The name has always been there, Papageorg points out, as the AASP/MA logo features the words “Your Massachusetts Auto Body Association,” but returning to the old name eliminates the need for further explanation. In fact, returning to the old name is something the Board has talked about over the years, even before the disbanding of AASP National.

Board President Matthew Ciaschini (Full Tilt Auto Body; West Hatfield) agrees with the mission behind the name change.

“The goal is to make ourselves more recognizable to the entire industry. People don’t have to question what the acronym stands for and what’s most important is that we are here to focus on the issues in Massachusetts. Not having our name tied to a national organization puts further focus on that.”

Although it’s not a rebirthing in the sense that the association is in a good position having built a strong foundation the past several years as AASP/MA, returning to a name that really says it all is helping to resurge energy to its existing membership and is continued on pg. 30 New England Automotive Report

January 2026 29

[COVER] STORY continued from pg. 29 expected to generate a wave of new members into the fold.

“I personally think that we will see a strong growth in membership,” Papageorg believes. “The new identity is relatable to the fact that we are strictly the auto body association for Massachusetts.”

He hopes that it will inspire people in the industry to “rethink the way they look at their business and to look at them as an auto body business that has to do what it takes to stay viable and get a decent return on their investment, even if that means having to resort to balance billing customers because the insurance industry is stuck in the dark ages. Insurers can’t possibly look in the mirror and honestly say to themselves that what we pay now is a fair and reasonable rate. If they do, they are the ONLY ones who believe that to be the case!”

Papageorg believes the MABA name always held weight when it came to representation and addressing issues back in the day. “There was a lot of forward movement under the MABA title, and hopefully, we’ll be able to pick up on that again. People will be proud of the fact that they are MABA members, and it’s something they can easily explain to customers. I am happy to say that I represent the Massachusetts Auto Body Association and its members. Not that I wasn’t happy to represent AASP/MA, but the MABA name just makes more sense.”

Existing and future members can expect the same benefits, guidance and educational events the association has always offered and then some as it continues to grow. Plans are already underway for MABA’s Spring General Membership meeting, set for Wednesday, April 29, and the annual Golf Outing, which will return Wednesday, September 9 at the Heritage Country Club in Charlton.

The MABA name has a lot of history, and paired with the momentum the association has generated as AASP/MA, there is really no stopping the association from continuing to fight hard for this industry. The work of the association will always be devoted

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30 January 2026

New England Automotive Report

to its most crucial mission to bring four decades of labor rate suppression to an end. MABA will also continue to put efforts behind moving the Auto Damage Appraisal Licensing Board away from the Division of Insurance to the Division of Occupational Licensure to eliminate insurance industry bias.

These crucial issues will continue to be paramount in the new year. “We will stay on top of these issues and continue to look at what are the biggest issues plaguing our industry,” insists Ciaschini.

MABA will continue to listen to members and encourage them to come forward with issues to examine, such as the ever-growing total loss problem which is affecting every body shop daily and what can be done about the “biggest and daunting task” of trying to incentivize new talent into the industry. “It may sound like a broken record, but it’s a never-ending problem. The industry is aging out, and we have to figure out how to get new people involved.”

Ciaschini also believes increasing membership is an important goal. “We really have to come together from all sides. We represent the entire collision repair industry in this state. There is something of value here for every business – whether they are independent or if they participate in referral programs. MABA membership offers something for everyone, and it will pay for itself many times over.”

Dana Snowdale (D & S Auto Works; Abington) has been involved with the Massachusetts association for more than 30 years. During the old MABA days, he was the youngest Board member. Today, he’s one of the veterans. For the past several years as AASP/MA, he’s been serving as treasurer. He’s enthusiastic about the return to MABA. Although there were benefits to being part of the national organization, Snowdale says the national benefit became watered down over the years, and the name didn’t indicate it was about the auto body industry.

“People didn’t really know what AASP was and what it stood for,” Snowdale acknowledges. “The Massachusetts Auto Body Association is direct. It hits the nail on the head that we are collision repairers in this state. It rolls off the tongue and has a better bite to it. The MABA name commands and deserves respect which is important, especially when speaking with legislators and other body shops.”

He believes the name is something people can relate to and feels strongly about the association’s goals. “We have a good Board, and hopefully, we’ll continue to make progress and headway for the survival of this industry.”

Board member Jeff White (North Andover Auto Body) believes strongly in an “organization that really pushes for improvement in the collision repair industry” and hopes it will inspire others to come on board and actively get involved.

