March 2020 Southwest Edition by Autobody News

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AUTOBODYNEWS.COM Vol. 38 / Issue 3 / March 2020

Texas Collision Repairer Pursues Tortious Interference

Louisiana Auto Dealer Named TIME Dealer of the Year

Larry Cernosek, owner of Deer Park Paint and Body in Pasadena, TX. Cernosek is actively pursuing a $10,000 lawsuit against State Farm which alleges that the insurance company committed tortious interference by its refusal to compensate the collision repair facility for procedures deemed necessary by the shop on five separate repair jobs. The lawsuit was filed in August 2019, and in October 2019, despite State Farm’s objections, Williamson granted Cernosek’s requests for discovery related to the insurer’s labor rate calculations, and its adjusters’

TIME Dealer of the Year by TIME and Ally Financial at the 103rd National Automobile Dealers Association (NADA) Show in Las Vegas. Moffitt was chosen from a field of 49 auto dealer nominees, who were selected from nearly 17,000 franchised dealers across the country. One of the most prestigious honors for auto dealers, the TIME Dealer of the Year Award recognizes leaders who have suc-

by Chasidy Rae Sisk

On February 6, Harris County Precinct 8-1 Justice of the Peace Holly Williamson issued a ruling upholding a Texas collision repairer’s request for discovery into State Farm’s rate calculations and a variety of other estimating practices, in addition to denying State Farm’s motion to dismiss. In a hearing the day before the ruling, “(T)he Judge explained that definitions, the profile of the estimating software, how the prevailing rate is determined and the training of the appraisers is not a trade secret or confidential information,” explained

See Tortious Interference, Page 38

Susan Moffitt of Porsche in Shreveport, La. is the 2020 TIME Dealer of the Year. Moffit is pictured here with (l to r) NADA President Peter Welch, Ally Auto Finance President Doug Timmerman and Susanna Schrobsdorff, executive editor and chief partnerships officer of TIME

Susan Moffitt of Porsche in Shreveport, La. today was named the 2020

See TIME Dealer of the Year, Page 24

“Collision Boost Radio” Podcast For Those New to The Collision Repair Industry

CIC Subcommittees Offer Competing Suggestions on How to Deal With “Opt-OE” Parts

Jeff and Marie Peevy have announced the launch of “Collision Boost Radio” (CBR), a weekly podcast series for newcomers and those considering a career in the collision repair industry. The podcast will debut with four episodes on February 17, 2020, and Jeff and Marie will be conducting interviews during the FCA/Nissan Certified Collision Conference in Orlando, FL that same week. The free weekly podcast will be hosted by Jeff, president of the Automotive Management Institute (AMi) and 2019-2020 chair of the Collision Industry Conference (CIC), and his

by John Yoswick

wife and teammate Marie, president and founder of Automotive Training Coordinators and a Women’s Industry Network (WIN) board member. “Collision Boost Radio is for anyone starting or considering a career in the collision repair industry,” said Jeff. “Our goal is to provide listeners with a larger view of the dynamics and opportunities available and offer guidance, knowledge and inspiration.” The podcast will include interview conversations with successful industry professionals who many listeners will find to be relatable and in-

Heated exchanges that erupted during the “Parts and Materials Committee” presentation at the Collision Industry Conference (CIC) in Las Vegas in November sounded “exactly what committee meetings feel like,” Aaron Schulenburg, committee co-chairman joked, and demonstrated, according to

See “Collision Boost Radio”, Page 18

Ken Weiss said six definition labels his subcommittee defined help make clear the nuances among part types. Credit: John Yoswick

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co-chairman Ken Weiss, “why we ended up with two subcommittees.” The committee about a year ago inherited from another CIC committee the task of trying to resolve the is-

sue of a variety of types of parts being listed as “opt-OE” on parts platforms or estimates. Weiss and Schulenburg said the committee had been so polarized on the issue that they decided to break into two “more like-minded” work groups to each form a proposal on how to most clearly describe parts available in the marketplace for those making parts decisions. Weiss said his work group came up with six different categories of new parts that differentiate, for example, an “OEM dealer” part from the exact same part sold in the same packaging but outside the automaker’s dealer network (described by his sub-committee as an “OEM non-dealer” part). Two other of the six categories would differentiate a certified non-OEM part from one that is not certified. In between were two other categories for parts produced by the same manufacturers that produce the same parts for the vehicle manufacturer; Weiss’ subcommittee dubbed those as “Tier 1 OEM” parts if they bore the same branding as the See “Opt-OE” Parts, Page 22

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Governor Murphy Signs Legislation to Boost Use of Electric Vehicles in NJ

CONTENTS ABAC “Learns to Earn” at First Meeting of 2020 ��14 ASA Colorado’s 2020 Summit Allows Industry Professionals to Train to New Heights ��10 ASA of North Texas Enjoys Informative January Meeting ��16 Changing Lanes Changes Lives Through Recycled Rides ��26 Harold’s Hot Rod Shop Making Waves in CA ��20 Houston Explosion Collapses Corvette Restoration Buildings ��10 Larry H. Miller Dealerships Acquires Mark’s Casa Chevrolet and Mark’s Casa Chrysler Jeep ��12 Louisiana Auto Dealer Named TIME Dealer of the Year ��1 National Auto Body Council® to Host Lone Star Cars for Pars Golf Fundraiser at Texas Star Golf Course ��6 Owner Shoots Intruder at West Memorial Shop ��10 Texas Collision Repairer Pursues Tortious

New to The Collision Repair Industry ��1 Allstate Asks Court to Deny Latest Motion to Compel ��54 Amazon’s First-Ever Electric-Powered Delivery Fleet Set for 2021 Launch ��56 Audi Recalls Vehicles Equipped with Takata Non-Azide Inflators ��56 Brandon Honda wins DealerRater’s 2020 Award ��52

of reaching 100 percent clean energy by 2050.” The legislation creates a “Light Duty Plug-in Electric Vehicle Rebate Program” to encourage the purchase of light-duty plug-in electric vehicles over a ten-year period. The rebates will provide up to $5,000 per vehicle and will be funded by approximately $30 million from the Clean Energy Fund and Regional Greenhouse Gas Initiative funds as well. “Today’s bill will put more electric vehicles on the road and keep them running throughout the Garden State,” said NJ Commissioner Catherine R. McCabe.

