How the 2024 Election Might Affect the Collision Repair Industry
by Brian Bradley Autobody News
The election of Donald Trump to a second presidency and the coming shift in party control for at least one chamber of Congress will impact the collision repair industry.
namely the Korea-U.S. Free Trade Agreement and the U.S.-MexicoCanada Agreement.
To make sense of the shifting regulatory climate, Autobody News spoke to Bob Redding, president of The Redding Firm, a Washington, D.C.based lobbying group. In his capacity,
Though it’s tough to say exactly how the election will bring specific changes in areas like tariffs, federal right to repair efforts, and auto insurance premiums, it’s safe to assume the new political landscape will alter electric vehicle (EV) mandates and relax the overall regulatory environment.
Further, trade officials in Trump’s first administration prioritized the automotive industry, negotiating new bilateral, protective automotive regulations with countries including South Korea, Mexico and Canada in various free trade agreements,
Redding is the head lobbyist for the Automotive Service Association (ASA).
Redding shared his insights on what a Trump presidency, GOP Senate, and potentially a Republican House, could mean for the collision repair industry.
Q:We’ve seen two recent rate cuts by the Federal Reserve, one in September and another Nov. 7. Combined with the election results, what could this mean for the collision repair industry?
Hennepin Tech in Minnesota Reaccredited by ASE For Auto Service Program
by Brian Bradley Autobody News
The Automotive Service Excellence (ASE) Education Foundation recently reaccredited the automotive training program at Hennepin Technical College in Minnesota, the school announced in October.
The college, which has campuses in Eden Prairie and Brooklyn Park, received its reaccreditation in Master Automobile Service Technology. Its auto body program is waiting to hear
Clement Auto Group Offers Employees Free College Degrees
By Abby Andrews Autobody News
Clement Auto Group is focused on growth. After owner and President Raj Clement opened his first used car dealership in 2012, seven years later, he started purchasing other new- and used-car dealerships. Between 2019 and today, the group has expanded to eight locations — seven in Missouri and one in Illinois — and grown from 50 to 450
employees.
That growth mindset extends to the company’s employees. Both of the group’s Chrysler Jeep Dodge Ram stores — one in Columbia, IL, and a new acquisition in Florrisant, MO — signed up to offer the Degrees at Work program, backed by Fiat Chrysler Automobiles (FCA), now part of Stellantis. The program offers free associate’s, bachelor’s and even
REGIONAL NEWS
A:Lower interest rates are going to help everybody from a single shop owner to investment groups, I think, that are working not only in the collision space, but also the mechanical space. We represent both. Even though the mechanical partners have lagged behind collision on consolidation and MSO movement, it is there.
We’re seeing more and more of it — more interest from single shops, and hearing more interest in activity in M&A. So with the trends we’re on now, certainly the ingredients would be encouraging. I think this is going to impact a lot of different segments, not just the M&A piece.
The Federal Trade Commission, structure of the board and appointments and direction, that’s going to be a big change.
But I think it’s encouraging for small business. We did not take an official position [on the election]. We have people on both sides.
But I would say a majority of our folks would certainly recognize the [potential of a coming] shift in tax policy, banking policy and competition policy. And if the House keeps trending and does fold into Republican leaders controlling the House, I think you’re going to see an impact on auto policy that’s significant. And it won’t just be in the M&A space.
Q:Trump has criticized EV incentive programs in the recent past. What do you think a Trump presidency means for EV mandates, as well as the internal combustion engine (ICE) market?
A:I think we have to look back even at this Congress and the dissatisfaction amongst many Republicans in the House — and I’m speaking for them, but I’m saying we’ve heard them say it to us, in meetings and publicly — dissatisfaction with the amount of federal funding that’s gone into incentives and charging stations, for example.
They have a lot of questions about
that. We’ve even run up against it in EV training efforts in trying to get more funding in that space. Not opposition to auto technician training, but opposition to narrow EV training. We’ve got a lot of shops, particularly in rural areas, that may not have had the volume of EV training, EV cars in their shops.
And even up to today, a university town might have half a million people. So, access is what we’ve been worried about.
We’ve had a couple of pilot projects in Colorado and California on EV training. But it’s a funding issue. Paying for these things is hard, and the only way to do it is a public-private partnership. So that impact and the lack of focus on the EV piece amongst particularly many House Republicans, I think now will be incentivized. So, we’ll see.
Federal appointments are going to be critical. If you look at not just the FTC, but you look from our perspective at U.S. DOT. I don’t know who [Trump’s] going to pick. I don’t have an inside track on that. But I know that some of the names that have been thrown around are conservatives who are not advocates of huge federal subsidies in the EV space.
And I think you could see a real directional change in that area, not just in the House of Representatives and the Senate, but also with whoever’s appointed to run the DOT, I think it’s going to be big.
A:Q:What could the next Senate bring for the industry?
[Texas Republican Sen.] Ted Cruz will chair the [Senate Commerce] Committee. And we know Sen. Cruz. He’s been very helpful to us. He’s pro-small business. I can’t imagine a scenario where Sen. Cruz, who now will be Chairman Cruz, is seeking more federal regulation of shops or more federal incentives in the space. I just don’t see it.
Now, some lobbyists may be able to sell that, but I don’t think I can. So, I don’t see that. I think that what we’re watching for is what they’ll do in the auto safety space from our perspective.
We like inspection. We like state programs in the vehicle inspections space. We like states having a lot of rights relative to vehicle safety inspection.
But the federal government certainly has a role in that and what that should look like and any incentives in that area for states that want to do it. That includes post-repair inspections, programs like in New Mexico, where it’s on resale, the vehicle has to have a post-repair inspection after a collision.
I think it’s going to be very different
[in the Senate]. I was surprised at the Pennsylvania Senate seat flipping.
But I’d be surprised if one of the first things out of the box is broad auto policy. When it comes up, I do think it would be in the EV space, but I don’t see a broad automotive emphasis, which we could’ve had under Democratic control.
And in the House, I don’t think so either. We don’t know who’s going to be chairman, but if you look at the mix of potential chairs, I don’t see that as a priority.
Q:
What about federal right to repair legislation? Some view it as favorable to small business and mom-and-pops in collision repair. Do you think there could be pushes to get those efforts off the ground?
A:We talked some about this within ASA this week, after the election with our executive committee informally. But we have an agreement with the Alliance for Automotive Innovation and with Society of Collision Repair Specialists to address the vehicle data access issue.
And we are still working on implementation for the agreement we signed in July 2023. That will be very important for ASA implementation of the agreement, making sure that our shops have access to the data they need.
We like exhausting an industry agreement or an industry process if it’s possible, and it’s not always possible. But that’s always our first choice. If it doesn’t work, you go to Congress, or on this issue, right to repair, in Massachusetts and Maine, you have laws.
What we’re trying to avoid is any activity on this at the state level that will wind right back up where we’ve been with the insurer-repairer-consumer relationship, with it regulated with the authorization being at the state level, a 50-state checkerboard footprint of regulation. And that’s a hit and miss.
A:Q:How might other regulations be affected by the election?
But even not knowing who will chair the House Energy and Commerce Committee or the subcommittees — because that does matter, the committee leadership — I still don’t see the administration encouraging any legislative effort within their own party that dramatically expands the role of the federal government, particularly at the Federal Trade Commission.
Certainly, [car] dealers have taken their share of hits from the current Federal Trade Commission in the regulatory space. I just don’t see, from a direction perspective, that continuing. I may be wrong, but I don’t see that.
One of the things that has concerned us, because we were victims of it, independent repair shops, collision and mechanical, after the 1990 Clean Air Act Amendments, in the service information regulation, the U.S. EPA in a Clean Air Act Amendment said emissions data must be given to independent repair shops, collision and mechanical, across the board, and that repair shops should get the same service information that franchise car dealers got. The Department of Commerce released further rulemaking on data access. Well, the OEs dumped all the info at Commerce.
They were understaffed, didn’t have the funding, and had no clue what they were doing. It was a complete failure. We met with the U.S. EPA. They reversed that policy. It took years to get this new law into a regulatory space that worked, which are the websites that you go to now, the OE websites, are a product of that 1990 Clean Air Act amendment. So, the federal government regulating this and disseminating our data or what we need to repair cars is risky.
And I’m going to be very surprised if we see the House or the Senate, particularly the Senate, going full bore to expand the number of personnel, funding and authority of the Federal Trade Commission to run these kind of programs.
For legislation and laws that are too aggressive and can try and cap out what you as a collision shop owner charge for storage fees, if your storage fee is too high — this is our view — then the consumer or the insurer should tell you, “That’s too high,” and not the government. Then, it’s up to the shop what they want to do.
But controlling prices at shops is not something we want the federal government involved in. And that was clear in our pre-meeting with the panelists, clear from our members over the years and our leadership that these capped storage fees -- in Oklahoma that was proposed, and that legislation could come up again, even though it died this next year -- that is something that we just don’t support.
We think that’s too much of government.
If we go too far on the Federal Trade Commission as a police officer under, whether “Joe Shop Owner” gets data or information from a third-party provider or the OEs or whatever, then that’s a little too much interference.
Q:Trade officials during Trump’s first term prioritized the auto industry, negotiating new bilateral trade rules and imposing more restrictive tariffs. What do you expect to see in the trade landscape under a second Trump term?
Bob Redding.
Exclusives
Mike Anderson Collision Repairers Looking for More than Just Parts Discounts, Find Multiple Systems a Time-Suck 8
Abby Andrews Clement Auto Group Offers Employees Free College Degrees with StellantisBacked Program 1
Possible Strikes Still Threatening to Rattle Collision Repair Parts Supply Chain 30
Brian Bradley Hennepin Tech in Minnesota Reaccredited by ASE for Auto Service Program 1
How the 2024 Election Might Affect the Collision Repair Industry 1
Kentucky Wrestles with How Autonomous Vehicles Might Reduce Collisions 12
Elizabeth Crumbly Wholesale Parts Dealers Should Examine Bottom Line to Determine Profitability, Viability 42
WrenchWay, ASE Merge Products to Improve Industry Accessibility for WouldBe Techs 36
Stacey Phillips Ronak
‘Axalta Nimbus’ Cloud-Based Platform to Increase Refinish Customers’ Productivity 32
3M, Axalta Announce Collaboration on
REGIONAL NEWS
Explosion at Missouri Auto Repair Shop Kills Owner, Injures Employee 22
Ohio’s New Distracted Driving Law Reduces Fatal Crashes by Nearly 20% 46
Quality Collision Group Acquires 14 LaMettry’s Collision Locations in Minnesota 44
New Training for Collision Industry 28
DEKRA Introduces QCARE to Help Collision Repairers Manage Assets, OEM Certifications 7
‘Grandfather’ of Vehicle Gifting Program to Be Recognized During 2024 SEMA Show 14
‘How to Prepare for Collision Industry Innovations, Transformation 20
Leona Scott
CollisionRight Maintains Acquired Shops’
Index of Advertisers
AkzoNobel Appoints Digital Transformation Manager 44 Association Announces Executive Director 38
Romain Automotive Group Acquires Champion Chevrolet in Avon, IN 4
Single Mom Receives Refurbished Car from NABC Recycled Rides 43
Walser Auto Group, WSU Tech Partner to Address Repair Tech Shortage 47
A:I think it’s anybody’s guess right now. There’s no U.S. trade representative yet. Bob Lighthizer [under Trump’s first administration] did a fantastic job.
I thought, for Trump’s first appointee, he was experienced. I’m not sure how much. He was involved in steel [litigation before serving as USTR], and I think he had some other clients where he had a lot of interaction with the [U.S. International Trade Commission] and other entities.
I’m just a big fan of theirs. Also, President Trump’s first chair of economic advisors, Gary Cohn, was one of the most inclusive senior staff people at the White House I’ve ever seen.
Where they brought small teams in — not always the same industries in the room — they might have five people from different sectors running things by them that might not be not be a priority for the industry, but had some impact. So, I was impressed with those administration appointments last time.
The establishment of the House Select Committee on the Chinese Communist Party is a big deal. They have a serious chairperson there with [Republican] Congressman [ Molinar of Michigan.
He’s a serious person, very smart, very educated and works well with
the ranking member. There are a lot of members from both parties that are very focused on the China piece.
I can’t imagine a scenario where the Congress doesn’t, as a majority, support what the president tries to do on China. That would be a surprise. Could we see, I mean, China is focused on specifically in the automotive context.
Q:Pundits have raised the possibility that Chinese cars, including EVs and autonomous vehicles, could be exported more to the U.S. in the future. Do you expect automotive trade with China to be a focus area in the trade conservation?
A: If you go back to the U.S.-Canada-Mexico agreement, some of the positions that USTR put on the table that were not accepted, really, I think, are precursors towards a willingness for an aggressive protectionist approach.
I think it’s going to be a very different approach. As you know, [current USTR] Ambassador [Katherine] Tai has been less assertive on trade
Romain Automotive Group Acquires Champion Chevrolet in Avon, IN
Champion Chevrolet in Avon, IN, has been sold to Ron Romain and Amy Romain Barron of United Companies, which includes Romain Automotive Group, according to Performance Brokerage Services, which brokered the sale.
Champion Chevrolet will be renamed Romain Champion Chevrolet and will remain at 183 S. County Road 525 E. in Avon. United Companies began in 1964 as United Automobile Leasing, Inc., the first company in Evansville, IN, to offer vehicle leasing. Founded by Romain Sr., the business diversified over the years, leading
different.
I don’t know who [Trump’s] going to pick. He certainly has some good choices out there, including former deputies that may have an interest.
Q: In September, Trump tweeted that auto insurance rates were up 73% and he would cut them in half once he gets into office. Obviously, that can’t be a clean guarantee for every auto insurance holder. But is there any change that such a rate cut at least progresses toward being a reality, in the case of, say, deflation, or a deregulated supply chain?
A: I hope he does. I mean, my insurance rates are up. They’re certainly going to have a very, very different antitrust division at the Justice Department, a very, very different attorney general.
So, in the FTC piece, you’re going to have a lot of different federal policies. But as you know, the bulk of the regulation of these companies is at the state level. And despite
mix of insurance commissioners, a lot that were in the industry or going to the industry when they leave, as well as consumer activists.
That’s a tough job [to rein in insurance rates].
It’s hard. But it is, as you know, in many states, Pennsylvania, New Jersey, Florida and California, insurance rates are high.
Q:
Do you have anything else to add?
A: I think that generally, we are going to see some very probusiness initiatives.
I do think auto will be in the line of things that Capitol Hill addresses relative to the EV piece. I think you’ll see legislation introduced out of the box.
I think this applies to any industry sector: Whatever administrative agency that they follow, whatever cabinet official, but not just that — all the way down to Schedule C’s — I think the Trump administration has been working early, diligently, on the
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Revv ADAS and I-CAR were winners before the 2024 SEMA Show even opened, as both were named winners of New Product Awards at the Kickoff Breakfast held first thing Nov. 5, the first day of the show.
Revv ADAS won the Advanced Driver Assistance System (ADAS) Product category for Revv ADAS Plus, while I-CAR won the Collision Repair & Refinish Product category for its I-CAR Academy.