Regardless of the amount of shops on board currently, he only

“

The Massachusetts Auto Body Association is direct. It hits the nail on the head that we are collision repairers in this state. It rolls off the tongue and has a better bite to it. The MABA name commands and deserves respect which is important, especially when speaking with legislators and other body shops.

- Dana Snowdale

”

sees a small group of those members putting in the time and effort into “taking an interest in the issues and challenges we all face. I envision the future MABA as a group of collision repairers who are done with the nonsense and the unfairness we have tolerated for the past four decades. What we tolerate sets the bar.

“Collision repairers who are willing to accept substandard rates are also willing to deliver substandard repairs,” White continues, addressing those in the industry who aren’t taking the time to become involved and therefore educated. “They must be, because they cannot afford to educate and update if they accept such low rates. I don’t see how any repairer can repair today’s vehicles without proper education and the necessary equipment.

Insurance carriers know this. The trouble is that repairing vehicles correctly would cut into their profits, so they turn a blind eye. The safety of the consumer is not being considered as the top priority.”

Although every business may be different, White “envisions an Alliance which is willing to help any shop reach the level of excellence required to protect the consumer.”

Board member John Studer (Whitman Auto Body Works; Abington) expresses his excitement for the future with the reclaiming of the MABA name. “I believe our best days were at the tail end of MABA when we hit the insurance companies hard in every direction. There was a lot of collaboration among the shops, and we were a serious thorn in their side.”

Studer believes in the weight the name holds. “I think the association now is probably as strong as it’s ever been, but there is something about the MABA name that puts fear into the hearts of insurance companies.” He suspects many in the insurance industry believed it was the “best thing that ever happened to them” when MABA went away. “This is a real positive thing for us, and we need everything we can in this battle,” he adds.

“When I was a kid and my father was on the Board, it was the Massachusetts Auto Body Association. It’s simple,” expresses Immediate Past President Kevin Gallerani (Cape Auto Body; Plymouth). He agrees the name holds substance and brings about a sense of nostalgia. Gallerani says everyone still talks about the

MABA days, even the legislators he interacts with at the State House. When the change to AASP/MA came about all those years ago, he admits he was a bit sad to lose the MABA label, but the national organization offered perks and benefits they needed at the time. “Now that we are on our own, it’s back to MABA. The name reminds people that we are a no-nonsense association, that we mean business and that we will play hardball.”

Gallerani is enthused about the future. “In my heart, we have always been MABA, and I look forward to bringing MABA back officially.”

SAVE THE DATE

2026 Events April 29

General Membership Meeting

September 9

Annual Golf Outing New England Automotive Report

January 2026 31

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[LEGAL] PERSPECTIVE by Sean G. Preston, Esq - Coverall Law

Built on Bad Estimates: How Insurers Undermine Shops – and Trust – One Illegal Appraisal at a Time In Massachusetts, every auto damage appraisal ends with the same unambiguous declaration: “THIS ESTIMATE HAS BEEN PREPARED AND SWORN TO UNDER THE PENALTIES OF PERJURY.” That sentence, required by 212 CMR 2.02(5), is not decorative text or bureaucratic flourish – it is a legal oath.

By law, an appraisal is a sworn statement of fact. And yet, some of the largest insurers in the Commonwealth have turned these sworn documents into strategic instruments of underpayment.

The initial estimates they produce often omit obvious procedures, exclude critical parts and list rates – especially for Paint and Materials – that appraisers and insurers know bear no relationship to prevailing market costs. In doing so, insurers shortchange their own policyholders and claimants while preserving the regulatory veneer of compliance.

This practice isn’t a clerical error or a difference of opinion.

It is a business model that begins with knowingly incomplete sworn statements and ends with consumers and collision repair professionals paying the price. The insurer pays less on the first check, the consumer accepts less than they are owed, and repair shops must shoulder the burden of explaining why the insurer’s sworn document is fundamentally inaccurate. When a legal document becomes a tool for systematic underpayment, it erodes trust – not just in the insurer that issued it, but in the entire claims process that depends on accuracy, honesty and good faith.

34 January 2026

New England Automotive Report

That erosion isn’t theoretical. It is happening every day, in every corner of the state, through every lowball estimate written under penalty of perjury. And if Massachusetts continues to allow insurers to underwrite sworn appraisals with impunity, the consequences will extend far beyond shortchanged consumers – they will undermine the integrity of the regulatory system itself.