Carvana Continues California Commitment ��16 CIC Subcommittees Offer Competing Suggestions on How to Deal With “Opt-OE” Parts ��1 CIF Donation Helps Military Veteran Restore His Sense of Purpose After Retirement ��40 Coronavirus Expected To Heavily Impact Global Car Industry ��54 CREF Invites Dealers to Become Part of the Solution with New Initiative ��52 Dave Luehr’s Next FREE Elite Webinar Series: “CCC ONE Estimating Features & Tips,”

INDEX OF ADVERTISERS

REGIONAL

Governor Phil Murphy signed comprehensive legislation (S2252) that establishes goals and incentives for the increased use of plug-in electric vehicles and infrastructure in New Jersey. “Increasing the use of electric vhicles is a critical step to secure New Jersey’s clean energy future,” said Governor Murphy. “By establishing aggressive goals and strong incentives for electric vehicles, we are repositioning our economy and state for a clean future. Today, I am proudly signing bipartisan legislation that will transform New Jersey’s transportation sector and modernize our infrastructure to support our goal

Publisher & Editor: Jeremy Hayhurst General Manager: Barbara Davies Contributing Writers: John Yoswick, Janet Chaney, Toby Chess, Ed Attanasio, Chasidy Sisk, David Luehr, Stacey Phillips, Victoria Antonelli, Gary Ledoux Advertising Sales: Joe Momber, Bill Doyle, Norman Morano, Kelly Hall (800) 699-8251 Office Manager: Louise Tedesco Digital Marketing Manager: Bill Pierce Art Director: Rodolfo Garcia Graphic Designer: Vicki Sitarz Accounting Manager: Heather Priddy Editorial/Sales Assistant: Randi Scholtes Office Assistant: Dianne Pray

Serving Texas, Oklahoma, Louisiana, New Mexico, Arkansas, Colorado, Arizona, Utah 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. ©2020 Adamantine Media LLC. Autobody News P.O. Box 1516 Carlsbad, CA 92018 (800) 699-8251 (760) 603-3229 Fax www.autobodynews.com editor@autobodynews.com

Audi South Austin �� 43

Hyundai Wholesale Parts Dealers �� 57

Audi Wholesale Parts Dealers �� 55

Innovative Tools & Technologies �� 39

AutoNation Chrysler-Jeep-Dodge-Ram

Kia Motors Wholesale Parts Dealers �� 49

of North Phoenix �� 13

Launch Tech USA �� 59

AutoNation Collision Parts �� 19

LKQ Corporation �� 5

Axalta Coating Systems �� 6

Lusid-General �� 29

BASF Corporation �� 21

Malco �� 12

Interference ��1

with Jason Kitchen of CCC ��56

Big Mike Naughton Ford �� 45

Matrix Automotive Finishes �� 11

Unique story drives Lincoln restoration ��17

Father and Son Win Maaco Cup Award ��17

Bill Luke Chrysler-Jeep-Dodge-Ram �� 22

Mercedes-Benz of Littleton �� 45

Waymo Autonomous Trucks, Minivans Roll Into Texas, New Mexico ��18

BMW Wholesale Parts Dealers �� 51

Mercedes-Benz Wholesale Parts Dealers �� 56

FHD Repair Forum March 24th-25th Details ��26

Bob Howard PDC �� 47

Mitsubishi Wholesale Parts �� 54

From Prison to Collision: The Jabari Hayes

Car-O-Liner �� 23

Montipower Americas �� 24

Car-Part.com �� 33

MOPAR Wholesale Parts Dealers �� 35

CARSTAR �� 27

Motor Guard Corporation �� 18

Certified Automotive Parts Association �� 26

North Freeway Hyundai �� 40

Chevyland �� 38

Part of the Club �� 45

Christopher’s Dodge World �� 45

Peak Kia �� 45

Classic BMW �� 17

PPG Refinish �� 15

Classifieds �� 58

Ray Huffines Chevrolet �� 42

Covert Chrysler-Dodge-Jeep-Ram �� 28

SATA Dan-Am Company �� 25

Dallas PDC �� 60

Schmelz Countryside �� 45

Eckler’s Automotive �� 37

Scoggin-Dickey Parts Center ��8-9

ECS Automotive Concepts �� 32

South Pointe Chrysler-Jeep-Dodge �� 20

Tesla’s Focus on Batteries is Being Proven

Emich Chevrolet �� 45

Spanesi Americas �� 16

Right, and Other Carmakers are Paying

Emich Volkswagen �� 45

Steck Manufacturing Company �� 14

Equalizer Industries, Inc. �� 34

Stevinson Toyota West �� 45

Finnegan Chrysler-Jeep-Dodge �� 2

Subaru Wholesale Parts Dealers �� 52

Fisher Acura �� 45

Sunmight USA Corporation �� 41

Fisher Honda �� 45

Symach �� 10

Flatirons Subaru �� 7, 45

Town East Ford �� 44

Ford Wholesale Parts Dealers �� 53

Toyota of Laredo �� 36

Fowler Honda �� 22

Toyota Wholesale Parts Dealers �� 57

GM Wholesale Parts Dealers �� 50

Volkswagen Wholesale Parts Dealers �� 56

Honda-Acura Wholesale Parts Dealers ��30-31

Young Chevrolet �� 48

Story ��48 COLUMNISTS Anderson - Few Collision Repairers Are Separating Out Scanning Time Versus Diagnostic Time ��28 Anderson - Understanding and Performing Required Test Drive Procedures Isn’t an Option ��42 Attanasio - Automotive Artwork Adds Class to Your Waiting Room ��32 Ledoux - The 1980’s – The Evolution of the “Patch Panel” ��44

How To Not Write Estimates ��50 Leading the Ethical Revolution in the Collision Repair Industry ��34 More Bad News at Nissan ��57 Rivian’s Partnership with Ford will Bring Lincoln its First Luxury Electric Vehicle ��4

the Price ��4 That’s It! He’s Had it! Part 2 ��36 Universal Technical Institute’s Core Automotive Program Outfitted With Volvo’s Advanced

NATIONAL “Collision Boost Radio” Podcast For Those

and Electrified Vehicles ��58

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Rivian’s Partnership with Ford will Bring Lincoln its First Luxury Electric Vehicle by Joey Klender

Rivian has teamed up with Ford to develop and produce an electric vehicle for Lincoln: Ford’s luxury brand that has produced comfortable and stylish sedans and SUVs since 1917.

Rivian R1T in Blue. CREDIT: Revian

The vehicle will be Lincoln’s ﬁrst attempt at an all-electric car, but not its ﬁrst attempt at battery-operation in its vehicles. Lincoln has manufactured two plug-in hybrid SUVs in the past and is aiming to take on a project that would create a vehicle that would not operate on petrol-based products.

The vehicle will be manufactured on Rivian’s “skateboard” platform that is comprised of the Lithium-ion batteries being packed in the car’s floor. Rivian will produce the skateboard design at its plant in Normal, Illinois. However, neither company would confirm if the Lincoln EV would be produced in a Rivian or Ford factory. Ford has broken into the electric car market by producing a number of its own battery electric vehicles (BEV). The company stated in March 2018 that it would be creating 16 electric vehicles and 40 electrified vehicles by the end of 2022. After unveiling its F-150 EV in July and the Mach-E in November, Ford seemed to be transitioning its product line toward more sustainable options. However, the company decided to put a hefty $500 million investment into Rivian. When Ford joined forces

with the Plymouth, Michigan-based electric car maker, they stated the companies would work jointly to produce an electric car. Rivian CEO RJ

Scaringe stated the partnership would help move the world toward environmentally-friendly modes of transportation. “This strategic partnership marks another key milestone in our drive to accelerate the transition to sustainable mobility. Ford has a long-standing commitment to sustainability, with Bill Ford being one of the industry’s earliest advocates, and we are excited to use our technology to get more electric vehicles on the road,” Scaringe said in a company press release. Ford is not the only large company to inject a large sum of money into Rivian’s future plans to produce sustainable electric cars. Amazon decided to contribute with a $700 million investment into the company,

along with the purchase of 100,000 electric vans that will eventually deliver the company’s packages. In the company’s most recent investment round, Rivian rallied a total of $1.3 billion in total investments. The partnership between Ford and Rivi-

an will do what RJ Scaringe intends it to do: accelerate the transition to sustainable forms of transportation. While Tesla continues to hold a sizeable lead in the electric vehicle sector on the heels of its Q4 2019 earnings call, Rivian seems to be gaining some momentum through the support of some of the world’s biggest companies. We thank Teslarati for reprint permission.