Runners-up in the ADAS category incuded Revv ADAS Mechanical, and Vision Automobile Electronics Industrial’s Solar Wireless Driving Assistant.
Runners-up in the Collision Repair & Refinish category included I-CAR’s RTS App, and SagolaSPRAY, from Sagola by Elcometer.
Revv ADAS Plus
Revv ADAS Plus automates ADAS procedures by using AI to identify ADAS calibrations in real time, scrubbing estimates in all three major estimating systems – CCC, Mitchell and Audatex – while referencing OEM repair procedures. Revv ADAS said the product can capture an additional $1,250 per job on average.
Revv ADAS Plus was built for shops
of all sizes, said CEO Adi Bathla in an interview with Autobody News.
“Whether you are a small shop or a large MSO, whether you are an ADAS specialist, static or mobile, you have to through a lot of changes,” Bathla said. “We’re here to support wherever you are, whatever type of business you are, whatever you have in your tech stack.”
Bathla said winning the New Product Award means a lot to his team.
designed to support both new technicians and the shops that employ them.
Dara Goroff, vice president of planning and industry talent programming for I-CAR, accepted the award.
“We think that this curriculum will help us to recruit new talent to the collision repair industry, where we’re suffering a talent crisis, get that new
“It means a lot of the hard work and dedication, listening to our customers, that we did for months to bring this to fruition is making an impact in an industry that is changing,” he said.
I-CAR Academy
The I-CAR Academy program is a comprehensive entry-level curriculum
talent trained, and then help our shops retain that talent by investing in a lifetime of learning and development,” Goroff said at the presentation.
Later, in an interview with Autobody News, Goroff explained in addition to the curriculum, I-CAR Academy includes human resources best practices, instructor guides for CTE educators
using the program in schools, and mentorship guides for a tech doing onthe-job training in a shop.
“It bridges the education from what a technician can learn in a trade school to what they would learn working on the job in a shop, so it doesn’t matter at what point in an education path someone is, if they go from a school to their employer, they will have equal, consistent standardized education,” Goroff said.
The program helps a new tech advance from zero foundational knowledge to being able to work in a collision repair shop.
“What’s great about it is, with the HR best practices, the mentorship and instructor guides, not only are they learning while they’re earning, but the shops are more readily able to accept those new technicians, create an amazing culture for them and retain them,” Goroff said.
I-CAR is “absolutely delighted that the New Product Showcase has recognized I-CAR Academy programming,” she added. “That tells us we’re headed down the right path and that the industry appreciates those who are doing the work to make sure that we fill the shortage with technicians that are qualified and qualifying to build and fix cars correctly.”
Spin the Wheel.
The GUNI® Wheel X is a dual-purpose repositioning wheel for your auto body shop. Here’s how and why:
• Remove the four outer locking bolts, and the wheel converts to a free-rolling spinner. Keep them in for a standard repositioning wheel.
• Perfect for moving vehicles with impairment issues like accident damage, seized drums, stuck transmissions and dead batteries.
Dara Goroff, center, accepts I-CAR’s New Product Award from SEMA Chairman of the Board Kyle Fickler, left, and SEMA President and CEO Mike Spagnola, right, at the SEMA Kickoff Breakfast on Nov. 5.
DEKRA Introduces QCARE To Help Collision Repairers Manage Assets, OEM Certifications
By Stacey Phillips Ronak Autobody News
With body shops placing greater emphasis on obtaining OEM certifications, collision repairers can feel overwhelmed when deciding which program is the best fit for their facility. Those who are already OEM certified may find it challenging to manage the programs they are part of. At the same time, shops often manually collect the information, while trying to complete timeconsuming reporting with valuable resources.
and standards.
“As a safety and standards company, we leveraged our expertise to bring more real-time verification and processes to our partners and provide an opportunity to repurpose important resources like valuable team members who spent a lot of time with spreadsheets trying to stay compliant,” he said.
Whether it’s an independent shop owner deciding which program is the best fit or an MSO that needs traceability throughout two to 2,000 shops, Morley said QCARE brings everyone together so less
“This can be highly inefficient and costly,” said Gabriel Morley, vice president of DEKRA North America.
Morley said DEKRA was committed to finding a solution to address the challenges of pursuing OEM certification. Working with its partners and the industry, the company created DEKRA QCARE (Quality Compliance and Risk Evaluation).
The cloud-based platform was designed to assist independent repairers and MSOs in proactively streamlining the management of their assets and certified networks. Morley said QCARE connects OEMs, repairers and other valuable thirdparty partners.
“QCARE can help with holistic network management, facility and asset management, mergers and acquisitions, and OEM certification and compliance,” explained Morley. “It also was designed to leverage the ability to track compliance against both internal and external standards, streamline asset and training management and enhance an organization’s field operations.
Morley said the product aligns with DEKRA’s core values around safety
The following year, the Deutsche Kraftfahrzeug-Überwachungs-Verein (German Motor Vehicle Monitoring Association) was founded and soon became known as “DEKRA.”
The company has grown to include about 49,000 employees worldwide and assists more than 500,000 customers in 60 countries on five continents.
“Through the company’s commitment to cybersecurity and the regulation of artificial intelligence (AI), DEKRA is helping to build trust in new technologies and to master the related challenges, such as future mobility,” noted Morley.
Morley said DEKRA has long supported OEMs in the testing and building of automobiles.
Initially, Morley said attention was focused on technical safety, primarily in the automotive sector.
DEKRA has since expanded its activities into many diverse aspects of daily life “on the road, at work and at home,” all focused on safety.
“Through this experience, the company has helped develop and verify OEM programs in collision, service and sales,” he explained. “Today, we provide various support from technology, audit and personnel services, as well as strategic consulting.”
Morley acknowledged that everyone’s business is different.
“As a result, the company has been cognizant of providing flexibility to QCARE and a feature-rich environment that can be adapted to many market variations,” he said. “However, solutions need to be affordable if we want to see adoption, so we’ve been very mindful of balancing cost with value.”
time is spent on managing program participation and more time can be dedicated to customers and proper repairs.
“Challenges with redundancy, cost and a lack of transparency and insight in the collision repair industry with the current way of administrating a certified network often make it hard for programs to scale,” said Morley. “There is also a level of liability for 364 days after a single yearly audit is complete.”
He said QCARE tracks and manages the critical elements that contribute to compliance, such as assets, tools, people and training. Features include connecting valuable industry partners, self-service capabilities to reduce costs and delays associated with traditional IT development, and the ability to improve operations. QCARE also provides customizable reports and configurable program tracking so that organizations can build upon QCARE’s functionality.
DEKRA was established in 1924 when an industrialist named Hugo Stinnes came up with the idea of creating a voluntary technical monitoring service for motor vehicles.
For nearly 100 years, Morley said, DEKRA has been committed to ensuring people’s safety in all of life situations. What started in 1925 with the technical monitoring of motor vehicles today comprises a wide range of services, notably for
inspecting, testing and certifying vehicles, products, processes and facilities, as well as initial and further training.
The company’s portfolio includes vehicle inspections, expert appraisal reports, industrial and building inspections, advisory, training and personnel management services, as well as testing and certification of analog and digital products and systems.
With more than 500 services offered, Morley said DEKRA assists in transforming sustainable management.
Working alongside its partners, DEKRA provides self-assessment opportunities to help clients make better-informed decisions about certification pursuit, repair quality improvement and shop operations. Future goals include continuing to support partners with a strong foundation and expanding DEKRA’s connected industry partners, which include equipment, paint and distributors. In addition, Morley said DEKRA’s 2025 plans include helping to move certification programs from the expectations of tools and training to more qualitative standards and insights. Additionally, the company will shift its focus to incoming regulatory standards like supply chain risk management, environmental, and information security.
During the 2024 SEMA Show, Morley took part in a panel discussion focused on OEM Audit Tips/Tricks. Christian Ruecker, vice president of mobility sales at DEKRA North America, took part in the Society of Collision Repair Specialists (SCRS) IDEAS Collide Showcase to discuss “Sustainability’s Role in Every Layer of Collision Repair.”
For more information about DEKRA QCARE, email Gabriel Morley at gabriel.morley@dekra.com.
Mike Anderson — From the Desk of Mike Anderson
Collision Repairers Looking for More than Just Parts Discounts, Find Multiple Systems a Time-Suck
As I mentioned in previous columns, I’ve conducted more than a dozen meetings bringing together collision repairers with regional wholesale parts managers for one of the automakers. The key goal: to give both sides of the parts purchase transaction a better understanding of each other’s perspective, and a clearer understanding of how the parts processes work between all the various stakeholders.
In the most recent of those columns, I shared some of what collision repairers said loud and clear about what they are looking for in a best-in-class OEM wholesale parts vendor. When they decide who to buy parts from, what are the most important considerations? The list invariably included:
• Acceptance of electronic parts orders.
• Good inventory. Getting the right part quickly can be just as — or even more — valuable to a shop as the discount.
• Knowledgeable, helpful staff.
• Accurate ETAs. Shops said some vendors receiving electronic parts orders may not input the actual estimated time of arrival. The system may default to an ETA of the next day, when in fact that has not been researched and verified by the parts vendor. As I said in my previous column, it is critical that wholesale parts departments understand that collision repairers make decisions based on parts availability. These decisions impact the shop’s employees and customers, their relationships with insurers, their productivity and their bottom line. Accurate communication is critical. If it were possible, shops would love to have the ability to know the part availability at the warehouse.
• Ability to scrub parts order by VIN.
• Prompt pick-up of returns and processing of credits. If parts are returned because the vehicle turned out to be a total loss, and the vendor can’t accept the returns without a parts return fee, shops said they can bill the insurer for that parts return fee.
• Email confirmation of orders received.
• Full and complete orders, with no “orphan lines.” Let’s say a body shop orders eight parts, but the dealership sends them nine,
perhaps because of a supersession. If the shop is electronically ordering parts, and electronically receiving invoices, there’s not a place for that orphan line to go. Tell the shop you’re sending an extra part so they can update the estimating system and have a place to receive all the items in that order. Again, it all comes down to great communication.
expectation mentioned, not ever considered the No. 1 demand. It was usually the fifth, sixth or seventh thing that made it to the list.
The best discount in the world doesn’t matter, for example, if the part is wrong or it takes forever to get the part. I’m sure there are parts vendors reading this and thinking, “Mike, you don’t understand. All my
• Consistent delivery windows. Having drivers arrive at the shop within consistent windows of time each day helps shops plan production. I’ll discuss the issue of shops that have inefficiencies and fail to perform 100% disassembly leading to multiple parts orders in a future article.
• Accuracy of order fulfillment and billing. Most shops said they would like to receive credits back in 48 hours or less.
• It would be great whenever possible to have parts invoiced in sequential order to match the shop purchase order in the management system.
• Shops say it would be useful if a vendor can provide a monthly report showing their percentage of return parts for the month (excluding core charges).
And yes, a “fair discount” always made the list. But I assure you, in meeting after meeting, among shop representatives from all types of shops, all around the country, “fair discount” was never the first
shop clients care about is price or discount.” I promise we will address this in a future article.
Lastly, for any insurers or automakers reading this: Shops are just as frustrated as parts vendors at having to use multiple platforms to order parts. I’ll go into this more in a future column, but here’s a not-uncommon scenario one shop owner recently shared with me about the wasted time these multiple parts systems add to what should be a simple process.
Step 1: He wrote an estimate for a job that was going to require four parts, including a headlight. His estimating system’s parts locating system — we’ll call it Parts System 1 — showed available parts, and he selected parts from that list.
Step 2: As a direct repair shop for an insurer that requires the use of another parts system — we’ll call it Parts System 2 — he dumped the estimate into that system and waited for bids to come back. For the headlight alone, that system found 45 options, so he went
through that list to find the best options.
Step 3: Back in the estimating system, he deleted the previous headlight and entered the one from Parts System 2. By that time — which happened to be the following morning — the estimating system had refreshed its system and so presented new headlight options, including one that was less expensive. He went back into Parts System 2 to document why he was choosing the headlight from Parts System 1.
Step 4: He then scrubbed the estimate for compliance, and that report has its own parts search that has nothing to do with the Parts System 1 search. That identified a headlight that’s even cheaper, so once again he deleted the headlight and added the latest one found, again documenting within the systems why all these choices were being made.
Step 5: With the estimate written to comply with insurer requirements, he then sent the estimate to Parts System 3, one that’s required for the relevant automaker’s certification program. That system identified new OEM parts that match all the pricing on the earlier parts found, but to accurately reflect what is being done to the vehicle, he has to delete all the previous parts found and reenter all the price-matched parts from Parts System 3.
Fifty minutes later, he said, he could finally order the parts. In that amount of time, he said, he could have blueprinted another job. This scenario happened every single day. This is ridiculous. We need to work together on a solution.
I hope at least one person in the insurance industry will reach out to me to better understand the impact of this and how much this delays things for shops and customers. We are stepping over $100 bills to pick up pennies. There is a better way.
Next time: I’ll share what shop owners should understand about what makes them a good customer for a dealerships’ parts department, and what shops and their parts suppliers can do together to each improve their business.
One shop owner told Mike why it took him 50 minutes to order a headlight due to having to use multiple parts ordering systems.
back about its reaccreditation status after the ASE Education Foundation recently completed its site visit as part of the vetting process, Hennepin Tech Academic Dean for Construction and Transportation Mark Johnson wrote in an email to Autobody News.
“This is great news for automotiveminded young people and their parents,” ASE Education Foundation President Michael Coley said in a statement to Autobody News on the automotive service reaccreditation.
“Because this program increases cooperation between local education and industry leaders, it gives added assurance that graduates will be employable entrylevel technicians.”
The ASE Education Foundation is a nonprofit, independent organization that evaluates and accredits entry-level technician training programs in alignment with industry standards.
Several variables compose ASE Education Foundation’s Automobile Program Standards, including the potential for technicians to be hired in the geographic area served by the program, ability to accommodate
students with cognitive and psychomotor differences, and a robust program advisory committee.
The standards, which became effective July 1, state that advisory committees should inform and review student surveys, examine funding and conduct yearly inspections of tools and equipment for quality, safety and age. The committees include at least five industry members, excluding school personnel and other schools’ educators.
Site visits involve evaluating repair activities during two consecutive days while students are in class for initial accreditation, and during one day for renewal of accreditation. The visits require participation by the evaluation team leader and additional team members, generally recruited from local repair shops and dealerships.
“During the past few months, we have worked closely with the ASE Education Foundation to make certain that our program would meet strict industry standards, and now we are delighted to join the ranks of the ASE accredited training programs,” Johnson said in a statement. “Students will be assured of a quality education, and shop owners will be assured of getting
quality job applicants.”
Hennepin Tech is one of at least six ASE Education Foundationaccredited colleges in the Minneapolis area. Dunwoody College of Technology, Saint Paul College, Century College, Anoka Technical College and Dakota Co. Technical College are also accredited.
It appears that ASE Education Foundation’s accreditation of Hennepin Tech is helping to produce tangible learning outcomes for students.
The Alliance of Automotive Service Providers of Minnesota (AASP-MN) has awarded scholarships to at least six students since May 2023, including four students enrolled in the automotive service technology program.