The Business Model Behind Lowballing The strategy behind these lowball estimates is as methodical as it is profitable. When a vehicle is damaged, insurers issue an initial appraisal that dramatically underrepresents the true cost of repair. Paint and Materials – typically calculated using a dollarstimes-hours formula as with one particular insurer – listed at artificially low rates, such as $17 per hour, “even when insurers know the prevailing market cost is much higher. Appraisers, working under the insurer’s direction or pressure, also leave off procedures that are not just foreseeable but functionally unavoidable – operations like corrosion protection, structural pulls, diagnostics or blend panel refinishing. This initial estimate becomes the basis for the payment offered to the claimant, setting expectations for what the repair “should” cost, despite bearing little resemblance to what a safe and complete repair will actually require.

This strategy yields two significant advantages for the insurer.

First, when a claimant opts not to repair the vehicle – and under Massachusetts’ direct payment laws, they are free to do so – the insurer has successfully minimized its financial exposure. The check is cashed, the matter is closed, and the insurer keeps the savings, having never disclosed the full scope of the damage or cost. Second, if the consumer does proceed with repairs, the shop is left to file a supplement for the omitted work. At that point, the insurer may offer slightly higher rates or allow for certain procedures – but only incrementally and still well below industry standards.

It’s important to understand: the insurer is not “correcting” the estimate. They’re simply offering a number marginally higher than the first, calculated just high enough to be reluctantly accepted by a desperate repairer. Most shops have learned that pushing too hard on supplements results in delays, reinspection threats or, in some cases, claims handling retaliation. And with cash flow hanging in the balance, many shops accept short payment, knowing that refusing it could sink their business.

This system places body shops in an impossible position: either absorb the financial loss or find ways to cut corners. And for those who refuse to compromise on repair quality, the pressure is even more acute. Repeated short payments make it nearly impossible to perform the kind of thorough, OEM-compliant and safe repairs that modern vehicles demand. In effect, the

insurer’s strategy doesn’t just control cost – it quietly dictates how much safety a customer gets to buy with their claim.

This is not just an economic distortion; it’s a public safety risk, born from a model that begins with a false sworn statement. When insurers treat sworn appraisals as strategic placeholders, rather than truthful declarations, the entire repair process is poisoned from the outset.

Massachusetts Regulations Require Good Faith Estimates – Not Lowballs The legal obligations governing appraisals in Massachusetts are not vague, discretionary or open to interpretation. They are explicit, codified and legally binding. Auto appraisers in the Commonwealth are required to submit estimates that reflect not the insurer’s preferred numbers, but the actual, foreseeable cost to return the vehicle to pre-accident condition. When insurers or their appraisers deliberately suppress repair costs in a sworn document, they are not operating in a gray area – they are sidestepping regulations with precision.

Under 212 CMR 2.04(e), appraisers are required to identify “all damage attributable to the incident” and to itemize every labor, parts and materials operation necessary to complete a continued on pg. 36

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January 2026 35

[LEGAL] PERSPECTIVE continued from pg. 35 proper repair. Not optional, not partial – all. This includes scanning and diagnostic procedures, corrosion protection, structural straightening and refinishing processes – regardless of whether the vehicle has been disassembled yet. The standard is what can be “reasonably anticipated” at the time of writing. It does not permit appraisers to leave these operations off and “wait for a supplement,” as is now industry practice.

Moreover, per 212 CMR 2.02(5), every estimate must include the following attestation: “THIS ESTIMATE HAS BEEN PREPARED AND SWORN TO UNDER THE PENALTIES OF PERJURY.” This is not ceremonial language. It carries the weight of Massachusetts law. A knowingly false or incomplete statement on a document bearing that phrase is not just unethical – it may be perjury.

Further, 211 CMR 133.04 obligates insurers and their appraisers to base their assessments on the true cost of repair, including the cost of parts and labor “of like kind and quality.”

If rebuilt, used or aftermarket parts are specified, this must be documented. If a specific repair procedure is required to ensure safety or OEM compliance, it must be included. Nothing in these regulations supports or authorizes the “start low, settle later” approach that has come to define how estimates are written today.

Finally, any violation of these regulations is explicitly deemed an unfair or deceptive act under 211 CMR 123.08 and 133.08, tying these actions directly to Massachusetts General Laws Chapter 176D (Unfair Claims Settlement Practices) and Chapter 93A (Consumer Protection Act). That legal framework exists to protect consumers and small businesses from the exact behavior now normalized by major carriers: presenting appraisals that appear legitimate and lawful, but that are, in substance, hollowed out estimates designed to minimize payout.

In short, these are not “bad estimates”– they are noncompliant legal documents that form the foundation of nearly every auto claim in the state. And the fact that they are knowingly and strategically underwritten, under oath, ought to trigger enforcement, not apathy.