Tesla’s Focus on Batteries is Being Proven Right, and Other Carmakers are Paying the Price by Simon Alvarez, Teslarati

As more and more automakers begin the transition to electric vehicles, it is becoming increasingly apparent that Tesla’s intense focus on batteries was right all along. Tesla’s strategies have always been criticized and examined under a microscope, and the company’s decision to build Giga Nevada, a facility dedicated to battery production for the Model 3, was no exception. But as veteran automakers like Jaguar and Mercedes-Benz are now finding out, investing tons of effort and resources on batteries matters a lot. Tesla is among the industry’s most vertically-integrated companies. Similar to Apple’s consumer electronics and SpaceX’s rockets, most of what goes inside a Tesla electric car is designed and built in-house. Tesla is so serious about this; the company actually made its own seats. The same is true for the electronics that goes inside every Tesla. They are so different and superior to off-the-shelf components that teardown expert Sandy Munro compared them to the electronics of

a literal fighter jet. A lot of Tesla’s resources are dedicated to its battery improvements. Teslas stand tall among their rivals in the EV marketplace today primarily due to their efficiency and range, and this is made possible by the company’s battery tech. The company is not showing any signs of stopping too. Tesla has acquired several companies that could further improve its batteries, such as Maxwell Technologies and Hibar Systems. The electric car maker is even looking to produce its own batteries, with reports indicating that work is already underway to develop custom cells for Tesla’s next generation of vehicles and products. It’s a difficult pill to swallow, but veteran automakers have reached a point where they must honestly admit that when it comes to batteries, Tesla has a notable lead. The very representation for this idea is the Porsche Taycan, an otherwise excellent high-performance electric vehicle whose ~200-mile EPA range is an Achilles Heel. Porsche, similar to other EV makers, opted for off-theshelf batteries for the Taycan, and it

shows. The car performs beautifully, and it’s arguably the only EV that can beat a Model S fair and square in a race, but it simply does not have the range or the efficiency to beat Tesla’s flagship sedan on all metrics. It’s not just about the battery tech and specific cell chemistries either. Over the years, Tesla also had the foresight to secure ample battery supply for its vehicles and products. From Panasonic, which has been Tesla’s partner since its early days, to CATL, which is the company’s partner for Giga Shanghai, the electric car maker has made careful preparations to ensure that its vehicles and products will always have enough batteries. Other EV makers are not as fortunate. This is one of the reasons why the Jaguar I-PACE, one of the most decorated vehicles in modern auto history, actually stopped production for a week. Just like the Taycan, the I-PACE is actually a pretty decent EV, with its plush interior and aggressive exterior. But behind the I-PACE’s looks lies off-the-shelf batteries that are also used by other companies. This meant that when LG

Chem could not supply enough cells for the vehicle, Jaguar had no choice but to stop the vehicle’s production temporarily. The Mercedes-Benz EQC is in the same boat. Once deemed as a potential “Tesla Killer,” the EQC’s production target for 2020 was halved by the German automaker from 60,000 vehicles to just 30,000 units. The reason was something that is pretty familiar: Daimler just could not secure enough batteries. Even companies like Dyson and Aston Martin, both of which had plans to make EVs, eventually suspended their eﬀorts to enter the electric car market. Tesla is not a perfect company by any means. CEO Elon Musk would be the ﬁrst to admit that the company has made many mistakes over the years. But for all its delays and production issues, there is very little that can be criticized about Tesla when it comes to its batteries and the company’s foresight in improving them and securing their supply for years to come. We thank Teslarati for reprint permission.

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National Auto Body Council® to Host Lone Star Cars for Pars Golf Fundraiser at Texas Star Golf Course The National Auto Body Council® will continue its 25th anniversary celebration with the NABC™ Lone Star Pars for Cars Golf Fundraiser, presented by Enterprise, and a NABC Recycled Rides® presentation, held on Thursday, April 2, 2020, at Texas Star Golf Club in Euless, TX.

Each year, the NABC™ and its member partners raise funds to support hundreds of NABC Recycled Rides® car presentations to those in need, NABC F.R.E.E.™ education programs for first responders, and NABC Distracted Driving Awareness™ campaigns that keeps thousands of drivers safe on the road. WHO: National Auto Body Council ® and the NABC Recycled Rides ® program

WHAT: The NABC™ Lone Star Pars for Cars Golf Fundraiser, presented by Enterprise, supports key NABC™programs such as NABC Recycled Rides® car presentations to families in need, NABC First Responder Emergency Extrication (F.R.E.E.™) education programs for first responders, and NABC Distracted Driving Awareness™ campaigns. The tournament will feature four-person teams in a best-ball format. Players will have an opportunity to participate in special on-course incentives and great raffle prizes. Sponsorship opportunities are available for the tournament including: Hole sponsorships Contest sponsorship – longest drive, closest to the pin, longest putt On-course beverages and breakfast Helicopter golf ball drop Apparel and tee packs Following the golf tournament, NABC™ and its partners will host a NABC Recycled Rides® event, presenting four vehicles to local families

in need. To register to play or sponsor the event, please visit www.nabcgolfevent.org/ WHERE: Texas Star Golf Course 1400 Texas Star Parkway Euless, TX 76040 WHEN: Thursday, April 2, 2020 7 - 8 a.m. Registration 8:30 a.m. Shotgun Start 2:30 p.m. NABC Recycled Rides® Vehicle Presentation Media Opportunities: Media members will have an opportunity to cover the unveiling of the cars and presentation to the recipients, along with First Responder education program. The participants will be available for one-on-one interviews following the formal presentation, along with NABC representatives and key partners. NABC Recycled Rides® is a unique program in which businesses representing all facets of the collision repair industry team up to repair and donate vehicles to individuals and families in need of reliable trans-

portation. Since the inception of the NABC Recycled Rides® program in 2007, members of the National Auto Body Council have donated nearly 2,500 vehicles valued at more than $36 million. The National Auto Body Council®, celebrating its’ 25th anniversary in 2020, is the premier organization of collision industry partners dedicated to strategic networking opportunities that positively change lives in the communities we serve. The collaborative membership of the National Auto Body Council® has gifted nearly than 2,500 vehicles, provided extrication opportunities for more than 3,800 First Responders and contributed to thousands of distracted driving pledges in communities through NABC Recycled Rides®, NABC First Responder Emergency Extrication (F.R.E.E.™) and the NABC Distracted Driving Initiative™. That effort equates to a 4:1 ROI in dollar value delivered from NABC™ membership dollars. The National Auto Body Council® is changing the paradigm of how the collision industry works and is viewed. For more information, visit www .NationalautoBodyCouncil.org.