According to a 2023 TechForce report, there will be a shortage of about 1 million automotive technicians by 2026, including 113,000 collision repair technicians.
“As a result of the quality education provided by Hennepin Tech, the motoring public will benefit since better repair technicians will join the workforce,” Coley said.
AUTOBODY
DataTouch announced the commercial release of “P-Pages AI,” an artificial intelligence (AI) technology offered to collision repair shops to efficiently convert estimates received in a PDF format from external appraisal sources into a sharable digital format based on CIECA Standards.
It was designed to correctly interpret and apply the existing Collision Estimating Guide (CEG) Procedure Pages (P-Pages) for each estimating system.
In just a few seconds, P-Pages AI generates an updated electronic estimate that identifies the “not included” operations and costs per the P-Pages that are frequently overlooked by the appraisal source. The P-Pages AI estimate also identifies the section within the CEG P-Pages that documents the operation required to complete the repair for each crash part.
For more information about DataTouch and P-Pages AI, visit www.datatouch.us.
master’s degrees in select fields of study to all employees at qualifying FCA dealerships, along with their spouses and children, through a partnership with Strayer University.
Clement Auto Group’s Columbia dealership enrolled in the program in early 2024, and its recently acquired Missouri dealership is in the process of doing so now. Together, the dealerships have about 100 employees who are now eligible to participate, along with their families.
Evangeline Sutton, chief market officer, and Joey Bartle, people operations director for Clement Auto Group, said the program is a great recruiting and retention tool, and reflects the high value Clement — who came to the U.S. from Malaysia on a student visa — places on education.
Sutton said the automotive industry offers solid careers to people who don’t have a college degree, whether due to a lack of access or making different choices when they were younger.
“It’s a ‘second chance’ industry,” she said. “It’s very open if you work hard, have ethics and can show character.”
However, many people reach a
point where they would like to pursue education, either to change careers or get promoted in their existing one, or help their spouse or children do so.
The Degrees at Work program offers them the accessibility to learn and grow, Sutton said.
Bartle said new hires are excited when they learn about the program at orientation.
“I hear testimonies from newer employees, hired as a service tech for instance, who talk about how they have a kid at home who would like to go to college but it’s a financial burden and they’re concerned about student debt,” Bartle said. “Their eyes light up when I give them the brochure because it’s something they can take home to their kid and say, ‘Here’s an opportunity to get your degree.’”
Among the degrees employees can pursue are ones in accounting, business administration, criminal justice, information technology, marketing, education, health services administration, human resources management and public administration.
“I give a lot of credit to FCA,” Sutton said. “They’re reimbursing us for the cost of the program.”
The Degrees at Work program is only one of several community initiatives Clement Auto Group has
undertaken.
Its Drive for Excellence initiative, now in its third year, offers a chance to win a new Ford Mustang to highachieving high school juniors and seniors. Local students who earn A’s and B’s can bring their qualifying report cards to any of the group’s six St. Louis area locations. They get raffle tickets based on their grades and attendance records.
Just before prom, Clement Auto Group draws 20 random tickets, and the qualifiers each select one of 20 keys. One lucky key opens the door to the new Mustang. The next drawing is scheduled for April 26, 2025, at Clement Ford.
Winterize Your Kids supplies free winter coats to any kid in the Florrisant area who needs one.
Clement Auto Group is also the official sponsor of St. Charles, MObased Lindenwood University’s athletics department, supplying cars for its coaches, discounts for alumni and welcome kits for the school’s international students.
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LKQ Corporation announced the unification of its LKQ PBE and FinishMaster businesses under a new brand, LKQ Refinish, marking a merger that strengthens its reach and resources in the North American automotive and commercial industries. The combined division now serves more than 40,000 customers across the region.
The rebranding under LKQ Refinish is part of a larger strategy to provide an integrated and robust support network for customers in the automotive collision, fleet and industrial sectors.
Over the years, the division has grown through the acquisition of established names like Keystone Automotive Paint, Body and Equipment, AkzoNobel’s U.S. company-owned store division, Max Auto, and Cross Canada. The latest merger with FinishMaster solidifies LKQ Refinish’s position as a leading distributor of refinishing products and equipment.
Kentucky Wrestles with How Autonomous Vehicles Might Reduce Collisions
By Brian Bradley Autobody News
The emergence of autonomous vehicles (AVs) could spur automated data collection to prevent future collisions and to strengthen crash mitigation efforts, officials said during a meeting of the Kentucky Legislature’s Artificial Intelligence Task Force on Oct. 8.
During the meeting, State Sen. Stephen Meredith asked Kentucky Transportation Cabinet Deputy State Highway Engineer Jason Siwula whether every AV might have the “equivalent of a black box” to collect transportation data, forestalling the necessity for the state to collect all data manually.
retroflection in dry and wet weather.
Meredith cited some $1.3 million in contract funds his state has recently spent on data collection, including for “trauma transportation.”
“Mortality is more pronounced in rural communities than it is urban communities,” said Meredith, who is also the former chairman of the Kentucky Hospital Association. “We know those things, but we don’t ever act on those things.”
Statistics from the nonprofit Insurance Institute for Highway Safety show 65% of Kentucky’s 744 roadway fatalities in 2022 happened in rural areas.
Republican State Sen. Gex Williams mentioned the possibility of developing the concept of “AV-
“I think that there’s a lot of potential opportunities for data collection to change with the advent of vehicles that are collecting that data for their own use,” Siwula said. “Utilizing that type of data collection to report those types of things to not only transportation agencies, but other public entities as well could potentially be very valuable.”
Meredith cited the potential value that artificial intelligence (AI)-embedded AVs may have in preventing collisions.
said. “There are plans to use AI to analyze the images captured by the vehicles as a secondary source to quickly identify and grade defects.”
Task Force co-chair Republican Amanda Mays Bledsoe noted a MLassisted approach to road grading could provide better data, a better analysis and a better plan for using taxpayer money toward roadways.
in Kentucky, including requirements for titling and registration for AVs, among several other measures.
“Since the passage of House Bill 7 within the 2024 session, we’ve been working to prepare for implementation [of AVs], including meeting with technology companies who are interested to learn more about the framework that’s been put in place
Siwula didn’t provide a schedule for when fully autonomous vehicles will hit Kentucky roadways, only saying “the jury is still out” as far as a timeline. Kentucky has allowed use of fully autonomous vehicles on its roadways since House Bill 7 took effect July 14.
The legislation set in motion the development of a regulatory framework to govern the use of AVs
ready roads” and changing road signage to make it AV-compatible.
here in Kentucky, [and] evaluating the need for the promulgation of regulations, which was allowed by House Bill 7,” Sikula said.
Task force recommendations on legislative initiatives to provide consumer protection regarding the development of AI systems in the private and public sectors are due to the Kentucky Legislative Research Commission by Dec. 1.
Kentucky could use AI to generate data to assist in paving and road striping efforts as well, task force
Engineers will have to hone machine learning (ML) software installed in AVs to learn cues from road striping to prevent damage to other cars or human life.
The Federal Highway Administration (FHA) is considering how roads must be marked and maintained to be acclimated for AV use, Siwula said. These considerations are expected to eventually be included in the Manual on Uniform Traffic Control Devices, the federal document that outlines how signage, markings and other traffic control devices are to be implemented in a consistent manner,
The European Commission has introduced a policy that road markings and traffic signs must be designed to be accurately recognized by humans and AVs; and, the European Union Road Federation is recommending for lane markings a width of 150 mm and certain levels of
“Those are things that we’re watching for both on the national level and as research is done at various places in order for us to be able to consider as we make policy at the [Kentucky] Transportation Cabinet,” Siwula said.
LIDAR is the primary tool used to identify road defects in Kentucky, but AI can assist in analyzing issues that LIDAR overlooks, said Kentucky Transportation Cabinet system architect and AI Lead Drew Clark
“The images have to be manually reviewed later by personnel to assess the full extent of the damage,” he
Credit: Shutterstock.
A screenshot of the task force meeting live stream.
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‘Grandfather’ of Vehicle Gifting Program To Be Recognized During 2024 SEMA Show
By Stacey Phillips Ronak Autobody News
More than 40 years ago, a body shop owner named Dave Adams began giving away refurbished vehicles to those in need. Over time, the giftings were formalized by AkzoNobel as the Acoat Selected National Benevolence Program. Inspired by the impact of these efforts, the National Auto Body Council® (NABC) began donating vehicles as part of the Recycled Rides® program in 2007.
behind this effort. Over the years, he recognized how hard she worked as a single mom raising three boys. While Adams was in elementary school, he remembers a neighbor offering to paint his mom’s old car, a four-door AMC Rambler.
“My mother loved the color purple and he painted it purple metal flake,” recalled Adams. “It was a wreck. Just imagine a four-door Rambler with a purple metal flake paint job.”
Adams considers his first official car giveaway “with thoughtfulness” to be a blue Ford Taurus station wagon. Once it was fixed up and painted, his next thought was, “How do you give a car away?”
Adams will be recognized for his initiative and role in the vehicle giveaways during the NABC Recycled Rides ceremony Nov. 5 at the 2024 SEMA Show in Las Vegas, NV.
Autobody News talked to Adams about what inspired him to gift cars in his early 20s and how the initiative evolved.
A self-described motorhead, Adams began working at his father Kay’s collision repair facility in Utah in seventh grade and continued through high school. After graduating, he joined United States Steel for a few years. Although he enjoyed it, he missed being in the shop. When he was 23, Adams opened his own facility, Dave Adams Classic Auto Repair, in Orem, UT, with two employees.
“I had a pretty good head start because of my involvement in my dad’s business and people knew me locally,” he recalled.
About four years into running his business, Adams started a towing company. Occasionally, he found what he considered to be decent cars with minor damage.
“I didn’t know what to do with them other than take them to the junkyard,” he said.
To help support the community, he started giving away vehicles to people who needed “a hand up, not a handout.”
Adams considers his mother, Beppy DeHaas, who worked at his shop for 20 years, the inspiration
conversation other than me asking how he was doing,” said Adams.
The man remembered Adams and thanked him for the station wagon. He had been working for about three weeks and nearly had enough money to rent an apartment.
“I probably cried driving away because my first thought was, ‘I didn’t only give him a car, I gave him a house to live in while he could prepare for a home,’” he shared.
he said. “It was just so awesome.” The vehicle giveaways were mainly held at his facility during the holidays. Every year, Adams gifted at least one car; sometimes, it was three or four depending on whether he found somebody who really needed help.
He went to the nearby unemployment office and asked one of the counselors if there were any clients who had job opportunities but no transportation.
“The counselor just happened to have a family standing there with two little kids,” said Adams.
With the Ford keys in hand, Adams told the father, “If I could have a minute of your time, I would like to help your family with transportation by giving you a car.”
That was the same year Adams began creating a process to give away vehicles. At the time, he was president of the Utah Valley State College (UVSC) Alumni Association. The school had a technical program where Adams took classes over the years and later became a mentor. The college offered an option called Turning Point, where adults could learn basic skills to help find a job.
Adams contacted the coordinators and asked for a list of people who had great potential but no transportation.
“I would do my due diligence, evaluate the people, and then decide who should receive a car,” he said.
He also received letters from residents who knew somebody who needed help.
In 1999, Adams shared the vehicle gifting idea with his Acoat Selected North American Performance Group (NAPG) members as part of the new ideas contest. At first, the reaction he received from about 70% of the men was very negative.
“They couldn’t believe I would give someone a car and then walk away,” he said.
In response, Adams told them that until they had experienced it, they wouldn’t understand.
“Knowing that you have made such a difference in 10 minutes that would change their life forever is amazing,” he emphasized.
Although many shop owners weren’t in support, he said 100% of the wives, business partners or secretaries at the meeting were blown away.
“The biggest influence in my life is my wife, Shelly,” Adams said. “If my wife told me, David, you’d better do this, that’s something that I would have needed to do.”
Adams ultimately won the new idea contest, although many in attendance wanted proof the program would benefit their businesses.
Following the meeting, Adams contacted local news channels and invited his friends to the next car giveaway. At the following performance group meeting, he showed VHS recordings of every major channel headlining the donation, as well as a full-page color print newspaper ad.
Adams drove the family to the Department of Motor Vehicles, paid to get the car licensed and plated and then funded the first six months of insurance.
About three weeks later, Adams was driving home and stopped at a gas station. He noticed a Taurus station wagon with curtains on the side windows, two thermos ice coolers in the back and a little mattress with two kids on it. He realized the car was the same one he had given to the father in need.
“We didn’t have much
Adams and his employees repaired the vehicles and painted them using products donated by AkzoNobel. He contacted the recipients to let them know they had won something and invited them to bring their families to his shop.
“We never had anybody not come,” he noted.
A luncheon was set out and a big bow was placed on each vehicle. Adams also filled the cars with gifts for the kids and held a presentation, talking about the collision industry and thanking the person for coming to the luncheon.
“Then I would say that the biggest reason you’re here is that you and your family are getting a car today,”
“I gave them solid proof of what they could get financially if that was their goal and the men were eventually blown away, too.”
However, Adams said that was never his intention.
“I never did this, not even once, to get my shop any accolades,” he shared. “My goal always was to help those less fortunate by giving cars away.”
Recognizing the benefits and impact of the vehicle giftings, AkzoNobel adopted the program and named it the AkzoNobel Acoat Selected National Benevolence Program. It became an official part of the Acoat Selected NAPG,
Dave Adams considers a blue Ford Taurus station wagon to be his first official car giveaway “with thoughtfulness.”
To help support the community, Dave Adams gave away vehicles to people who needed “a hand up, not a handout.”
Dave Adams grew his business to include four locations with 75 employees.
Automotive Parts Supply Chain Withstands Port Strike
by Ben Shimkus Autobody News
Catastrophic weather and union strikes put the automotive parts industry on edge, but fears of temporary inflation in the collision repair segment seem to have been avoided.
The International Longshoremen’s Association (ILA), which represents port workers along the eastern U.S. coastline, initiated a strike Oct. 1, halting work for 50,000 members and stalling operations at 14 major ports along the East Coast and Gulf of Mexico. The strike came as regional hubs grappled with the aftermath of Hurricane Helene and prepared for Hurricane Milton.
These concurrent events alarmed automotive analysts. European manufacturers ship vehicle parts to the East Coast, and a prolonged strike could have impacted parts availability across the segment, raising prices for repair shops and customers. The automotive parts industry had already been dealing with inflationary pressures for years due to supply chain disruptions, severe weather patterns and the workforce’s return after COVID-19 shutdowns.
“The timing for the strike couldn’t
have happened at a worse time [for automotive parts]. Right when there were ships bound for the East Coast, the storm was shutting down ports proactively,” said Greg Horn, chief industry relations officer at PartsTrader. “We dodged a bullet here. It could have been a very devastating strike for the U.S. economy in general.”
Fortunately for the automotive parts industry, the strike ended after three days, with a temporary deal between the ILA and the U.S. Maritime Alliance. The agreement, which will last until January 2025, has helped prevent further supply disruptions. According to Horn, prices have remained stable despite the turbulence.