The Collision Industry Is Paying the Price While consumers may be the first to feel the effects of these fraudulent estimates, the collision repair industry bears the deepest, most enduring burden. Every time an insurer submits an artificially low estimate, repair shops are forced into a defensive posture – tasked with explaining to confused customers why the insurer’s numbers don’t match the reality of the repair. For many consumers, the appraisal appears to be a legal, authoritative 36 January 2026

New England Automotive Report

assessment. After all, it’s signed under penalty of perjury. When the shop produces a supplement that adds $1,500 or $2,000 in overlooked repairs, it’s the shop that risks being viewed as dishonest or greedy – not the insurer that knowingly wrote the lowball estimate.

This reputational damage is only the surface-level harm.

More insidious is the financial strain these practices impose on shops, particularly the independent businesses that make up the backbone of the Massachusetts repair industry. When insurers suppress labor rates, omit procedures and deny necessary operations, they force shops into a no-win dilemma: either accept inadequate reimbursement or walk away from the job entirely.

Most shops can’t afford to walk away. They absorb the shortfall, dip into margins and shift labor around just to make the numbers work.

The result is a pervasive culture of “eat it or lose the job.”

Some shops reluctantly comply, others silently absorb the loss, and some – unwilling to compromise their repair standards – simply stop accepting work from certain carriers. But the effect is the same: shops are being coerced into performing safe, complex and liability-laden repairs for reimbursement that doesn’t even cover costs.

And for those who refuse to cut corners, the pressure only grows. A repairer committed to OEM-compliant procedures and post-repair safety checks often finds themselves penalized – not compensated – for doing things the right way. The insurers’ suppression of repair costs doesn’t just threaten business sustainability; it threatens repair quality and consumer safety.

Some shops are pressured to overlook hidden damage, skip scanning or ignore corrosion protection altogether because doing the job properly means doing it at a loss.

This isn’t merely a shop problem – it’s an industry-wide collapse in economic fairness. Independent repairers, family-run businesses and regional operators are expected to subsidize the insurer’s savings while operating under the false pretense that the original estimate was complete and lawful. They are working harder for less, under the shadow of regulatory language that – ironically – was supposed to protect them.

The question is no longer whether this practice hurts shops.

It’s whether the regulatory and legal systems designed to protect them are willing to recognize what’s happening – and act.

Why Litigation Hasn’t Stopped This With the financial impact of these lowball estimates ranging from a few hundred dollars to $2,000–$3,000 or more per claim, it’s fair to ask: Why hasn’t this gone to court? Why haven’t policyholders lined up to challenge what, in many cases, amounts continued on pg. 40

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[LEGAL] PERSPECTIVE continued from pg. 36 to blatant underpayment on a sworn legal document? The answer is as frustrating as it is familiar – the damage, while significant, is too fragmented to make litigation practical for most individuals.

A single consumer who is shorted $2,200 on Paint and Materials, diagnostics or structural repairs may be outraged, but pursuing legal action would cost more in legal fees than they stand to recover. This economic imbalance is precisely what insurers are counting on.

By keeping underpayments just beneath the threshold of affordability for most lawyers, insurers exploit the gap between wrongdoing and accountability. It’s a textbook case of “too small to sue” – repeated thousands of times a year.

At Coverall Law, we’ve represented dozens of consumers in matters involving these shortchanging tactics. And the results are telling: in every matter where a

consumer retained counsel, the insurer paid. Not once has a properly supported case gone to trial and resulted in a loss for the consumer.

Even class actions, which might offer a path forward, face barriers. The practices at issue – underpaying by a few hundred or thousand dollars – are spread across a large population, but the “smoking gun” evidence is often buried in insurer-side internal policies, directives to appraisers or patterns that require industry-wide cooperation to surface. In the absence of subpoena power or a regulatory audit, these systemic abuses remain insulated from public exposure or judicial scrutiny.

What we’re left with is a regulatory blind spot: insurers knowingly underpay on sworn documents, while consumers rarely discover the loss, and even when they do, the legal system provides no practical remedy. Insurers understand this.

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In fact, their business model depends on it.

A Captured System: When Regulators Fail to Act As these practices continue unchecked, attention must turn to the agencies tasked with preventing precisely this kind of abuse – particularly the Auto Damage Appraisers Licensing Board (ADALB) and the Division of Insurance.

These bodies are not just passive observers of the problem. Through inaction, they have become part of it. Despite widespread knowledge within the collision repair industry that initial appraisals are routinely underwritten in violation of CMRs, ADALB has failed to hold even a single insurer or appraiser accountable.