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Call Us First For All Your Parts Scoggin-Dickey Chrysler Dodge Jeep Ram 2483 W. Highway 114 Levelland, TX 79336

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8 MARCH 2020 AUTOBODY NEWS / autobodynews.com

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Choose Genuine GM Parts

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Owner Shoots Intruder at West Memorial Shop

ASA Colorado’s 2020 Summit Allows Industry Professionals to Train to New Heights

by Dennis Spellman

On Jan. 24-25, over 400 automotive and collision repair professionals attended ASA Colorado’s 2020 Annual Summit at Lincoln College of Technology in Denver, CO, which boasted over 25 classes plus leadership training on Friday. The asso-

One man was shot during an overnight attempted burglary of an autobody repair shop at 115 Cinnamon Drive. The shop is in the West Memorial subdivision near the Katy Freeway, and not far from Highway 99. The incident happened at about 2 a.m. According to Harris County Sheriff Ed Gonzalez, one male was wounded and transported to the hospital and a second male fled and is still on the run. Detectives are also questioning a female who Gonzalez calls a “possible suspect.” The owner of S&T Autobody saw the intruders breaking into his business on a video link. He went to the shop and they were still there. He shot at them, striking at least one man. Covering Katy will update this story as more information is made available. We thank Covering Katy for reprint permission.

by Chasidy Rae Sisk

Attracting over 400 attendees from the automotive and collision repair industries, ASA Colorado’s 2020 Summit boasted the largest attendance to-date

ciation’s goal was “training to new heights and building on last year’s success!” according to Executive Director Julie Massaro. “This was the best Summit yet - best attended, largest number of exhibitors and sponsors and highest quality education,” Massaro added. On Friday, the leadership con-

ference featured Bryan Dodge, a professional leadership trainer and speaker. After a full day of training, attendees enjoyed a cocktail party and an evening of fun at TopGolf in Thornton, CO. On Saturday, Lincoln Tech hosted the full day of training with morning and afternoon sessions available for managers and technicians. Technician training opportunities ran the gamut, covering topics from scanning, alignments and wheels to lean production tips and building diagnostic confidence. Management options included “Shop Marketing,” “The Graying of Garages,” “ADAS – What It Means for the Repair Shop,” “No Excuses – Secrets to Creating Problem Solvers,” and more. ATI’s Geoff Berman addressed employee satisfaction during “Do You Know the Difference Between an Engaged Employee and a Happy Employee?” In addition to exploring the key to happy employees, Berman discussed the industry’s need for new talent and shared strategies for ensuring shops are properly staffed with well-trained technicians. Saturday’s agenda also included a vendor expo, a give-away drawing,

and plenty of networking opportunities. The evening concluded with a closing party at Unser Karting & Events, sponsored by Advance Auto Parts. Event sponsors included NAPA Auto Parts, Advance Professional, Bolt On Technology, Lincoln Tech, ATI, WorldPac, Kenz & Leslie BG,

“Thank you, Sponsors. Without your support, this show would not go on!” ASA Colorado Executive Director Julie Massaro said

Tekmetric, Kukui Corporation, AutoZone, MailShark, Jasper Engines & Transmission, 360 Payment Solutions, DR1V, Shop Ware, MechanicNet, Mitchell1, and Synchrony Car Care. For more information about ASA Colorado and its future events, visit asacolorado.org.

Houston Explosion Collapses Corvette Restoration Buildings by Larry Edsall

The explosion occured in January that took the lives of two employees of a manufacturing business in Houston also collapsed the roofs of two nearby buildings housing a Corvette restoration specialist.

“Mine are flattened,” Gordon Andrus told Houston ABC television station KTRK. “It’s sitting there with about a million dollars in cars right now.” He added that he was glad none of his employees were in the buildings when the early-morning disaster took place. CNN reported that Andrus said 15 cars were in the two build-

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ings that suffered damage. He also said he has two other buildings just down the street and will move his business operations there as soon as he’s allowed back into the area. Houston Corvette Service specializes in restoring Corvettes. It has four buildings, two of which were directly across the street from the explosion at Watson Grinding & Manufacturing. Several homes and other nearby businesses also were damaged by the blast, believed to have been caused by a leak in a 2,000-gallon tank of propylene. Andrus told CNN he already had contacted the car owners. “Every car is insured,” he said, “and we’re in the business of repairing and restoring cars. We will make it right one way or another.” We thank ClassicCars.com Journal for reprint permission.

UPDATED DAILY

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Larry H. Miller Dealerships Acquires Mark’s Casa Chevrolet and Mark’s Casa Chrysler Jeep Larry H. Miller Dealerships announced today that it has acquired Mark’s Casa Chevrolet and Mark’s Casa Chrysler Jeep in Albuquerque, New Mexico. This expands the dealership group’s footprint in Albuquerque to seven locations. “As we approach 32 years of doing business in Albuquerque, we’re excited to add additional high-performing stores to our family of dealerships,” said Dean Fitzpatrick, president, Larry H. Miller Dealerships. “The team at Mark’s Casa have built a strong brand and reputation over the years. We look forward to welcoming their employees to our group and continuing with our vision to be the best place in town to work and the best place in town to do business.” Mark’s Casa Chevrolet will be renamed Larry H. Miller Casa Chevrolet and Mark’s Casa Chrysler Jeep will be renamed Larry H. Miller Casa Chrysler Jeep. This acquisition also includes two collision centers, which will be named Larry H. Miller Collision East and Larry H. Miller Collision West. The stores were purchased from

Mark Wiggins and partners. “When the time came for my family and I to move on to the next phase of our lives, we considered all alterna-

tives to carry on the ideals and values of Mark’s Casa Auto Group for the community of Albuquerque, our customers and our employees,” said Mark Wiggins, owner, Mark’s Casa

Auto Group. “Larry H. Miller Dealerships was hands down the only choice to achieve these objectives. We are proud to become a part of this great organization with its long history in our community.” Larry H. Miller Dealerships will retain the existing employees at the store, bringing the total number of New Mexico-based personnel to more than 700 employees at seven dealership locations. The group has operated in Albuquerque since 1988. Larry H. Miller Dealerships, the eighth largest dealership group in the country according to Automotive News, now operates 65 locations under 20 different automotive brands in seven western states. The company began with a single dealership in Murray, Utah, in 1979. Larry H. Miller Casa Chevrolet and Larry H. Miller Collision East are located at 7201 Lomas Blvd. NE. Larry H. Miller Casa Chrysler Jeep and Larry H. Miller Collision West are located at 9733 Coors Blvd. NW. History of Larry H. Miller Dealerships in New Mexico: 1988: Larry H. Miller Dealerships

opened its first Albuquerque location, Larry H. Miller American Toyota Albuquerque 1994: Larry H. Miller Toyota Albuquerque opens 1997: Larry H. Miller Hyundai Albuquerque opens 2003: Larry H. Miller Southwest Hyundai Albuquerque opens 2009: Larry H. Miller Chrysler Jeep Dodge Ram Albuquerque opens 2020: Larry H. Miller Casa Chevrolet and Larry H. Miller Casa Chrysler Jeep opens. Larry H. Miller Dealerships strongly supports giving back in the communities where it conducts business. Through Larry H. Miller Charities, the dealerships focus their charitable giving on issues that affect women and children, with an emphasis on health and education. Since 1996, more than $700,000 has been donated to qualified nonprofit organizations throughout Albuquerque. For more information about Larry H. Miller Dealerships, visit www. lhmauto.com.