PartsTrader operates an online marketplace that connects repair shops with parts suppliers, streamlining the process of sourcing and purchasing components. The platform optimizes repairs and improves cost efficiency by allowing businesses to compare prices and availability in real time.
Horn explained that PartsTrader tracks two key metrics to assess market health: the number of quotes per part and delivery timelines. By analyzing these data points, the
company can diagnose potential disruptions and evaluate the impact of events like the ILA strike. However, he noted that advanced rerouting and sufficient stock levels helped suppliers avoid significant delays, minimizing the strike’s effect on parts availability.
In preparation for the strike, suppliers rerouted dozens of cargo ships from the East Coast to the West Coast in mid-September. Ports on the West Coast, which had been operating at 70% capacity, absorbed the increased load, reaching 80% capacity without major delays.
“I think the takeaway is the suppliers had enough advanced notice. They altered their plan. They had enough stock already that it is a non-event,” Horn said. “So, good news all around.”
Horn attributed the suppliers’ preparedness to investments made following the COVID-19 lockdowns and past union contract disputes. Asian manufacturers had planned shipments well in advance of strikes proposed by the ILA’s sister union, the International Longshoremen and Warehouse Union (ILWU), representing West Coast port employees. Meanwhile, American
manufacturers streamlined their distribution networks before the United Auto Workers (UAW) strike in 2023. While the limited impact from the
“I think the takeaway is the suppliers had enough advanced notice. They altered their plan. They had enough stock already that it is a non-event,”
GREG HORN
initial strike shows that automotive supply chains are more robust than initially anticipated, Horn warned the union’s contract runs out in January. The ILA’s three-month agreement increased union wages by 61.5%, but negotiators remain divided over major disagreements that could send port workers away again in January. Mediators are hammering out disagreements over port automation and health care benefits.
“It isn’t over yet,” Horn said. “There is still a possibility that they won’t come to an agreement and they go on strike again after the 15th of January. It ain’t over until it’s over.”
Vehicle Gifting
available to all Sikkens users. Later, the name was shortened to the National Benevolence Program.
The goal was to present refurbished cars to deserving individuals or organizations during the holiday season. Participating shops worked with local charitable organizations to help identify an individual or group in need of a vehicle. Many also contacted local vendors to receive donations for insurance coverage, parts, oil changes, car washes, tires, car seats and toys.
program, which led shops through a formalized process to source, repair and gift vehicles.
Two years later, NABC started Recycled Rides.
AkzoNobel ended its National Benevolence in 2018, urging the handful of legacy participants to maintain their giftings under the NABC banner.
Since 2007, more than 3,300 vehicles have been donated as part of Recycled Rides, valued at approximately $47 million, according to the NABC website.
Adams, who was involved with vehicle giftings for about 35 years, has many fond memories of the experiences.
“The mission of the community relations program was to generate goodwill at the local level while improving and promoting the image of the collision repair industry,” said Rick Fifer, central business services manager at AkzoNobel.
To help support participating shops, AkzoNobel provided a media list, an event planning and media relations guide and signage.
In 1999, fewer than five cars were given out. Just five years later, 45 were gifted.
“Participants said that initially, they were looking forward to receiving some free publicity, but after experiencing their first giveaway, most agreed that they would do it again without any publicity because they loved the ‘feel-good’ factor of giving back to their communities in a time of need,” Fifer shared.
In 2005, Fifer said AkzoNobel felt it would be beneficial to involve a nonprofit organization in the initiative to increase its credibility and garner more media attention so it would not come across as a paint company or body shop attempting to get free publicity.
AkzoNobel approached NABC about getting involved in the project and helping it grow. The company also provided its standard operating procedures (SOPs) for the
giveaways. Local wrecking yards offered to donate parts for repairs.
“Sometimes, it took a little nudge, but eventually, I got enough people on board that I didn’t always have to buy the cars,” he said.
When the giftings were coordinated under the National Benevolence Program, insurance companies often donated vehicles.
“Farmers Insurance was one of my largest direct repair facilities that I worked with. A great friend of mine who was an adjuster, Mont Collier, helped me set up part of the program with Farmers Insurance,” he said.
Adams’ wife, Shelly, and children Nick, Tanaca and Noah, always supported the vehicle giftings. Nick and Tanaca both worked at the shop for several years and Adams’ brother, Joe, was employed there for more than 20 years.
When he was 46, Adams sold his business to a small conglomerate. “It was a five-year contract sale and they defaulted in four years,” he explained.
Adams was initially hesitant about taking the shop back but decided to move forward.
profitable,” he said.
Over the next decade, Adams grew his business to include four locations with 75 employees; he also managed a dealership location. He later sold to Gerber Collision & Glass.
His advice for shop owners considering gifting vehicles is to get involved personally.
“For it to manifest and build and grow, the owner has to have the heart, the willingness and the wanting to do it,” he said. “To do that, you’ve got to dive in headfirst.”
He compares it to unconditional love.
“You have to go into this with a clean heart, have no expectations and know that you’ve done a great thing,” he emphasized. “Don’t look back; just move forward and be proud of helping your community.”
After selling his business and retiring, Adams said it’s an overwhelming feeling to receive recognition during the NABC ceremony.
One of the giveaways was held at a community college basketball game during halftime. “It was so cool,” he recalled. “They let me drive the car up on the lawn to the entrance to the stadium.”
Another memorable giveaway was to a lady who had a daughter with a disability.
“We had to figure out a way to help her with special needs,” said Adams. “During the giveaway, the young daughter’s grandfather came up to me in tears, and his whole heart poured into my shoulder. It still makes me tear up.”
Adams also developed special relationships through his involvement in the donations over the years.
“AkzoNobel helped me tremendously. I don’t think my business would have grown to the extent it did had it not been for the Acoat Selected program,” he shared.
“Fortunately for me, I had many friends in the business and people knew me well enough that we were back on top within four months and
“After a certain amount of time when you have been out of an industry, you start feeling irrelevant,” he said. “This recognition puts relevancy back into my life and I think it will for the rest of my life. It really puts a cherry on the top of everything I worked for.”
Adams remembers being invited to an AkzoNobel meeting in Washington, D.C., shortly after AkzoNobel took over the initiative.
“I walked up the stairs and there was a full-size cardboard image of me at this big event. I was blown away,” he said. “They called me the grandfather of the Benevolence Program.”
For many years, Adams used salvaged and repaired vehicles or purchased cars himself for the
Dave Adams said he never donated cars for accolades. His goal was to help those less fortunate.
CIC Discusses Outdated Term ‘Set-Up and Measure,’ Cyber Security Risks For Shops
by John Yoswick Autobody News
With more than 140,000 people, about 1,400 vehicles and more than 2,400 exhibiting companies filling 1.2 million square feet inside and outside the Las Vegas Convention Center, there’s a lot vying for SEMA attendees’ attention.
But for collision repairers, there were key meetings and training sessions throughout the event, held Nov. 5-8, that drew them — at least temporarily — from the trade show itself.
The Collision Industry Conference (CIC), for example, regularly holds one of its quarterly meetings during SEMA week, which it did this year on Nov. 5. Cyber protection was the focus of a presentation by the Data Access, Privacy and Security Committee, offering real-world best practices to avoid having digital systems hacked or becoming a victim of ransomware.
a sudden they tell you that you need to spend money.”
Kennedy said he equates it to having your doctor say your cholesterol is high, yet you don’t want to pay a monthly gym fee. “’I feel pretty good and nothing bad has happened yet, so I’ll just do it on my own,’” Kennedy said some people think. “That’s kind of a failure point.”
He said a cybersecurity expert can help identify areas of vulnerability within your company. “A lot of shops don’t realize that all these scan tools they have in the shop are all running on Wi-Fi,” he said. “How many of their employees are running on the same Wi-Fi? How many of them are also on these social media sites or the shopping sites that happen to be controlled by a communist country? That’s where the real risk comes in.
“That’s why I think it’s more important that you have a security expert that comes in, assesses your individual shop, your weaknesses, your strong points, and sets a plan
Shaughn Kennedy of Spark Underwriters said threat assessment and cyber insurance are among the key steps businesses of all sizes should consider.
“First, you have to realize that most standard business insurance policies out there exclude cyber,” said Kennedy, whose company focuses on the automotive repair industry. “So you actually have to have that coverage added back in through an endorsement or a stand-alone cyber policy.
“People ask me: How much cyber [insurance coverage] do I need? Well, insurance is there to pick the pieces up when something bad happens,” Kennedy continued. “The more important thing is proactively having a cybersecurity expert come in and assess your systems. Then the hardest thing for some people is to actually listen to them because all of
the topics on the agenda at CIC in Las Vegas. The Emerging Technologies Committee continued its discussion — started at a CIC earlier this year — of issues related to low voltage control systems, this time focusing on pure battery electric vehicles.
separate operations.”
He and the committee then showed how the process and equipment used to anchor, measure and pull vehicles has evolved significantly over decades, looking today nothing like the process — and the amount of time — required in the past.
And while developing and maintaining written definitions for the terminology in the industry isn’t always the most compelling content at CIC, the work of the Definitions Committee helps with communication within the industry — and can be key in negotiations and conflicts within the industry.
At CIC in Vegas, the committee received thumbs-up approval from the body for adopting about 30 definitions related to vehicle safety system calibration terms based on the work of the Society of Automotive Engineers (SAE). Those definitions, for example, differentiate between dynamic and static calibration procedures, define a half dozen different target types and two types of reflectors, and offer examples of what can be included in a “calibration report.”
“Traveling around the country visiting shops, one of the things that was disturbing was that frame machines are one of the largest investments that a shop owner makes, yet for some reason, it doesn’t seem to be a profit center in a lot of the shops that I visited,” Yeung said. “The reason I know that is a lot of frame machines are just packed away in the corner with 2 feet of dust on them. I don’t know if they purchased them just to participate in a program, or initially they were sold with the idea that it would do a better repair. But when it came down to get compensated for what was involved
“First, you have to realize that most standard business insurance policies out there exclude cyber.”
SHAUGHN KENNEDY
SPARK UNDERWRITERS
for you, and that you actually listen to them. That’s more important than the insurance itself.”
Kennedy said it’s also important to really understand the cyber policy you buy.
“Your insurance has a lot of fine print about what your obligation is under that contract,” he said. “If it specifically lists certain things, like you agreed that you’d have multifactor authentication, things like that, and you didn’t do it, then you put yourself in jeopardy where you may actually have a claim denied because you didn’t uphold your part of the contract. And a lot of times people don’t go through that policy enough, or your agent doesn’t explain it to you, and then there is a jeopardy there.”
Finding Common Language on Calibrations
Vehicle technology was also among
The definitions will be incorporated into CIC’s existing glossary of industry terms, available at the CIC website. Anyone in the industry can submit suggestions for changes or additions to the definitions included in the glossary.
Moving Away From ‘Set-Up and Measure’
Also during CIC in Las Vegas, California shop owner Kye Yeung, who co-chairs a new Repair Processes and Procedures Committee, said he’s stopped using the term “set-up and measure” within his shop.
“When I opened my business in 1975, a lot of things were handwritten, and I think the terminology ‘set-up and pull’ or ‘set-up and measure’ was just us being lazy,” Yeung said during the committee’s presentation. “It was just a term so we didn’t have to do a lot of writing. And unfortunately that term is still used today, yet they’re two
to do the repair properly, maybe the technicians felt — and this is just my opinion — that maybe they weren’t compensated fairly for whatever this [process] was, and decided that if they had a way around it, they would just do it the way they needed to do it.”
Yeung said that’s why his shop has stopped using the “set-up” term. “It’s been antiquated. It doesn’t really say much. There’s no definition of it what’s really included and what’s not,” Yeung said. “What we do as far as dealing with cars that have structural damage is we ‘mount and calibrate to a frame bench for structural alignment and/or structural parts replacement.’”
As appropriate, he said, they add the term “OEM-approved frame machine.”
The Society of Collision Repair Specialists (SCRS) said earlier this year that it plans to conduct a study of structural set-up and measure, similar to its 2022 study of blend refinish labor times, which helped lead all three estimating systems to reexamine their formulas for that procedure and add more flexibility to their systems related to blending.
Several hundred SEMA attendees spent part of their time in Las Vegas at the Collision Industry Conference
Trent Tinsley, right, moderated a CIC panel discussion on cyber security that included, from left, Shaughn Kennedy of Spark Underwriters and Jim Dye of Body by Cochran
How To Prepare For Collision Industry Innovations, Transformation
by Stacey Phillips Ronak Autobody News
Mario Dimovski’s experience working as a 16-year-old plastic repair technician over three decades ago taught him about the importance of innovating to succeed. In his current role as director of circular and repair innovation at The Boyd Group, Dimovski oversees more than 900 collision shops in the U.S. and Canada. He is dedicated to advancing the collision repair industry and focuses on sustainability, plastic repairs, the evolving nature of work and digital transformation, especially in automation and artificial intelligence (AI) platforms.
In addition to his role at Boyd Group, Dimovski is a member of Auto Additive’s 3D Printing Advisory Council and is a global ambassador for the International Bodyshop Industry Symposium (IBIS).
At the recent Automechanika Frankfurt show in Germany, Dimovski presented on “Innovations & Transformation in the Collision Repair Industry.” Dimovski talked about how the industry is transforming and what shops need to know to prepare for the future.
With the fast-paced lifestyle common today, Dimovski said many people are on the run and out of time, both in their personal and professional lives.
They are also reliant on electronic devices and connectivity. “We’ve become a culture of instant gratification and social media is a huge influencer,” he noted.
While shop owners and managers expect new employees to dedicate themselves to hard work and training, he finds many don’t have that level of commitment.
Dimovski recalled when he interviewed prospective employees in the past and asked about their goals, which he found to be ambitious. However, he often notices newcomers lacking focus and patience.
“Everybody wants a pay raise tomorrow and be a boss tomorrow,” he said.
He said this mindset is hampering the industry. At the same time, new digital careers — such as professional gamers — are evolving. “This is forcing our industry and others to transform,” he explained.
Technology & Automation
Dimovski discussed the future impact technology and automation will likely have on the collision industry. “There is a disconnect between where we’re
headed and where the collision industry is today,” he noted.
To help address that disconnect, he said the industry will need to find ways to transfer knowledge to technicians.
He encouraged the industry to watch a video about the Audi Smart Factory (https://www.youtube.
Environmental Impact
In his current role at Boyd Group, Dimovski is very involved in sustainability. He said it will play a significant role in future business.
In terms of climate change, he shared that it is driving consumers and big business to be more ecoconscious. At Boyd Group, for
com/watch?v=ZXOb7yH1Yeo), illustrating how some OEMs are using augmented reality and AI to fix cars. In contrast, most collision repair facilities are unfamiliar with these methods or technologies.
“The actual push for us to transform is being led by the OEMs,” said Dimovski.
He pointed to the increase in electric vehicles (EVs) and cars with autonomous features. “There’s an abundance of them, which is forcing us to change our repair methods,” he added.
The use of AI and machine learning are also becoming more commonplace. Although Dimovski uses AI in some instances, such as creating the images he used in his presentation, he acknowledged it can create issues and challenges.