This consistent pattern of inaction doesn’t merely erode public trust. It potentially exposes the Commonwealth to legal liability. In a July 2025 letter to Commissioner Sarah Wilkinson, we outlined the serious legal risks the state faces under the US Supreme Court’s decision in North Carolina State Board of Dental Examiners v. FTC. That ruling makes clear that state licensing boards composed of active market participants – as ADALB is – must be actively supervised by the state in order to avoid violating federal antitrust laws. If they are not, and their conduct reflects anticompetitive bias or enforcement patterns that favor dominant industry actors, the state itself may be held accountable.

Despite agency restructuring across other regulatory bodies in Massachusetts following that ruling, ADALB was allowed to remain under the oversight of the Division of Insurance – a conflictladen arrangement given that the very insurers ADALB fails to regulate fall under the Division’s purview. The result is a structurally and behaviorally compromised Board, one that now continued on pg. 42

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[LEGAL] PERSPECTIVE continued from pg. 40 operates with an apparent bias toward insurers while repairers are left without meaningful regulatory recourse.

The stakes of this failure are not abstract. If Massachusetts regulators continue to allow sworn, non-compliant appraisals to form the basis of thousands of claims each year while continuing to protect insurers from oversight, the Commonwealth itself may become a defendant in a future federal antitrust action. The legal theory is already wellestablished. Increasingly, the facts are undeniable. What remains to be seen is whether Massachusetts will act in time to protect its repair industry – and itself – from further harm.

ADVERTISERS’ INDEX 1Source ADAS................................................11 ADAS of New England....................................25 Albert Kemperle................................................3 Audi Group.....................................................21 Balise Genesis..................................................30 BMW Group...................................................20 Colonial Auto Group.........................................2

Conclusion: These Estimates Aren’t Just Inaccurate – They’re Unlawful Let’s be clear: these are not just bad estimates. They are false legal statements, sworn under penalty of perjury and submitted not in error but with intent. When appraisers working on behalf of some of the largest insurers in Massachusetts knowingly leave off procedures, underprice labor and materials and suppress foreseeable repair costs, they are not issuing a rough draft or a starting point for negotiation – they are executing a strategy.

That strategy relies on the assumption that no one will challenge them, that the public doesn’t understand the regulations and that repairers will eventually back down under financial pressure. For too long, that assumption has proven correct.

But the law is not on the insurers’ side. Massachusetts regulations make it clear: appraisals must be truthful, complete and based on all foreseeable damages and costs.

These documents carry the weight of sworn declarations. When they are falsified, they are not simply misleading – they are potentially unlawful. If this conduct occurred in any other legal context – filing sworn affidavits with false numbers in a court case or falsifying financial statements under oath – it would be prosecuted. The same standard must apply here.

We cannot allow insurers to knowingly write inaccurate estimates, hide behind the shield of perjury disclaimers and place the burden of honesty and safety on the backs of small business owners. We cannot permit regulators to remain silent while consumers are shortchanged and the repair industry is slowly gutted by a thousand underwritten claims.

And we cannot allow the Commonwealth to remain complicit – through negligence or design – in a system that places insurer profits above legal integrity and public safety.

It’s time for action. The Division of Insurance, the ADALB, the Attorney General’s office and the Legislature must confront what’s hiding in plain sight. Every day that this practice continues unpunished is another day that the law is broken with impunity.

We must hold these insurers accountable – not someday, not in theory, but now.

Coverall Law....................................................35 Crown Collision Solutions...............................33 Empire Auto Parts...........................................40 GM Genuine Parts..........................................15 Honda Group....................................................4 Hyundai Group...............................................37 Industry Update From RAE.............................33 Ira Subaru........................................................12 Ira Toyota of Danvers......................................13 Kelly Automotive Group.............................. IBC Kia Group.......................................................37 Lombard Equipment.................................. OBC Long Automotive Group.................................41 Mazda Group..................................................12 Mopar Group..................................................27 Nissan Group..................................................17 North..............................................................18 Reliable Automotive Equipment.................22-23 Subaru Group..................................................32 Telwin.............................................................38 Toyota Group..................................................39 USI North America.........................................16

Coverall Law Managing Attorney Sean Preston finished in the top of his law school class at the historic Howard University School of Law in Washington, DC after serving in the United States Army. He went on to excel in business and legal strategy, serving some of the world's most recognizable brands in neighboring industries.

Sean recently returned from Berlin, Germany with his family (where he served in Rolls-Royce's General Counsel function) and today resides in Wareham, MA, where he helps to oversee and meaningfully lead efforts in the region for Coverall Law. He can be reached at (508) 635-5329 or via email at spreston@coveralllaw.com.

42 January 2026

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