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ABAC “Learns to Earn” at First Meeting of 2020 by Chasidy Rae Sisk

The Auto Body Association of Connecticut (ABAC) held its first membership meeting of 2020 on January 21 at Langley’s Country Club in Waterford, CT. ABAC President Bob Amendola said, “Offering a venue in this portion of Connecticut allows collision shops from this area to

ABAC President Bob Amendola stressed the value of association meetings to members

participate and gain knowledge, to share information that will help increase their success, and to network among their peers in attendance.” As Amendola started the meeting, an attendee asked a question about legal proceedings related to payment for repairs, so Amendola invited ABAC Legal Counsel John Parese to provide input. According to Parese, “You have a couple of options in terms of defending your rights and one of them is to litigate; it could be litigation through small claims court, it could mean litigation through demand letters. Before you go into court, you must make sure you have the correct documentation.” “There are people on your ABAC Board of Directors who can give you some guidance. I would encourage you to contact them. You must have the correct forms, repair contracts, invoices, etc. I don’t recommend litigating every single case. Pick your spots. Make sure you have your documentation right and your ducks in a row. I always recommend following OEM specifications,” Parese continued. “If and when the insurance company tries to make you do the job on the cheap, don’t do it. Record the deficit between what the job actually cost you and what the insurer agreed to pay. Then be prepared to bring it to court. There is only one person in that courtroom that has a license and the right to decide what happens to that vehicle, and that’s YOU.”

Following dinner, ABAC Vice President Ashley Burzenski provided an update on the association’s social media strategy which she has been managing for three years. Prior to Burzenski’s involvement, the ABAC’s Facebook page had just 500 followers; now, the ABAC has over 4000 followers on the social media platform as well as 1200 on Twitter and over 1000 on Instagram. Burzenski encouraged members to “like” and “share” the association’s posts on their personal and business social media accounts in order to promote further growth. Burzenski explained, “The more we’re able to reach consumers, the more educated they will be, which is all about our mission. We have also worked with a local media production company to produce a few different series of informative videos. You can find all these videos in our library on our website, on our Facebook page ABAConn, and our YouTube channel on Facebook. I encourage all of you to go find these videos, watch them, share them, get them out there, and help us to promote them. We have found a big uptick in our general reach when we do distribute them.”

tics and road testing in a way that shops will be fairly compensated. In addition to answering questions about social media usage and liability, Parese explored repair contracts and how to fight a Writ of Replevin without paying huge legal fees.

ABAC Vice President Ashley Burzenski provided an update on the group’s social media strategy

Talking about how to use social media advantageously, Denya discussed the importance of posting reviews on Facebook, sharing within your network, and using email, including copying the consumer. He also shared tips on documenting files and provided some cost saving ideas, and he stressed the importance of using words correctly, such as co-pay v.

deductible. Amendola addressed questions related to insurers’ refusal to pay for scans, who needs to become certified, proving the necessary tasks to repair a vehicle, and the most effective way to get an adjuster to agree with an estimate. He also talked about vehicle delays caused by waiting for adjusters, including what is a reasonable time before charging after a supplement is submitted and whether shops can make insurers pay for storage while the vehicle is delayed. As the meeting concluded, Amendola reminded attendees, “Our future in this industry depends on all of us working hard to find solutions. I recommend that you reach out to your friends and colleagues who are shop owners and invite them to join the Auto Body Association of Connecticut to help better their future to help better our industry. The knowledge that you obtain when you attend these meetings is so invaluable.” For more information about the ABAC, visit abaconn.org.

ABAC Legal Counsel John Parese explained the importance of proper documentation when pursuing legal proceedings for payment

After Burzenski presented the new videos to attendees, the evening’s panel discussion began, using questions previously submitted by members. Panelists included Amendola, Parese, former ABAC President Tony Ferraiolo, and Bill Denya who all shared information about utilizing resources and mastering simple ways to be properly compensated for repair work performed. Ferraiolo talked about the Connecticut Unfair Insurance Practices Act (CUIPA) and explained how to charge for OEM research, diagnos-

14 MARCH 2020 AUTOBODY NEWS / autobodynews.com

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ASA of North Texas Enjoys Informative January Meeting by Chasidy Rae Sisk

On January 16th, ASA of North Texas held a meeting at the Golden Corral in Irving, TX, which featured an open topic forum on how to help shops’ sales forces achieve their goals. According to John Firm, chapter president, “We had 10 member shops, two guest shops and four vendors attend our meeting. Members shared their thoughts and ideas on how they increased sales and customer service with their service writers. It was a great meeting – it was awesome!”

Advance Auto Parts sponsored dinner for the meeting, while Hector and Jason Guerra shared information about shop opportunities through TechNet. Association members were invited to attend TechNet’s meeting

in Fort Worth on January 28th. ASA North Texas Marketing Manager Jeﬀrey Buckley was unable to attend the January meeting because he was honored with the Midlothian

ASA North Texas’s January meeting featured an open topic forum on how to help shops’ sales forces achieve their goals

Chamber of Commerce Achievement Award for the second time. The association expressed pride in Buckley’s accomplishments in a Facebook post. One of the guests who attended the meeting was JD McNeal from IGNITE In-Shop Service Advisor Training. Firm shared, “I invited JD to come meet the group since his business is about training the service writer. JD is a service writer and a trainer on his days oﬀ; he visits shops to see what and how they are doing things to

help them learn what they can do better. So many shop owners asked him how to help their service writers, how to help shop ﬂow, and many other questions that I asked him to sponsor our February meeting. ASA North Texas will hold its February meeting, featuring JD McNeal, at the Golden Corral in Irving, TX, on February 20. After dinner, the open discussion will be on information access, and attendees should be prepared to discuss where they get their information and how they acquire it, how much it costs, and who they contact to get the information. The meeting will be sponsored by IGNITE and will feature a presentation by JD McNeal on improving service writers’ skills. Sponsorship opportunities are still available. Firm encouraged, “Vendors, remember to be here to support your customers, ﬁnd new customers, and network with other vendors. If anyone knows a shop that needs to attend, please invite them. We love networking and helping other shops!” For more information about ASA North Texas and its future events, visit asantx.com.

Carvana Continues California Commitment Ernie Garcia says that as Carvana continues expanding rapidly from coast to coast, growing its reach in California is a crucial part of that eﬀort. Garcia

CREDIT: Carvana

is founder and chief executive oﬃcer for used-vehicle e-commerce platform Carvana, and the company on Friday said it launched its as-soon-as-nextday vehicle delivery to Chico and Yuba City, CA-area residents. On Thursday, the company said it launched in Hanford, which is located in California’s central valley. With the two announcements, Carvana now oﬀers assoon-as-next-day vehicle delivery in 158 markets across the United States. We thank Auto Remarketing for reprint permission.