Other technological innovations he mentioned are wearables, like watches, and devices, such as augmented reality glasses.
He noted that companies like Tesla are building humanoid robots for home and work that will likely be used in the future. 3D printing technology is on the rise, which he said is a huge opportunity for the collision industry.
“Everybody talks about how all these technologies — especially automation and AI — are going to create job losses, but maybe job losses in one sector will be job gains in another,” he said.
the company is going to be conscious about the environment and ensure plastic is handled responsibly.
“No matter where you sit on the fence about it, climate change is happening and impacting our lives,” he said.
As a result, he encourages the industry to be more climate-conscious.
“The collision industry is the second biggest industry that produces polypropylene waste in the world,” he said. “Millions of parts go straight in the ground… we’re probably one of the only industries that actually throws away perfectly good parts.”
He said that circular economies — economic systems based on the reuse and regeneration of materials or products to continue production in a sustainable/environmentally friendly way — are on the rise, and used Apple as an example.
“They [Apple] are constantly running programs where you can hand in your phone and they recondition and refurbish it,” he said.
example, the company produced an Environmental, Social and Governance (ESG) report stating
Dimovski talked about the environmental impact of repair versus replace.
“We just can’t keep replacing; it’s
Mario Dimovski, director of circular and repair innovation at The Boyd Group, presented “Innovations & Transformation in the Collision Repair Industry” at the Automechanika Frankfurt show in Germany.
hurting the environment,” he said. “We have to start repairing.”
He said the push to repair is being driven by transformation and technology.
Driving Transformation in Collision Repair
Dimovski discussed technological advancements in cars with advanced driver-assistance systems (ADAS) features and radar.
“If you compare a vehicle that was manufactured 10-15 years ago to one that is manufactured today, it’s literally a computer on wheels,” he said. “We need to think about how we fix and calibrate these vehicles.”
Technological changes are also increasing costs, according to Dimovski, leading to more vehicles going to salvage and creating an e-waste issue.
Dimovski commented on new developments in vehicle materials, such as plastic, which is lightweight.
“It’s an easy material to recycle and to source and is growing in abundance,” explained Dimovski.
Previously, an automobile might have a plastic bumper cover. Now, there are trims, side panels, roof panels and fenders made of plastic.
“Metal was the No. 1 component that we repaired and our body techs were trained to repair it,” he said.
“Now, we have a fleet where we have so much plastic.”
With many in the industry unaware of how to fix plastic parts, Dimovski said new skills are needed.
People: Our Problem, Our Solution
Dimovski noted the industry has an aging workforce with technicians on the brink of retirement. “They’ve been doing repairs the same way for so long that they are comfortable and aren’t open to innovation,” he said.
At the same time, new technicians are joining the industry and need to be trained on the “latest and greatest” to work on today’s cars, which is creating a skills gap.
Another challenge with an aging workforce is that it’s leading to a shortage of mentors and trainers, which Dimovski said is critical for success.
He recalled his first job as a technician and being asked to recondition plastic bumpers. He finished the day proud that he completed 10 more than his quota and would receive a bonus. When he went to work the following day, he learned he had been using the wrong side of the sandpaper.
Dimovski said his boss was a great mentor who realized the company lacked a process. He received his bonus and found a new procedure was put in place.
Explosion At Missouri Auto Repair Shop Kills Owner, Injures Employee
An explosion at Hart’s Auto Repair in Excelsior Springs, MO, on Oct. 16 claimed the life of the shop’s owner and injured another employee, according to a report by FOX4.
Springs Police, the victim, a 60-year-old man, was the owner of the business and was using a cutting torch to open a 55-gallon metal barrel when the explosion occurred.
The incident occurred around 1:16 p.m. when local authorities received reports of a fire and a man on fire at the auto repair shop located at 10 Schwartz Ave.
First responders arrived to find a fire still active at the scene and a man who was fatally injured. According to Lt. Ryan Dowdy with the Excelsior
“That was a great example of not assuming that people know,” he said. “Now, every time I’m involved in recruitment training, I cover even the most basic things because they’re important.”
However, he said shops are so busy and understaffed they don’t have time or people to train new hires, which can lead to a high turnover rate. Poaching employees from other shops is also an issue.
For some businesses, he said the problem isn’t talent; it’s a lack of skills.
“That’s something we’re going to have to overcome quickly,” he said.
To help attract new talent, Dimovski stressed the importance of updating facilities to look their best, especially with other employment options available, such as Apple and Google.
“With a huge demographic of working at home, it’s critical to make the collision repair job more appealing and attractive,” he said.
He advocated focusing on employees’ well-being and building a good culture.
“People these days prefer to work in a great place where they can go and be happy and work with their friends and colleagues, then jump ship for more money, especially this younger generation,” he observed.
Repair Standards & Specialized Training
Another employee was also injured during the explosion and was transported to a nearby hospital with burns on his arm. His condition had not been disclosed at press time.
Due to the potential presence of flammable or explosive substances at the auto repair shop, surrounding homes were evacuated as a precaution. Residents were later allowed to return to their homes as investigators continued to assess the scene.
Authorities, including the Missouri State Fire Marshal, are working to determine the exact cause of the explosion. The investigation remains ongoing.
Dimovski mentioned the importance of standardizing repairs, adhering to processes, and having compliance and auditing tools. He also addressed global versus localized training and advised repairers to adhere to quality and safety assurance.
To help build employees’ skills, Dimovski recommended segmenting training sessions so they’re shorter and more precise.
The Future of Collision
Looking to the future, Dimovski encouraged the industry to prepare for the digital transformation, address green initiatives and the environment and help reduce costs by repairing more than replacing. He advised owners to understand who their real competitors are and tap into new talent pools. Along this journey, he said there’s an opportunity to collaborate with insurance companies and OEMs. He said it’s essential that shops understand the tools, equipment and information needed to fix cars properly.
This requires a mindset of thinking differently, according to Dimovski.
“Innovation is all about preparing to fail,” he said. “The future is in our hands. We have the ability to change and to better our industry, but it’s up to us to make that happen.”
Connectors in Collision Repair: What Every Technician Needs to Know
In collision repair, precision and quality matter at every stage. Among the critical components are automotive pigtail connectors, which play an essential role in restoring a vehicle’s electrical systems. These small but vital parts ensure that everything from airbags to headlights functions at peak performance. When you understand how to select and source the right connectors, you save time, reduce costs, and improve repair outcomes. Here’s everything you need to know about choosing the ideal connector for your next repair.
Why Connectors are Vital in Collision Repair
After a collision, the integrity of a vehicle’s electrical system can be compromised, making reliable automotive connectors, sometimes called pigtails, essential for restoring proper function. They connect various components within the car’s wiring harness, including sensors, lights, and control modules, to maintain proper functionality and safety. A damaged or unreliable connector can jeopardize these systems, putting repair quality and safety at risk. This makes choosing high-quality connectors an important step for any repair technician looking to complete repairs with confidence.
The Challenge of Finding the Right Connector
Finding the right replacement connector is a common challenge for repair shops, with so many makes, models, and connector types on the market. Some shops may use generic parts, but an improper fit can compromise safety and repair quality. FindPigtails.com simplifies this process, offering over 350,000 connectors and multiple search options so you can quickly find the right match. You can search by keyword, VIN, make/model/year, pin count, or even upload a photo of the connector you need. Our reverse image search automatically identifies the exact part, streamlining your search so you can focus on getting the job done right.
● Comprehensive Database: Over 350,000 connectors to cover a wide range of makes and models.
● Flexible Search Options: Search by keyword, VIN, make/ model/year, or pin count.
● Reverse Image Search: Upload a photo of the connector, and our system automatically identifies the correct part.
● Pigtail Pros Support: Expert help is available via text, phone, and live chat to answer any questions.
The Value of a Trusted Connector Specialist
Partnering with a trusted connector provider can significantly impact your repair efficiency and quality. Look for providers with deep industry knowledge, rigorous quality standards, and a vast catalog that ensures you’ll always find what you need. FindPigtails.com stands out as a trusted resource, offering connectors that meet or exceed OEM specifications, so you can be confident in every repair.
Our Pigtail Smart App and intuitive search tools help technicians on the job quickly locate specific connectors. With live support from our knowledgeable Pigtail Pros, assistance is just a text, phone call,
or chat away. Working with a reliable source like FindPigtails.com means you get the parts you need with speed and accuracy, avoiding the trial and error that can delay repairs.
Repair vs. Replacement: A Cost-Saving Approach
Repairing individual connectors is often more cost-effective and practical than replacing entire harnesses, which can be costly and labor-intensive. Sourcing high-quality connectors lets you restore functionality without extensive modifications, making this approach both economical and efficient. FindPigtails.com carries a wide selection of connectors across makes and models, allowing you to replace only what’s needed while keeping repairs high-quality and budget-friendly. This approach reduces your repair cycle time and enhances productivity in your shop
Supporting Repair Specialists with Powerful Tools
At FindPigtails.com, we make connector sourcing simple with tools like our Pigtail Smart App. With search options by keyword, vehicle details, or image, we give technicians quick access to exactly what they need. Our customer support team, accessible via chat, text, or phone, provides on-demand assistance, ensuring you have expert help throughout the process.
For readers from Autobody News, we’ve set up a special page with an exclusive offer. Visit our Autobody News page to see how we can help make your next repair even smoother.
Trust FindPigtails.com for Quality Repairs
In collision repair, reliable connectors are key to completing quality work. FindPigtails.com provides the tools, selection, and support to make every repair seamless and effective. Visit us to discover the difference our products and expertise can bring to your next project.
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Four Ways To Engage, Retain Apprentices in Your Auto Body Shop
By Leona Scott Autobody News
Here are four practical ways Oklahoma and Texas auto body shops are teaming up with local vocational schools, offering flexible schedules, providing mentorship and focusing on hands-on learning to help shops build a strong, skilled workforce for the future.
As the collision repair industry faces an aging workforce, recruiting the next generation of skilled technicians is crucial for the longevity of auto body shops.
Shop owners like Brian Davis of Davis Paint & Collision Auto Centers in Oklahoma City, OK, and Body Shop Manager Joey Walker of Huffines Chevrolet Plano Collision Center in Plano, TX, are paving the way by embracing apprenticeships and creating opportunities for students to enter the field. Both Davis and Walker have decades of experience and recognize that nurturing talent early on ensures a steady pipeline of skilled workers.
Here are four practical ways to hire apprentices and work around student schedules, helping auto body shops build a sustainable future workforce.
Collaborate with Vocational Schools
One of the most effective ways to recruit apprentices is by building strong relationships with local vocational or technical schools. With more than 30 years in the industry, Davis has made this a cornerstone of his approach. He actively engages with schools by visiting classrooms, hosting lunchand-learn sessions, and even judging at SkillsUSA competitions. These interactions allow shop
owners to identify promising students early in their education.
Davis emphasized connecting with teachers to understand which students are committed and driven.
“The biggest advantage of working with vo-tech schools is that we get to vet the students while they are in school,” Davis said. He often starts students with entry-level work, such as detailing cars, and as they gain more experience, they transition into more complex roles. This process allows students to grow within the company, creating a strong sense
of loyalty and job satisfaction.
Walker, who manages an auto body shop in Frisco, TX, shared a similar sentiment.
“Everyone who works here has come well recommended from the school,” Walker explained. By working closely with collision programs, he can identify students who are skilled and passionate about the industry.
Offer Flexible Scheduling
Flexibility is key when working with student apprentices. Many young adults balance their education with part-time jobs, so offering adaptable work schedules is essential.
Walker has embraced this by allowing students to work around their school commitments. He recalled a paint prepper who works in the shop three days a week, scheduling his hours around his classes.
“We need to be more flexible if we’re going to be prepared with personnel,” Walker said. This willingness to accommodate students’ schedules allows them to gain valuable hands-on experience without sacrificing their education.
Brian Davis
Joey Walker
Davis has also mastered the art of flexible scheduling, often working with 17-, 18- and 19-yearold students who are still becoming young professionals. He typically pairs students with an experienced A tech, allowing them to learn while gradually increasing their responsibilities over two to three years. This approach benefits the student and ensures they are fully prepared to transition into full-time roles upon graduation.
Create Mentorship Opportunities
Mentorship is vital in helping students transition from the classroom to the shop floor. Both Davis and Walker stressed the importance of pairing young apprentices with experienced technicians.
Davis highlighted the need for mentorship, noting that many students still develop individually.
“You’re not just turning out technicians; they could be a team lead, an estimator, a painter, a prepper — there are many possibilities,” he explained.
By pairing students with seasoned professionals, shop owners can ensure apprentices learn technical skills and develop soft skills, such as patience, communication and leadership.
These mentorship opportunities foster a sense of belonging and commitment, leading to higher retention rates.
In Davis’ shop, 40-45% of students stay on after their apprenticeships, and many return after brief absences because of the strong support system they experienced during their training.
Walker has witnessed similar benefits. He has seen multiple generations of technicians work side by side, including a body technician and his son. This family atmosphere extends beyond blood relations, as Walker treats every apprentice as part of his shop’s “family.” This inclusive environment helps retain young talent and builds a strong team culture.
Invest in Hands-On Learning
Davis and Walker agree that hands-on experience is critical to developing skilled technicians.
While classroom education is important, practical application in a real-world setting is where students truly hone their abilities.
Davis works closely with instructors to ensure students are gaining the right skills. “I tell the instructors, don’t focus so much on welding — focus on disassembling a car,” he said, emphasizing the
need for practical, hands-on tasks.
Davis’ shop also organizes field trips to give students a sense of what working in a shop is really like. These trips help bridge the gap between theory and practice, allowing students to become comfortable with the shop environment before they start their apprenticeships.
Walker has seen firsthand how hands-on learning benefits students, especially during busy seasons like after the Texas State Fair, when his shop experiences a surge in business. He ensures students get ample opportunity to engage in meaningful work, helping them grow their skills and confidence in real-world scenarios.
Involving students and apprentices in your auto body shop is not just about filling immediate vacancies — it’s about building a sustainable workforce that will keep your business thriving for years.
By collaborating with vocational schools, offering flexible scheduling, creating mentorship opportunities and investing in hands-on learning, shop owners can cultivate a new generation of skilled technicians passionate about the industry.
As Davis put it, “We are breeding our own by hiring students and apprentices,” ensuring the next generation is prepared to take the reins in the collision repair industry.
3M, Axalta Announce Collaboration on New Training For Collision Industry
by Stacey Phillips Ronak Autobody News
3M and Axalta announced a collaboration to introduce a new training content series for the collision repair industry focused on automotive refinishing.
“It is meant to focus on the best practices of process optimization possible for an impactful enhancement to the body shop process around the themes of productivity, efficiency, quality, as well as safety and sustainability,” explained Corey Munn, 3M’s Automotive Aftermarket global commercial director.
“It was a natural fit to work together on this initiative. We wanted to work together to share our insights and guidance to any body shop looking to improve their operations in an accessible format,” said Patricia Morschel, vice president of marketing and commercial operations at Axalta. “With the current labor shortages and challenges of attracting and retaining talent, it’s important to continue to provide resources to body shops to ensure the industry’s long-term viability.”
About a year ago, 3M and Axalta discussed the importance of helping the industry understand the proper repair process in a constantly changing environment.
As leaders in training and education, both companies recognized their synergies and decided to collaborate to tackle the challenge together and help drive the industry forward.
An essential aspect of the program was to ensure it was process-based and not product-focused.
“This initiative is not about selling more products,” noted Munn. “We truly wanted to bring together competencies, capabilities and shared values to address the real needs of our industry and help body shops understand how they can optimize their processes.”
He said the output of the collaboration reflects the best in refinish process expertise. 3M and Axalta brought together application engineers with decades of refinish process experience to share
fundamental refinish practices and methodologies.
“With the breadth and depth of refinish knowledge that both companies possess, our teams codeveloped the content based on proven processes,” said Morschel, adding, “These modules are designed to be brand agnostic, so no matter which products are being used, the overarching takeaways can be implemented to help improve efficiency and increase consistency while reducing errors.”
“For the past several years, we have heard more than ever from our mutual customers that their body shops are challenged to maintain the same levels of productivity, efficiency and quality as ever,” said Munn. “Today, it takes longer to do a repair, and it’s a more complex process.”
As a result, the training series was designed to help address these challenges. The companies took a unique approach when creating the program.
“Historically, a lot of training has been centered around the appropriate use of specific products,” said Munn. “This training is specifically based on the underlying processes.”
The objective was to provide understanding and education around common refinish practices irrespective of the products used.
Five co-branded training modules are being developed to help technicians and shops improve their understanding of repair process practices and, ultimately, have greater operational outcomes.
The modules, which range from five to 10 minutes, will include practices that shop leaders and technicians can implement to optimize the refinish process. The first three are planned to be launched in the fourth quarter of 2024. Two additional modules will be available in the first quarter of 2025.
The content will be accessible through both organizations’ learning management system platforms, which include the 3M Academy and Axalta Academy.
There is no cost associated with the education, which is available to all industry stakeholders, whether or not they are using 3M or Axalta products.
“As a steward of the industry, it’s important that we challenge ourselves as to how are we helping to look after the most pressing needs and challenges of the industry,” noted Munn. “It’s no secret that there is a significant need in the industry for skills development, specifically around the growing shortage of skilled labor.”
The process-based modules are intended to support the technical advancement and career growth of collision refinish technicians.
and body shops will take this content and apply it.”
“Between Axalta and 3M, we share over 300 years of industry expertise,”
Munn said that to preserve the industry, everyone must come together to ensure a vehicle is returned to its pre-accident condition as productively and efficiently as possible, while adhering to OEM repair procedures.
“I’m very proud of this collaboration that is truly focused on advancing the industry,” said Munn. “I’m excited to see how technicians
said Morschel. “It’s our responsibility to continue to pass that knowledge along to the next generation of refinish professionals. Our vision for this joint initiative is to set a new standard for how knowledge is shared throughout the industry.”
For more information about the training modules, visit: axaltalearning. netdimensions.com/index-sso.html or 3MCollision.com/Learn.
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Possible Strikes Still Threatening To Rattle Collision Repair Parts Supply Chain
By Abby Andrews Autobody News
As collision repairers deal with the “double whammy” of both part prices and the number needed to finish a job continuing their steady increases, looming strikes at East Coast ports and a German union threaten to add to their woes in 2025 by increasing delivery times.
Greg Horn, chief information officer for PartsTrader, spoke to Autobody News about the company’s latest parts delivery trend report, ahead of its official release Nov. 5, the first day of the 2024 SEMA Show.
The Q3 2024 report shows the average number of parts quoted per job has increased from 5.3 in 2020 to 7.4 in 2024 for passenger cars, and from 4.5 to 6.3 parts in trucks and SUVs.
“We’re seeing the proliferation of accident avoidance systems, the bumper sensors,” Horn said. “That’s really what’s fueling the increase in the number of parts for both passenger cars and SUVs.”
Meanwhile, the average part price by part type shows new OEM parts —which steadily make up 70% to 80% of parts used on a typical job, whether the vehicle make is domestic, Asian or European — has increased from $432 in 2020 to $579 in 2024.
In the same timeframe, aftermarket parts’ average price increased from $260 to a current average of $316, though that is down from its peak of $330 in Q1 2023.
Remanufactured parts — mostly alloy wheels — had the largest average price increase over the
past four years, spiking from $289 to $468. More than $60 of that increase came in the last year alone, the largest increase year-over-year of any part type.
Horn said there are two trends contributing to the increase in prices for remanufactured alloy wheels.
One, the wheels are getting larger. “Seventeen (inches) used to be the standard wheel on SUVs. Now you’re seeing 18-, 19-inch wheels. More material has to be removed by the reconditioning technicians,” Horn said. And two, there’s a shortage of technicians qualified to work on those wheels.
“When people in the insurance and collision repair industries talk about inflation, they usually talk about it on a part-level basis, so it’s a double whammy for this industry,” Horn said. “It’s the number of parts as well as each one of those parts going up in price.
“And that’s the cumulative effect, because parts are the biggest portion of a repairable estimate,” he said. “Labor is a close second.”
Median Part Delivery Days
On the bright side, the median number of days needed to receive
all parts for a job is declining – down to 9.4 in Q3 2024 — despite a brief interruption at several U.S. ports in early October and severe weather events.
PartsTrader looks at both the simple average and the median plus two standard deviations, which better takes into account the “outliers” – for instance, when nine out of 10 parts arrive in a day and a half, but the 10th is backordered.
The median has been steadily decreasing since October 2023, when the UAW struck against the Big Three, driving it up to 14.8 days.
“[UAW President] Shawn Fain is a brilliant tactician,” Horn said. “He took the minimum amount of people to do these wildcat strikes at part distribution centers, knowing that was the area that the vehicle owner, as well as the franchise dealer, would feel the biggest pain. And you see that spike in in OEM parts. Now it’s down to 9.4 days, which is great.”
Horn said that was the effect analysts were expecting on aftermarket parts when the International Longshoremen’s Association (ILA) struck in early October, but advance planning
A forklift driver moves racks of Jeep Cherokee body side panels at the FCA U.S. Sterling Stamping Plant in Michigan.
minimized it. Those parts averaged 2.5 delivery days in Q3 2024.
“It was well known that Oct. 1 was the date [the strike would begin], so those shipments were diverted to the West Coast,” Horn said. “They had to be trucked, so there’s a delay in getting them to the distribution centers.”
Aftermarket parts aren’t as susceptible to spikes in delivery days, Horn said, because suppliers tend to keep a lot in stock.
Even if the port strike had a greater effect on aftermarket parts, Horn said the median delivery days are always driven by OEM parts.
“They’re still the biggest portion of the estimate. They are still the biggest potential for an outlier, because it’s a trim piece,” he said.
Price-matched parts – when a dealership sells an OEM part at a loss to either match the aftermarket alternative or undersell another dealership in the hopes of winning a shop’s regular business – had a median of six delivery days, more than double that of aftermarket parts.
Horn said that tells him body shops are willing to wait the extra days to get an OEM-quality part at a lower price to protect their margins.
Parts Delivery Challenges Ahead
Potential strikes could disrupt the parts supply chain.
The ILA strike at 10 East and Gulf coast ports temporarily ended with a contract extension, but it could resume Jan. 15, 2025, if negotiations to finalize a new contract fall through.
“There has been no movement on the biggest sticking point, which is the pledge for no further automation,” Horn said.
The strike was initiated after an Alabama port violated the union agreement by implementing automated gate checks to inspect cargo and confirm the bill of lading matches the contents.
“Ports are a big security threat to the U.S. in general, so automated gate checks are more secure. There are no possibilities of human error,” Horn said.
Automated gate checks also cut down on the chances of smuggling everything from counterfeit watches to knockoff drugs.
“That is actually quite common,” Horn said.
Automating that task affects, on average, about 25 people’s jobs at a port the size of the Port of New Jersey, Horn said, so it’s a “small percentage of workers,” but the union is concerned automation will
further spread to other parts of the process.
Strikes could also affect automakers.
In the U.S., the UAW is threatening walkouts at Stellantis facilities, as the company struggles to address declining sales, high frequencies of warranty claims, and its obligation in the contract it signed in 2023 with the UAW to reopen the Belvidere, IL, assembly plant. This could lead to disruptions in the supply of collision parts for Stellantis vehicles.
In Germany, Volkswagen’s announcement that it is considering closing factories there for the first time in its history, citing high energy and labor costs, has sparked tension with the IG Metall union.
The union has threatened a strike
at all German VW factories if any plants are closed, and is demanding the reinstatement of a 35-year job guarantee recently eliminated by Volkswagen.
Horn said VW produces a lot of parts in Mexico, but the bigger potential threat for collision repairers in the U.S. is that IG Metall has a history of “sympathy strikes,” which could halt parts production for other German automakers like MercedesBenz and BMW.
“I lived in Germany, and IG pretty much shut down production to argue for a 37.5-hour work week ages ago. And they brought most production to a standstill,” Horn said.
The report said the situation in Germany “remains tense.”
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‘Axalta Nimbus’ Cloud-Based Platform To Increase Refinish Customers’ Productivity
By Stacey Phillips Ronak Autobody News
Axalta recently announced the launch of Axalta Nimbus, the company’s cloud-based global customer experience platform for refinish customers. The application was introduced at the Automechanika Frankfurt Show in September, held in Frankfurt, Germany.
“I am extremely excited and super proud to announce the new Axalta innovation that will help our customers all over the world perform better every single day and in every single repair,” said Patricia Morschel, vice president of marketing and commercial operations at Axalta, during the application’s launch at Automechanika.
At the show, Morschel talked about the company’s passion for helping customers perform better by innovating and bringing to market high-efficiency products that help customers save time, materials and energy.
She then walked conference attendees through the seven main parts of Axalta’s offerings and shared how Axalta Nimbus is unique.
from these digital processes, starting with the four basic modules: Axalta Nimbus Catalog, Axalta Nimbus Color, Axalta Nimbus Academy and Axalta Nimbus Support. As a business evolves, it can add more modules.
First, refinishers scan the color with Axalta Irus Scan, the newly launched, next-generation spectrophotometer. Second, they match the color using Axalta Nimbus Color, the platform that leverages proprietary algorithms to find, sort and return accurate color formulas.
Then, Macpherson said it’s time to mix with Axalta Irus Mix, which enables users to work more efficiently, profitably and sustainably.
Axalta Nimbus works with Axalta paint systems and is available in 23 languages, connecting teams regardless of their location.
“Axalta Nimbus seamlessly connects the entire body shop team to all of Axalta’s tools and resources in a single platform to improve efficiency, enhance productivity, boost performance and maximize profitability,” said Logan Macpherson, Axalta’s customer experience apps director, global refinish, who led the project team that created the application.
The cloud-based application connects to Axalta’s seven main offerings: product catalog (Axalta Nimbus Catalog), color retrieval (Axalta Nimbus Color), product ordering (Axalta Nimbus Store), inventory management (Axalta Nimbus Stock), training resources (Axalta Nimbus Academy), comprehensive business insights (Axalta Nimbus Insights), and support (Axalta Nimbus Support).
“Axalta Nimbus enables our customers to do business smarter,” said Troy Weaver, president of global refinish at Axalta. “This industryleading technology was designed based on the end-to-end process of how our customers work and reaffirms our commitment to not only be a leading coatings manufacturer but also a business partner dedicated to helping our customers improve productivity and profitability through technology and innovation. We are very proud of Axalta Nimbus and look forward to the impact it has in the market.”
“The cloud-based platform allows our customers to connect with the Axalta products and services in real time,” she said. “The system was designed with the user in mind to be very intuitive and easy to navigate, so users can seamlessly move from one application to the other.”
“For 160 years, Axalta Coating Systems has been leading the market globally and is very much renowned for their high-performance products and advanced technology,” said Michael Collie, a TV and radio journalist who spent much of his career specializing in the automotive industry and was the emcee for Axalta Nimbus’s launch at Automechanika.
“Axalta’s innovation extends beyond refinish products and services,” he said. “They aim to allow clients’ businesses to work smarter, which is something we all have to do.”
Axalta demonstrated the application during the show, and attendees had the opportunity to take part in a hands-on experience.
Axalta Nimbus is a culmination of four years of hard work, said Macpherson, who set up the dedicated team responsible for developing the strategy behind the application.
“Leading the team was incredibly rewarding,” noted Macpherson. “They worked tirelessly to create something that we know will have a real impact.”
Because Axalta Nimbus is completely modular, Macpherson said shops of all sizes can benefit
“It is easy to use with an intuitive user interface for increased efficiency and customizable capabilities based on business need,” he added. “This allows skilled refinishers to do other, more productive tasks.”
Macpherson explained that Axalta Nimbus powers the company’s three-step Axalta Irus digital color management process: Scan – Match – Mix.
“It not only helps us to be closer to our 80,000 customers in approximately 120 countries, but it also enables our customers to work smarter,” said Macpherson. The system will go live in North America and Europe in early 2025 and later be rolled out in Asia Pacific and Latin America.
For more information, visit axalta. com/nimbus.
Logan Macpherson, Axalta’s customer experience apps director, global refinish, and Patricia Morschel, Axalta’s vice president of marketing and commercial operations, at the application’s launch at Automechanika.
Michael Collie, a TV and radio journalist and the emcee for Axalta Nimbus’s launch at Automechanika with Patricia Morschel, Axalta’s vice president of marketing and commercial operations.
Suits Related To Non-OEM Parts, Insurers Suing Shops, Crash Reports See
Court Activity
By John Yoswick Autobody News
There was recent activity in five industry-related lawsuits as they proceed through the process in U.S federal courts around the country.
The Florida Supreme Court in September ruled that GEICO cannot sue an auto glass company in that state under the Florida Motor Vehicle Repair Act (FMVRA). Glassco, Inc., had originally sued the insurer over what it called “deeply discounted” reimbursement for insurance claims. GEICO countersued, alleging Glassco would have insured customers assign rights to all insurance payments for repairs without informing the customers what services would be needed.
A federal appeals court ruling in the case asked the Florida Supreme Court whether the FMVRA gives an insurer the right to sue the shop for failure to provide a written estimate. That court now has answered “no” to that question, saying the law in question focuses almost exclusively on the interactions between a “repair shop and the person who
presents the car for repair.” It mentions insurers only once, relative to prohibiting substitution of used parts for new without notifying the insurer.
“GEICO concedes that it is not a ‘customer’ under the statute’s definition of the term,” the opinion said, and the FMVRA only gives a shop’s customer the right to sue. Glassco may have violated the FMVRA, the court said, but that
doesn’t give GEICO a cause of action. The ruling also said violations under FMVRA do not necessarily render “a subsequent repair invoice entirely void,” the other issue the appeals court posed to the Florida Supreme Court. The case now returns to the appeals court.
Dealer Group Gets Its Management System Data
Any body shop that has struggled
to get a copy of its data from an estimating or management system provider when switching to another provider may appreciate that a federal judge in Georgia has ordered the dealership management system firm CDK Global to provide four Asbury Automotive Group dealerships with their data as those dealerships prepare to switch from CDK to the Tekion dealership management system.