16 MARCH 2020 AUTOBODY NEWS / autobodynews.com

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Unique story drives Lincoln restoration by Ryan Winslett

When Grammy-nominated pop artist Charlie Puth was in the market to restore his 1966 Lincoln Continental convertible, he first shopped the project around in his own back yard of Los Angeles. The rubber, unfortunately, never met the road. None of the shops he talked to were the right fit for the job. By chance, his head of security came across an advertisement in a copy of Highline Autos, where he read about a shop in Fountain Hills specializing in auto body, paint and restoration services. That shop was Impact Collision and, after a conversation or two, Puth was confident he had found the team that would breathe new life into his automobile. “They sent us the car and, for starters, it needed all new interior,” said Impact Collision owner Bill Wallace. “So we did all new interior, back to factory specifications. Brand new leather, door panels and stuff like that. Then we went ahead and did the body work.” Wallace said hundreds of hours of body work and paint went into the

restoration, a project they worked on every day for about six months. Wanting to keep things authentic, the team opted for refurbished parts whenever possible. Outside of a new pump and condenser, the only modernization was a fresh air conditioning system. While Puth originally intended to refurbish the car for

personal use, the road ahead took an unexpected turn. “Barrett-Jackson was aware of the project and reached out to us,” Wallace explained. As it turns out, many cars from actor Paul Walker’s collection were to be auctioned at the Arizona Barrett-Jackson event held the weekend of Jan. 11. Walker tragically died in 2013, his final film in the Fast and Furious movie series being Fast 7. A tribute to Walker is played at the end of that movie with the song “See You Again,” which was written

in Walker’s honor, playing in the background. The song’s writer and performer? Charlie Puth. In the end, Puth decided to send his car to the block at Barrett-Jackson, where it was auctioned before the cars in the Walker collection. The car drew $110,000 as part of the highest-grossing auction in Barret-Jackson’s 49-year history, which made over $141 million in no reserve sales in January. Wallace said he and his crew were proud of the work they did. “They were ecstatic with the car,” Wallace said. “[Puth’s] dad rode it across the block and everything. It was great.” Wallace said he enjoys restoring all cars, not just those owned by globetrotting pop stars.”We do anything from a Volkswagen to a ‘66 Lincoln,” he said. “We work on all kinds of vehicles. It’s great that we get to do this and we’re proud to be a part of this community.” Impact Collision, located at 11645 N. Desert Vista, can be reached at 480-809-6745. More information on Barrett-Jackson can be found at barrett-jackson.com. We thank the Fountain Hills Times for reprint permission.

Father and Son Win Maaco Cup Award Jim Powell's son Jamie became his partner 10 years ago and the father-and-son team has delivered year-over-year sales increases the last eight years, while achieving Maaco Diamond Certification status. Diamond certification is the premier level within the Maaco system, meaning that the center has all the equipment and training necessary to repair the complex vehicles that are on the road today. Diamond certification also means the center and its technicians are I-CAR® Gold Certified and are qualified to participate in an insurance company DRP (Direct Repair Program) as well as Maaco’s national fleet program. The Powell’s commitment to excellence and continuous improvement, as demonstrated by their Diamond certification, is one of the reasons that they were selected as a Maaco Cup Winner. “Becoming Diamond Certified was very important to us and our objectives for continued growth,” said Jim and Jamie Powell.

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Waymo Autonomous Trucks, Minivans Roll Into Texas, New Mexico by Eugend Demaitre

Yesterday, Waymo LLC announced on social media that it is expanding testing of its autonomous trucks and minivans to Texas and parts of New Mexico. The self-driving unit of Google parent Alphabet has already been mapping cities across the U.S., including Detroit, Los Angeles, Miami, Phoenix, and San Francisco. Waymo had closed its office in Austin, Texas, last November. However, the Mountain View, CA -based company is looking to expand testing and mapping for its autonomous trucks and other vehicles. “This week, we’ll start driving our Chrysler Pacificas and long-haul trucks in Texas and New Mexico,” the company posted on Twitter. “These are interesting and promising commercial routes, and we’ll be using our vehicles to explore how the Waymo Driver might be able to create new transportation solutions.” “We’ve tested our self-driving vehicles in a wide variety of cities and environments,” Alexis Georgeson, a Waymo spokeswoman, told The Robot Report. “We’ll be driving along

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“Collision Boost Radio” spirational. Each interview ends with advice to the CBR audience. “We are in a place in our careers where we want to give back, especially to newcomers,” said Marie. “Most of us who have enjoyed any level of success had people who took an interest in us and helped us. We feel it is time to pay that forward.” Jeff said that podcasts have become very popular for the age group they are targeting (16 – 35) to learn, hear other perspectives and expand their knowledge. “This platform also provides tremendous flexibility, allowing listeners to access the podcasts in a variety of environments, choose the areas that are the most interesting to them and listen as many times as they like.” In every episode, Marie said the goal is to educate the men and women who are seeking to expand their knowledge and have a successful career in collision repair. These include students and their parents and counselors as well as any newcomer to the

many of the interstates, like I-10, I-20, and I-45.” Waymo autonomous trucks benefit from car experience Since being founded as part of Google in 2009, Waymo’s Driver has driven more than 20 million miles on public roads in more than 25 U.S. cities, plus another 10 billion miles in simulation. The company said it has tested its technology in four generations of self-driving vehicles, as well as Class 8 trucks. While Waymo’s autonomous trucks use the same advanced self-driving software and suite of custom-built sensors as its cars and minivans, they are configured differently, said Georgeson. They operate on the same roads as Waymo’s other vehicles, she noted. Potential commercial applications for Waymo’s technology include logistics, ride-hailing services, deliveries, and public transportation. The company also recently offered its lidar sensors as a standalone product to non-competitors. The company’s Pacifica minivans, which it uses in its Waymo One ride-hailing service, are conducting the mapping for its autonomous trucks.

Once the vehicles have gathered data with multiple sensors, Waymo cleans it, annotates features such as crosswalks and intersections, and creates a map.

Autonomous truck and minivan testing is expanding nationwide. CREDIT: Waymo

The map is put through quality control testing and then tested on vehicles. “This process is the same, no matter where we go, and it’s also the same process we follow when updating our maps,” said Georgeson. “These are not ‘normal’ maps in the way that most people think of them,” she added. “The things that our cars care about are quite different than someone trying to find their way to a restaurant via Google Maps or Waze. For example, it’s far more important for us to know the speed

limit of the road than the name of it. However, a human needs the name in order to navigate to their destination correctly.” Waymo said its maps enable its autonomous trucks and cars to focus on dynamic elements of the environment, such as other drivers or pedestrians. The company recently acquired Latent Logic for the simulation of human behavior on roads. The amount of data that Waymo has gathered and sent back out to its vehicles helped it have the lowest “disengagement rate,” or the rate that safety drivers had to take over, of companies rated by the California Department of Motor Vehicles two years ago. MassRobotics, an organization dedicated to advancing the Massachusetts robotics community, also today announced a strategic partnership with Waymo. (MassRobotics is also a strategic partner of WTWH Media, the parent organization of The Robot Report and the Robotics Summit & Expo.) We thank The Robot Report for reprint permission.