Asbury, which has used CDK’s system for more than a dozen years, has said it plans to switch all of its dealerships over to Tekion by 2027.
“CDK’s intent has become quite clear, that it intends to quash its competitor, Tekion, and force Asbury to stay on CDK’s platform by holding [Asbury’s] data hostage in direct violation of the parties’ agreement,” Asbury’s lawsuit alleged.
CDK countersued, accusing Asbury of using software to improperly collect its information stored within CDK’s platform, and saying if Asbury had wanted its data, it needed to switch its customer status with CDK in advance, foregoing special pricing and other
Consumers Sue Over Release of Accident Reports
In late September, a North Carolina federal judge said the City of Charlotte violated federal privacy law by making car accident reports public in a way that law firms could use the disclosed data for marketing purposes, granting summary judgment and certification to a class of drivers. The city plans to appeal the ruling.
“GEICO concedes that it is not a ‘customer’ under the statute’s definition of the
Heather Durham sued the city, saying its police department improperly disclosed her personal information on an accident report “to persons it knew were acquiring the information for marketing purposes,” violating the Driver’s Privacy Protection Act. State law requires filing of a police report after any accident involving an injury or property damage
exceeding $1,000.
Although Durham claimed she was contacted only by an attorney who allegedly obtained her information through the accident report, others who could potentially be part of the class action say they were contacted by body shops that had similarly obtained accident report information.
New Documents May Revive Lawsuit
In a possible turnaround in another lawsuit, Repairify, parent company of asTech, told a federal court in Texas that its new counsel has identified a document it says unequivocally demonstrates the company’s rights to patents it argues were violated by LKQ Corporation subsidiary Keystone Automotive, doing business as Elitek Vehicle Services.
Repairify had sued LKQ related to violations of three patents, but this past summer, a week before the trial was set to again, Repairify agreed to settle the portion of the lawsuit related to two of the patents when the court found the documents Repairify produced did not establish the company owned those two patents. In light of the new document, Repairify is now asking the court to reverse its dismissal
related to those two patents.
Counter Suit Against GM Can Continue
Also recently, a federal judge in Michigan denied General Motors’ motion to dismiss an aftermarket parts retailer’s claim that the automaker was behind a government raid of its warehouses. GM is suing Quality Collision Parts for patent infringement, saying the company sells non-OEM parts that violate GM’s design patents.
Quality Collision Parts earlier this year counter sued, challenging the validity of the patents and arguing GM “has unclean hands in the way it pursued whatever patent rights it had before the present case started.” Its tortious interference counter suit
says GM used “false or misleading allegations” to “improperly influence the Department of Homeland Security to conduct a raid on Quality Collision’s warehouses.”
While dismissing some claims in Quality Collision’s counter suit, Judge Denise Hood allowed the tortious interference allegation to stand, saying Quality Collision had adequately stated a claim that GM had known in advance about the raid, cooperated with the government, and knew it would be disruptive to Quality Collision’s business and would help the automaker with its planned design patent infringement lawsuit.
In seeking to dismiss the counter suit, GM’s filing stated Quality Collision’s “delusional allegations are not grounded in reality.”
WrenchWay, ASE Merge Products To Improve Industry Accessibility For Would-Be Techs
By Elizabeth Crumbly Autobody News
Through an innovative partnership, two industry innovators are seeking to up the ante when it comes to connecting schools with professional partners and upping the quality of auto body education in high schools and postsecondary institutions.
Each organization brings varied existing online infrastructure to the table. WrenchWay’s School Assist program is a platform that connects schools with industry support, and the National Institute for Automotive Service Excellence’s (ASE) Adopt a School program puts schools in proximity with those looking to hire. Their combination on the School Assist platform means a bigger user base and more reach across the industry.
“WrenchWay had this really cool online platform for doing the same things (as the Adopt a School program),” ASE CEO Dave Johnson told Autobody News. “We thought, ‘We need to get together.’ I will admit, it started out as me saying, ‘I hate those guys!” because they were doing these things that I thought ASE should have been doing. But hey, if you can’t beat them, join them.”
What the Partnership Means
It was this line of thinking that led WrenchWay to want to make sure its platform was accessible to more users. Access is free for schools: instructors can post shadow and tool donation requests, internships and ask for class speakers. Industry members like shops and dealerships can post donations like extra engines
that might otherwise be scrapped.
“It’s not a complicated process, but what’s complicated is getting everyone onto one platform. That is key to what we wanted to do with WW and ASE,” explained WrenchWay co-founder Mark Wilson. “We feel
strongly that for industry to properly support schools, you have to get everyone to one place … There needs to be kind of a hub for that to happen.”
The ASE online presence wasn’t as strong as WrenchWay’s, according to Johnson, which was part of the reason the organization decided to combine its focus with WrenchWay. Earlier this year, the two organizations met and began grinding out partnership points.
The joint effort will do several things for the platform:
• It ups the program’s centralized aspect for industry partners.
• It’s a place for the ASE’s Education Foundation to invite its 2,000-plus ASE accredited schools to participate, although all schools, even non-accredited ones, will still be allowed to participate for free.
• It allows the platform to offer a lower price point for industry partners like shops and dealers. The current option, which is $1,800 yearly, provides access to School Assist, along with a job board recruiting tools and best practices. The partnership will bring about a lower pricing tier of $750 per year for those who want access only to School Assist.
The fact that the platform is still free for schools and caters to institutions not accredited with ASE means lots of accessibility for smaller programs, Wilson said. Some schools don’t even have auto body programs, he said, but the platform is in place to make sure general tech education teachers can tout it as a career.
And it’s a time-saver for industry partners, too.
“We can save you a ton of time on making sure the schools in your area — you have access to them and their requests,” Wilson said. “Just the time savings to create those relationships but then also manage them every new year and new semester easily covers that cost.”
Ongoing Updates
Recent tweaks and updates have made School Assist more accessible for users. A mobile app lets users flip between individual and organizational views. Shops can also record assists — the instances in which they’ve helped schools — slightly differently now, Wilson pointed out. Assist documentation can now remain open
• It’s an opportunity for WrenchWay and ASE to build out additional programs together.
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CollisionRight Maintains Acquired Shops’ Local Identities While Updating Operations
By Leona Scott Autobody News
As one of the fastest-growing companies in the collision repair industry, CollisionRight has captured attention by expanding to 100 locations in just four years. Under the leadership of CEO Rich Harrison, the Ohio-based company has achieved rapid growth through a combination of strategic acquisitions, operational efficiency and a focus on maintaining the local identity of its acquired brands. In an interview with Autobody News, Harrison shared the strategies that fueled CollisionRight’s rise, the importance of preserving the unique histories of local shops, and how the company plans to navigate the challenges of further expansion.
A Strategic Vision for Rapid Expansion
When Harrison founded CollisionRight in late 2019, he had the benefit of extensive experience in the automotive industry. “I spent over 20 years in the auto glass sector.” he said. “I recognized collision repair was a highly fragmented field, ripe for consolidation.” His timing was opportune — though
Association Announces Executive Director
The Automotive Recyclers Association announced Vince Edivan has assumed the role of executive director, taking the helm at ARA’s recent 81st Annual Convention and Exposition in Reno, NV.
The move follows a year-long period of transition during which executive director responsibilities were passed to Edivan from professional automotive recycler and ARA Past President Sandy Blalock, who was hired as ARA executive director in 2018 and continues to manage several automotive recycling organizations at the state level.
Edivan joined ARA in 2019 in a member relations capacity and has worked to build a strong rapport with automotive recyclers, industry vendors and stakeholders throughout the country.
He has enjoyed a diverse career in the automotive and recycling industries, starting as an ASEcertified mechanic.
the COVID-19 pandemic created widespread uncertainty across industries, Harrison saw it as an opportunity. “The pandemic was a gift for us,” he said. “It gave us time to plan, grow strategically, and acquire shops at a pace that might not have been possible otherwise.”
Key to CollisionRight’s growth was
collision repair shops in Tier 2 and Tier 3 markets, like Erie, PA, and Flint, MI,” said Harrison. “This model has worked exceptionally well for us, and we’re now positioned for continued expansion into other states.”
The strategy is far from complete. Harrison noted CollisionRight plans to triple its footprint over five years.
starting in markets like Ohio that, at the time, had less competitive intensity from national consolidators than in other parts of the country like Texas and California.
Harrison’s merger and acquisition background also played a pivotal role. “We had a clear focus: invest in
“We aim to expand in the 10 states we’re already in and are looking at opportunities in Virginia as our 11th state and elsewhere. Achieving critical mass and density is key for profitability and scale,” Harrison said, adding that the focus will be on acquiring more shops while maintaining a strong
emphasis on recruiting top talent.
Maintaining Local Identity in a Consolidating Industry
One of CollisionRight’s distinguishing features is its commitment to preserving the local identity of the shops it acquires.
“I love local branding,” Harrison said. “Some of the shops we’ve acquired have been around for 75 years, some even up to 100 years. These are neighborhood shops with strong reputations and repeat business and referrals deeply rooted in their communities.”
The commitment to local identity also maintains the trust and relationships these shops have fostered over the decades. CollisionRight integrates acquired shops into its common operational platform while allowing them to retain their names and customer relationships.
“It’s a delicate balance,” Harrison said. “We want to modernize and streamline operations, but we also want to honor the history that makes these shops unique. That’s why we rely on systems like CCC to help us manage operations while respecting the local heritage of each shop.”
Navigating Workforce and Culture Challenges
As CollisionRight expands, scaling workforce management has become a central challenge. “When we had four shops, it was easier to manage the workforce and maintain a cohesive culture,” Harrison said. “Now, with 101 shops, keeping everyone engaged is a bigger task.”
To address this, Harrison emphasized the importance of leadership and employee engagement.
“If people are engaged, they give 30% more discretionary effort at work,” he said. “My vision is to provide the best possible customer experience and make our shops the best places to work.”
To ensure this, CollisionRight conducts regular employee surveys -six-minute questionnaires employees can complete on their phones -- to gauge satisfaction and areas for improvement. The surveys are a quick and effective way to make sure they’re staying in touch with the needs of their team members.
Creating a strong company culture across such a diverse network also requires intentional leadership. “It comes down to great leadership at every level,” Harrison said. “Leaders at our shops need to understand the
Leading the Way in Technological Advancements
Beyond growth and culture, Harrison sees technological innovation as a key differentiator for CollisionRight. The collision repair industry is rapidly evolving, especially with the increasing need for vehicle calibration and scanning.
“Calibration is huge for us,” Harrison said. “We want to ensure vehicles are scanned and calibrated properly. That’s why we’ve set up 360ALIGN, our mobile fleet that provides calibration services for our shops.”
CollisionRight performs scans on more than 90% of repair claims, a critical step in ensuring high-quality repairs.
“As we continue to expand, investing in new technology will be pivotal,” Harrison said. “The industry is moving towards more sophisticated diagnostics, and we want to lead the charge in that area.”
CollisionRight’s success is about growing responsibly, preserving the unique identities of the shops it acquires, and staying ahead of the curve in a constantly changing industry. With a clear vision for the future, the company seems well-positioned to
WrenchWay
for addition of more information until a school decides to close it out. Other improvements like quick links and dashboards for schools have made user experience more streamlined, he said.
Moving forward, there’s room for growth as the merge progresses. WrenchWay CEO Jay Goninen sees that fact as par for the course as the platform develops.
“There are a lot of things that you assume are just automatically going to click or take off, and then, once you build it, you identify those points
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where you thought something was going to go a certain way and didn’t, you really can fine tune and tweak things, and I think our team has done a really, really good job at that,” he said.
Industry Accessibility
The companies plan to continue platform buildout, welcoming audience feedback along the way, Wilson said. They’re also working together on the Voice of Technician Survey and Report, along with a technician pay tool, in which auto body techs can enter their actual pay amounts for industry research. Joint events and webinars and an online community are in the works, too.
The platform development though, is a key focus in making the industry accessible for the next generation, though, Goninen said.
“Core to our mission as a company, which I think ASE works alongside of us very well with, is to promote and improve technician careers,” he explained. “And the more that we can stoke the fire for any student who is looking to get into our industry, the better our industry is. I think there are a lot of students who have the desire to get into our industry but don’t have the program that gets them exposure to what it is that we do.”
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Scholarship America Makes Pitch To Close Collision Repair Talent Gap
by Ben Shimkus Autobody News
The collision repair industry could soon be facing a deep workforce shortage. While experts expect the industry to grow in the short and long term, shop owners have expressed concerns about a need for more skilled labor, particularly with more vehicles deploying tech-based features like advanced driver-assisted systems (ADAS) and battery-electric vehicles (BEVs).
Recent studies by CCC Intelligent Solutions said the shortages are hitting collision shop’s bottom lines. The study found a 4.9% year-over-year wage increase, partially due to a shorter availability of workers. Individual shops are already spotting the education gaps between younger technicians and the current strains in the repair industry.
“This is going to be a real struggle for the industry, to keep and get people that are willing to learn new technology,” John Ling , the owner of NEK Collision Repair in Lyndonville, VT, told Autobody News. “It’s always been a hands-on work industry, and now it’s going to
be a technical industry.”
However, Scholarship America believes it has a solution.
The Minnesota-based organization, which started in 1958, has awarded more than $5 billion of scholarships to more than 3.1 million students across the U.S. since its inception. Scholarship America works with member companies, offering students from diverse backgrounds
“This is going to be a real struggle for the industry, to keep and get people that are willing to learn new technology,”
financial rewards to limit the high costs of higher education. The organization has worked with manufacturers like Mercedes-Benz and Toyota on previous projects. During their four-year programs, students in Toyota’s program received scholarship rewards
between $5,000 to $20,000.
The organization made its pitch to auto manufacturers and vehicle maintenance companies in a recent blog post for the National Automobile Dealers Association (NADA). The organization explained that targeted scholarships can help businesses train future technicians, upskill existing employees, and establish a philanthropic presence in their communities.
“Investing in educational support like scholarships for your employees can have a two-fold benefit: you’re assuring new members of the workforce that they can continue to grow, learn, and develop on the job,” explained Claire Berge Schmidt , associate vice president of marketing for Scholarship America. “And, by supporting them as they complete certifications, acquire new skills and move up the career ladder, you’re also upskilling your own workforce.”
Many students, particularly those from low-income families and historically marginalized communities, face the tough choice of taking on debt or working fulltime jobs alongside their studies, Schmidt explained. Scholarship
programs aimed at historically underfunded groups could provide a pathway into the automotive workforce while alleviating some burdens of student loans.
For private businesses, Scholarship America hopes the upfront costs of early-career investment could alleviate the financial hardships associated with wage inflation and worker shortages.
“In addition, by creating scholarships for employees’ families, you’re also providing a benefit that can help them as they move further into their career and as their own kids grow up,” Schmidt added. “No other benefit keeps on giving quite like a scholarship program.”
More than 3.4 million students are expected to graduate from American high schools each year between 2025 and 2028, according to the National Center for Education Statistics. According to Scholarship America, the hope is that automotive companies at all levels will recognize the benefits of supporting future technicians, help close the skills gap and give back to the communities that support their business.