industry. “I think most of us have things we wished we had known sooner in our careers and CBR speaks to that,” she said. “We also want to help attract individuals into our industry who know little about it and may also have the computer knowledge and skills we need now more than ever.” Jeff said the collision repair industry is not the same body shop industry as it was in the past. “It is evolving into a high-tech industry where participants work on some of the most advanced mechanical devices ever made,” he said. “We hope to provide information about the ever-changing industry and the vast range of great opportunities available.” Collision Boost Radio is available on Spotify, Google Podcasts, Apple Podcasts, iHeart Radio, Buzzsprout and RSS Feed. To subscribe and leave a review, visit: https:// www.buzzsprout.com/759533. To submit ideas for future topics and for more information, email collisionboostradio@gmail.com. www.autobodynews.com

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Harold’s Hot Rod Shop Making Waves in California by Curtis Tucker

The 71st Grand National Roadster Show took place on January 24-27 in Pomona, Ca. Seven Pomona Fairplex buildings were filled with hot rods, muscle cars, low riders, classic trucks, motorcycles, vendors, and other special displays. Harold’s Hot Rod Shop from Enid, Oklahoma is becoming a well known name at the national event. When most people think about award winning hot rods they usually think about car builders from California they’ve seen on TV. Reality TV shows now document the process of turning old rusty pieces of metal into a restored classic automobiles. What many people may not know is that Harold Clay, owner of Harold’s Hot Rods, and his crew have brought home trophies from shows in 2019 and 2020. Clay owns one of those local companies that we rarely hear about. They are making waves on a national stage but don’t make the spotlight locally. Harold’s Hot Rods have been featured in many of the top magazines and on several national hot rod TV shows. Clay’s 1957 Chevy build was documented in Hot Rod Magazine

in 2017. Another article was written in 2017 in Street Muscle Magazine about a 1936 Ford Cabriolet restoration. And recently he was featured in Automotive American talking about a 1961 Ford Econoline Shop Truck. Harold’s Hot Rod Shop won first place Full Sports at the Grand

National Roadster Show in 2019. Clay had restored a 1961 Corvette convertible ten years earlier. The car is owned by John and Peggy Bartholomew of Oklahoma City, Oklahoma. The Corvette was found minus engine and transmission, with nothing left under its hood but traces of a disastrous fire. Read the build article at SuperChevy.com. Harold Clay, Josh Billings and Richard Crump were all back in California for the 2020 Grand National Roadster Show. They all won

trophies for the work done by Harold’s Hot Rods in Enid. They entered a 1970 Jaguar owned by Richard Crump of Enid. Crump did final assembly with all paint and body work being done by Clay and Billings. The red Jaguar placed 1st at the show. They also took with them a 1961 blue Chevy Impala which placed 2nd at the show. Vehicles at the event were judged by a team of professional judges using a point system based on detail, quality, condition, safety and originality. Clay has been doing quality work on cars and trucks since 1979 when he first opened the doors to Clay’s Collision Center in Enid. Over forty years later Clay no longer works day-today in the collision center but spends most of his time in the very back of the business. Harold’s Hot Rod Shop has about 8,500 square-foot of space that allows Clay to build his highend hot rods. The shop is located at 1211 W. Spruce. Call 580-233-8720 with questions about custom builds. Watch the progress of current hot rod builds on their Facebook Page. We thank Enid Buzz for reprint permission.

Gerber Collision & Glass Opens Repair Center in CO The Boyd Group Inc. announced that it has opened a repair center in Littleton, Colorado. This location previously operated as a warehouse and office but has been converted to a state-of-theart collision repair facility. Littleton is the county seat of Arapahoe County and included in the Denver metropolitan area with a population approaching three million people. This location is well situated to be accessed by customers traveling State Highway 470 or Highway 85. “We are eager to provide high-quality service to customers in this region at this brand-new repair center,” said Kevin Burnett, COO of Gerber Collision & Glass. “The opening of this facility allows us to better serve our insurance partners with their needs in this area of the country.” The Boyd Group is continuously looking to add new collision repair locations to its existing network in Canada and the U.S.

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“Opt-OE” Parts OEM (i.e., “if the BMW part has a BMW logo on it, then this part will have the BMW logo on it”), or “Tier 1 with Branding Differences,” such as one lacking the automaker logo. Schulenburg’s subcommittee took much of the same approach in terms of determining different part attributes (who makes the part, how it is packaged, who distributes it, who backs it with a warranty), but concluded that only a two-pronged way to classify the parts is needed. An “OEM part,” the subcommittee said, is one manufactured by or for the automaker, sold in the automaker’s packaging and within the automaker’s authorized supply chain, and warranted by the vehicle manufacturer. Any part not meeting all four of those attributes, Schulenburg said his subcommittee decided, is a “non-OEM part.” “We really tried to approach it like: Here’s ‘OEM.’ Anything that doesn’t meet that definition is ‘nonOEM,’” Schulenburg said. “That’s super clear for a consumer to understand. It doesn’t make [non-OEM] bad or wrong or an unacceptable option. There are thousands and thousands of non-OEM parts that are legitimately chosen every single year. But we first defined ‘OEM,’ and anything that doesn’t meet that definition from our vantage point is a ‘non-OEM part.’” Weiss said he’s not necessarily opposed to the other work group’s proposal, but said he thinks those making parts decisions would need more information about all the different parts designated as “non-OEM,” such as who manufactured a particular part, not just the supplier. Tier 1 suppliers to the automakers, such as Denso and Bosch, he said, produce quality parts that consumers on the mechanical side

of the industry regularly choose. “There are companies out there that have a well-respected name, and it can mean more to you to know you’re getting it from that manufacturer as opposed to a company that may not use the same quality and may not have the same reputation,” Weiss said. Weiss also noted that the California Bureau of Automotive Repair (BAR), which has said terms like “optOE” and “alt-OE” cannot be used, has said an OEM part not purchased from a dealer can be called “OEM.” “We have one very large state that has decided that warranty has nothing to do with the part [designation],” Weiss said. Schulenburg acknowledged that Weiss is correct about the BAR’s decision but added, “Just because California got that one attribute wrong isn’t reason enough for us not to try to define it correctly for the other 49 states. Then California might rethink their position.” He said that currently a part may get dubbed by the seller as “OEM surplus” when it wasn’t made for the automaker and isn’t in the automaker’s packaging. When there’s no matching line for “OEM surplus” in the parts platform where the part is listed, it gets described as “opt-OE,” and then if sold in California, it is switched to “OEM.” “What ends up on the estimate to the consumer is not at all reflective of the part that comes in the box or what goes on their vehicle, and that’s what we’re trying to get away from,” Schulenburg said. But given that “opt-OE” has been a “catch-all bucket” for multiple types of parts, wouldn’t lumping in all parts not meeting the subcommittee’s definition of “OEM” result in a variety of types of parts under the “non-OEM” label, Schulenburg was asked.