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Wholesale Parts Dealers Should Examine Bottom Line To Determine
By Elizabeth Crumbly Autobody News
Hurdles abound for auto parts dealers, especially in an age where change is so prevalent across the industry. One challenge these vendors face is leveling with themselves about the amount of profit they’re generating. That number can be tough to determine and tough to internalize.
Recognizing and sorting obsolete parts, accounting for personnel, equipment, technology and facility expenses: these factors all stack up against profit once a part goes out the door.
“Everything is falling into a market that is a low gross market to begin with,” explained Cochran Automotive Group Wholesale Parts Director Justin Kendrick . “So, the pressure that wholesalers feel is you have all this weight coming down, but the margins never change. You’re always getting squeezed for more and more margins.”
Measuring Profitability
So, how are parts wholesalers measuring profitability?
Cochran Automotive Group, based in Monroeville, PA, includes 33 dealerships, 11 body shops and a wholesale parts center. About seven years ago, the group centralized its wholesale parts operations into a single facility, which now measures 90,000 square feet. The company stocks 13 brands and services nearly 600 body shops across Western Pennsylvania and Northeast Ohio.
“A lot of wholesale dealers are only focused on selling parts. They’re not looking at their net profit,” Kendrick said. “It’s getting mixed in with repair order service, and it’s just showing one number
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rather than separating your wholesale number out to say, ‘Is this a profitable business for us?’ And nine times out of 10, when we talk to dealers, it’s not profitable for them.”
There are a few key factors in making that determination.
One, Kendrick said, is scaling. Although dealing in fewer brands is easier, Kendrick asserted, it’s also limiting. Volume and a wider market — one that reaches beyond local — are important in scaling up, he said. It also helps to work with parts brands that offer incentives or matching money, he said.
Taking obsolescence into account is also essential. Having parts 12 months old or older sitting on shop shelves just means “idle capital” is taking up space, Kendrick said.
“Most people don’t look at their obsolescence,” explained Dirk Harper , Cochrane’s fixed operations director. “What are the odds that you might sell the exact same parts on a 2018 F-150 in the next two months, three months? You can’t return it to the factory, so now what are you going do with those hoods and fenders that you don’t sell again?”
And it’s essential to be realistic about gross numbers versus actual net. Initial numbers, Harper said, might look high, but expenses like drivers, transport vehicles, gas and vehicle maintenance cut into those amounts sharply.
Hard Questions and Evaluations
Problems crop up when vendors don’t keep track of the guidelines above and try to exit built-up situations without a plan. Obsolete parts, for example, Kendrick said,
Justin Kendrick
Dirk Harper
cutting into overall margins even more.
It’s a mistake, Kendrick said, to allow parts sales to be lumped in with other revenue streams like services and repair orders.
“It (parts sales) needs to be separated, and they need to realize wholesale and service need to be two things, and they need to be measured differently,” he said.
And hard questions, he said, need to be part of the regular evaluation process.
He encouraged parts dealers to ask questions like, “What is it costing us to do this? Is it profitable? If it’s not profitable, what is our way to get out of it?”
Those questions are becoming more and more pertinent as waves of change, such as the increased prominence of electric vehicle manufacturing, hit the industry. As manufacturers change incentive programs for selling parts, sellers — especially single point dealers — can feel the hit acutely, Kendrick said.
“Ultimately, as a single point dealer or even a larger dealer, if they’re just racing to the bottom to chase the back-end money, if that program changes, they’re going to be hurting, and they’re going to be in the negative,” he said. “(If) the manufacturer changes
that program, what happens now? You’re stuck with all this inventory. You’re bleeding out money. It’s a dangerous game that a lot of dealers are playing, and a lot of them aren’t watching what’s actually happening.”
Moving forward, it’s important for parts dealers to turn their attention to what generates revenue, and those hard looks might mean tough decisions.
“I think, as dealers, you’ve got to really start thinking about what generates you revenue and what costs you capital,” Harper said. “I think you’re going to see more and more dealers … just really analyzing expenses and looking into the depths of inventory, whether it’s new car inventory, used car inventory or, in this case, parts inventory, because those are what you own.”
Single Mom Receives Refurbished Car from NABC Recycled Rides
Laciesha Powell, a single mother from Evanston, IL, received the lifealtering gift of a fully refurbished 2020 Nissan Maxima, thanks to the National Auto Body Council (NABC) Recycled Rides program, Allstate and Gerber Collision & Glass of Oak Lawn, IL.
The vehicle presentation marked a milestone in Powell’s journey towards self-reliance.
“This is amazing and life-changing,” Powell said, overwhelmed with emotion. “This car is beautiful and I am so grateful for this gift to my family. I can’t wait to surprise my daughter to pick her up after school.”
Nominated by Tracy McKeithen,
MICHIGAN Maple Hill Volkswagen Kalamazoo 800-323-0022
MINNESOTA Schmelz Countryside Volkswagen St Paul 651-484-0424
Direct 866-869-0481 M-F 8am-6pm skokaisel@saabvw.com
executive director of Family Promise Chicago North Shore, Powell’s story is one of resilience and dedication. During the pandemic, Powell faced reduced work hours at a bank and struggled to make ends meet, eventually entering a shelter program. Through determination, she took classes to improve her employment prospects, worked part-time and volunteered locally.
The Recycled Rides program, initiated by the NABC in 2007, collaborates with various industry partners to repair and donate vehicles to individuals and families in need. To date, more than 3,300 vehicles valued at approximately $47 million have been donated.
The special event, attended by about 100 Gerber and Allstate team members, was held on the lawn of Gerber’s headquarters in Elmhurst, IL. The team at Gerber Collision & Glass, alongside additional partners like Advanced Remarketing Services, Cars for Charity and Copart, dedicated their time and resources to refurbish the donated vehicle.
OHIO
Byers Volkswagen Columbus 614-552-5490
M-F 7:30am-6pm; Sat 8am-12pm wholesaleparts@byersauto.com
Ken Ganley VW North Olmsted North Olmsted 440-734-1076
M 7:30am-7pm T-F 7:30am-6pm Sat 8am-4pm jim.j@ganleywestside.com www.kenganleyvwnortholmsted.com
Quality Collision Group Acquires 14 LaMettry’s Collision Locations in Minnesota
Quality Collision Group (QCG) announced the acquisition of LaMettry’s Collision, a family-owned business known for exceptional service and unwavering commitment to OEM repair standards.
The latest acquisition brings fast-growing QCG to 85 facilities throughout the U.S.
LaMettry’s Collision was started by Richard LaMettry in 1976 in his garage. In 1987, he left the industry, and his wife Joanne took over. After graduating from college, son Justin joined in 2002, followed by son Randall in 2006.
LaMettry’s has become a trusted
name in collision repair, focusing on manufacturer-recommended procedures by certified technicians. It now operates 14 locations in the Minneapolis-St. Paul area, maintaining a strong reputation and community presence.
QCG, which recently celebrated its four-year anniversary, focuses its growth strategy on MSOs like LaMettry’s that align with QCG’s “no compromise” philosophy.
LaMettry’s brings 22 OEM certifications to consumers, including luxury brands like Alfa Romeo, Audi, Corvette, Lucid, Mercedes-Benz, Porsche, Rivian and Volkswagen. In addition, LaMettry’s is one of the few Tesla-authorized shops in Minnesota.
“I believe the acquisition of LaMettry’s to be a pivotal moment in Quality Collision Group’s mission,” said Jerod Guerin, CEO
and founder of QCG. “LaMettry’s OE-focused business model fits perfectly within what I envisioned for QCG. We’re thrilled to see how the addition of LaMettry’s will further influence the growth of our company.
“It is extremely rare in the collision repair industry to find a large MSO that prioritizes OE repair procedures and parts,” Guerin continued. “I saw early on that LaMettry’s was a diamond in this space and was eager to add them to the QCG team.”
“We’ve built our reputation on a foundation of trust, quality, and customer satisfaction,” said Joanne LaMettry on behalf of the LaMettry family. “Quality Collision Group allows our staff to continue our legacy while expanding our capabilities and resources, ensuring our customers continue to receive the best collision repair services.”
LaMettry’s will join the Quality Collision Group portfolio alongside the five currently QCG-owned Master Collision locations, bringing the facility count to 19 in the greater Minneapolis-St. Paul market.
AkzoNobel announced Rochelle Schuette has been appointed digital transformation manager for its North America Vehicle Refinish business unit.
Schuette joined AkzoNobel in 2019 and has made significant contributions to AkzoNobel’s digital offering, particularly as it pertains to the customer digital journey. Her primary focus to date has been Carbeat, AkzoNobel’s patented, intuitive production workflow dashboard.
In her expanded role, Schuette will continue to champion Carbeat, as well as AkzoNobel’s digital color management system, MIXIT. In addition to her existing responsibilities, Schuette will lead the rollout and ongoing support of AkzoNobel’s newest digital offering, Refinish+, a platform developed to help body shops and collision repair centers improve business performance by streamlining processes and enhancing efficiencies.
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800-242-2844
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Laurel BMW of Westmont Westmont
630-230-2890 Direct Wholesale M-F 7am-6pm Sat 8am-3pm www.laurelbmw.com
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BMW of Des Moines Urbandale 515-446-3660
515-278-2917 Fax
M-F 8am-5:30pm Sat 8am-4pm jcarlson@lithia.com www.bmwdesmoines.com
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Autohaus BMW St. Louis 888-811-6199 314-880-8428 Fax M-F 7am-6pm brian.fischer@bmwautohaus.com
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Kelly BMW Columbus 614-471-2277 614-476-2488 Fax M-F 8am-6pm Sat 9am-2pm www.kellybmw.com
INSIST ON GM GENUINE PARTS
Illinois
Piehl Motors
PRINCETON
800-845-8964
815-875-4411
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Schepel Buick GMC
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Ed Rinke Chevrolet Buick GMC CENTER LINE
586-497-4100
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877-552-2580
734-793-6000
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Minnesota Mills Parts Center WILLMAR
800-247-1158
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Bob McCosh
800-800-8071 573-449-4103 573-441-5632 Fax M-F 7 am - 6 pm Sat 7 am - 3 pm gmparts@bmcmail.com
Mon-Thu 7am-6pm Fri 7am-5:30pm Sat 7am-3pm matt.fullerton@cochran.com
Jake Sweeney Chevrolet SPRINGDALE
800-582-5253
513-782-2829
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M-F 7:30 am – 6 pm Sat 8 am – 2 pm cscott@jakesweeney.com www.jakesweeneychevy.com
Joseph Chevrolet CINCINNATI
800-752-1423
513-741-6735
513-741-3814 Fax
M-F 7:30 am – 5:30 pm Sat 7:30 am – Noon josephgmparts@yahoo.com
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Ohio’s
Ohio has seen a significant reduction in traffic crashes and fatalities in the year following the enforcement of a stricter distracted driving law. According to preliminary data from the Ohio State Highway Patrol (OSHP), there were 1,112 fewer distracted driving crashes between October 2023 and October 2024 compared to the previous year, with fatal crashes related to distracted driving decreasing by 19.4%.
The law, which prohibits drivers from using or holding a cell phone or electronic device while driving, has contributed to an overall decrease in motor vehicle accidents across the state.
OSHP reports nearly 15,400 fewer crashes and 138 fewer fatalities during the same period.
Ohio Gov. Mike DeWine credited the law with driving better behavior behind the wheel.
“Ohio’s tougher distracted driving law is influencing better behavior behind the wheel, leading to fewer crashes and fewer deaths,” he said.
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Serving Illinois, Iowa, Indiana, Kansas, Kentucky, Michigan, Minnesota, Missouri, Nebraska, North Dakota, Ohio, South Dakota, Wisconsin and adjacent metro areas. Autobody News is a monthly publication for the autobody industry. Permission to reproduce in any form the material published in Autobody News must be obtained in writing from the publisher.
Law enforcement agencies, including local peace officers and the OSHP, began enforcing the law after a six-month grace period that ended in October 2023. Under this law, using a cell
—ANDY WILSON
phone while driving is considered a primary offense, allowing law enforcement to pull over drivers immediately if they observe a violation.
The Ohio Department of Transportation (ODOT) collaborated with Cambridge Mobile Telematics (CMT) to monitor the impact of the new law through cell phone data. CMT reports that handheld phone use while driving has decreased by
10% among drivers participating in employer safety programs or insurance discount programs.
CMT estimates the law has already prevented $283 million in economic damages.
“The data clearly shows the law is working, but we need to convince more Ohioans to put down their phones while driving,” said ODOT Director Pamela Boratyn
The law’s intent is to foster longterm behavioral change. First-time offenders can have their fines and points waived if they complete an online distracted driving safety course. Approximately 15,000 people have taken the course in the past year.
“Ohio’s new law is not about collecting fines and punishing drivers. It’s about changing behavior,” said Andy Wilson, director of the Ohio Department of Public Safety.
More information on Ohio’s distracted driving law and resources for drivers can be found at phonesdown.ohio.gov.
Heather McMahon Joins CREF Board of Trustees
The Collision Repair Education Foundation (CREF) is excited to welcome Heather McMahon, vice president of material damage, corporate claims for Erie Insurance, to its Board of Trustees.
McMahon’s industry career began in 2003 as an inside claim adjuster for Erie Insurance, but it didn’t take long for her to move up the ranks, using her bachelor’s degree in finance, master’s degree in insurance management and several professional designations in the insurance industry to advance into training and supervisory roles. Following five years serving as a VP and claim manager in multiple locations, she was promoted to VP of material damage in 2021.
McMahon believes her work experience will lend itself to her new position on CREF’s Board of Trustees in many ways.
Walser Auto Group, WSU Tech Partner To Address Repair Tech Shortage
The Walser Automotive Service Lab, a state-of-the-art facility part of a $3 million renovation aimed at expanding WSU Tech’s automotive training programs, was recently unveiled.
The newly renovated 30,000-square-foot facility features a heavy truck area and a 72-person lecture hall, both of which will increase the capacity for the automotive programs at WSU Tech in Wichita, KS.
The upgrades are designed to help combat the national technician shortage, providing students with the skills needed to meet the workforce demands of Walser Auto Campus, home to nine luxury brands and 250 employees in Wichita.
With the U.S. facing a technician shortage — where demand outpaces supply by 3 to 1, according to a 2020 TechForce Foundation study — the need for collaborative efforts like this is more pressing than ever. The study estimated that 642,000 auto, diesel and collision technicians will be required between 2020 and 2024.
“Walser has made significant
efforts to create pathways for emerging technician talent to find a home with us,” said Randy Lammle, senior vice president of dealership operations at Walser Auto Campus. “WSU Tech has been a vital partner in supporting our techs’ growth
commitment to community investment plays a crucial role in expanding access to education and supporting career development.
“Investing in the communities where we live and work is key to our mission,” said Nancy Warner,
through classroom education. Strengthening our relationship with the school was an easy decision.”
Walser’s investment in WSU Tech’s automotive program was made possible through a grant
director of the Walser Foundation.
“The decision to invest in this multiyear grant ensures WSU Tech students have access to hands-on learning and career readiness.”