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“I think there are ways for us as an industry to figure that business-to-business piece, and to differentiate them [within the parts platforms],” Schulenburg said. “But I think what is more important is the consumer understanding.” The six labels the other subcommittee proposes for the parts, he said, won’t be clear to consumers. “I think they serve to validate parts that a consumer should understand aren’t OEM,” Schulenburg said. He said the two subcommittee’s proposals remind him a little of the 2017 internet meme in which different people, looking at the same photo of a pair of shoes, see them as either pink and white or mint and gray. “The way we are each wired to perceive it is going to be how our brain determines what color that shoe actually is,” Schulenburg said. The parts debate, he said, is a challenge because everyone approaches it from their own vantage point and their own business objectives. Instead, he suggested, the industry might want to think of it more from the perspective of Marcia and Matthew Seebachan, the Texas

couple who earlier in the CIC meeting in Las Vegas had shared what the impact of a poorly-repaired vehicle had on their lives. “My personal opinion is at the end of the day, we need to look back at that presentation and think about that rather than our own personal vantage points,” Schulenburg said. “What do we do to make all of this clear to [consumers like them], so they never have to sit in that seat and tell that kind of story.” Several CIC participants in Las Vegas voiced heated condemnations of one or both of the subcommittees’ approaches. Schulenburg said those exchanges demonstrated the dilemma the committee faces, “where we each have defined our perspectives but haven’t found a middle ground, or a roadmap to get to it.” He said the committee has “experienced professionals within the industry who just vehemently disagree with one another,” trying to determine where to go next. “I don’t think we have an answer,” Schulenburg said. “I think the point here was to establish where we are today. I think we’ve done that.”

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TIME Dealer of the Year ceeded in business and go above and beyond in their efforts to give back to the community. Doug Timmerman, president of Ally Auto Finance, and Susanna Schrobsdorff, executive editor and chief partnerships officer of TIME, announced Moffitt as the winner at a ceremony where all the dealer nominees were honored. Timmerman remarked: “Everyone nominated for the TIME Dealer of the Year Award deserves recognition for their selfless dedication not just to their businesses, but to the communities that support them. It’s my pleasure to recognize Susan for her outstanding work, and to thank all the incredible dealers across the country who put giving back at the center of their careers.” In addition to Moffitt, four dealer nominees were recognized as Dealer of the Year finalists: David Kelleher, David Dodge Chrysler Jeep Ram, Glen Mills, Pa.

Natalie Tindol, Tindol Ford Roush, Gastonia, N.C. David Cuene, Broadway Automotive, Green Bay, Wis. Diana Pfeiffer, Alaska Sales and Service, Anchorage, Alaska As exclusive sponsor of the TIME Dealer of the Year Award, Ally will give $10,000 to the charity of Moffitt’s choice. Ally also will donate $5,000 to each of the nonprofit organizations selected by the four finalists and Will Green, president of the Louisiana Automobile Dealers Association, who nominated Moffitt for the award. In recognition of their achievements and generosity, Ally also gave $1,000 to the charities of choice for each of 49 nominees. For more information on each of the nominees, please visit www. AllyDealerHeroes.com. Moffitt earned degrees in business administration and finance at Louisiana Tech University in Ruston, La. in 1983 and 1984 before joining the Bossier City, La. dealership founded by her father, Fred. After college, Moffitt was the dealership’s cashier and telephone operator, and also

worked in the service department. She later switched to sales, where she excelled and found her niche. Today, she shares ownership of Moffitt Automotive with her two brothers and sister. The group oversees dealerships in Bossier City and Shreveport, representing the Audi, Mazda, Porsche and Volkswagen brands. Moffitt continues her father’s legacy of giving back by spearheading numerous charitable initiatives. She is a lifetime sponsor of the Louisiana State University (LSU) Health Foundation and LSU Health Shreveport and served as chair of An Evening for Healers in 2017, a fundraiser for the medical and research center. Moffitt is also proud of her association with St. Jude Children’s Research Hospital. For the last four years, Moffitt Automotive has donated a car to the hospital’s fundraising initiative, the St. Jude Dream Home Giveaway. Other groups that Moffitt supports include Catholic Charities; Shriners Hospitals for Children; Betty & Leonard Phillips Deaf Action Center (Shreveport); Shreveport-Bossier Military Affairs Council (liaison between the civilian/business community and

the commanders of Barksdale Air Force Base in Bossier Parish); Barksdale Air Force Base (Bossier Parish); Special Olympics; Volunteers of America North Louisiana; Shreveport Symphony Guild; Boy Scouts of America Norwela Council; and the Holy Angels residential care and programs for individuals with intellectual and developmental disabilities in Shreveport. The TIME Dealer of the Year winner and finalists were chosen by a faculty panel from the Tauber Institute for Global Operations at the University of Michigan. Dealers are nominated for the award by state and regional automotive trade association executives. About Ally: Ally Financial Inc. (NYSE: ALLY) is a leading digital financial-services company with $180.6 billion in assets as of December 31, 2019. As a customer-centric company with passionate customer service and innovative financial solutions, we are relentlessly focused on “Doing it Right” and being a trusted financial-services provider to our consumer, commerSee TIME Dealer of the Year, Page 46

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Changing Lanes Changes Lives Through Recycled Rides by Brandy Cruz

Caliber Collision graduated 12 students from its Changing Lanes program Friday, its 21st cohort since the program came to Fort Hood in April 2017, before presenting two newly rebuilt cars to Gold Star families – cars the class themselves rebuilt from the ground up. “The core values the Army instills in them – if you break it down, they build it back,” Douglas Wilberg, director of technical training for Caliber Collision, said is what makes service members great employees. Changing Lanes is a program within Fort Hood’s Army Career Skills Program, designed to train transitioning Soldiers and provide them a livable wage upon their departure from the military. The program trains the Soldiers on auto body repair, with hands-on experience throughout the course, rebuilding vehicles as part of Caliber’s Recycled Rides program. “I come from six sisters and none of them were into auto body,” former Spc. Zalma Ortiz said. “The instructors were very hands-on and they didn’t belittle you if you didn’t know something. They sat you down and really explained why they do it that way.” The former 13th Expeditionary Sustainment Command cook said she decided to go through the Changing Lanes program because she wanted do something good in her life. She said she never imagined how big the program actually was until she had seen the looks on the faces of the two families who received the cars the students rebuilt. “It was emotional,” Ortiz said.

“It was a bigger purpose than what we thought.” Luiz Aleman, a military dependent and graduate of the program, said the program was a little overwhelming at first, but they were taught to sit down and plan out every step of the repair process.

U.S. Marine Cpl. Zachary Lauterbach hugs Kevin Little, his phase one technical instructor, after officially graduating Friday from the 21st cohort of Caliber Collision’s Changing Lanes program. Credit: Brandy Cruz

“We became very close,” Aleman said. “It honestly feels like a family.” As they repaired and rebuilt the vehicles throughout the program, Aleman admitted he had his doubts they would finish on time, but that just made them work harder. “The damage was horrible and we didn’t know if we could finish,” he said. “But seeing the reactions today … it made it 100% worth it, knowing we’re helping people in a time of need.” The two Gold Star families, identified as having a need of transportation by Fort Hood’s Survivor Outreach Services, were presented with the cars in a special unveiling ceremony, which included the Dallas Cowboys cheerleaders and the

Cowboys’ mascot Rowdy. Tears of joy fell as Anita Cabral and Jaylin Henry-Means were presented their new cars, which came at just the right time for both families. Cabral, the widow of Cpl. Juan Cabral Banuelos, said the new vehicle will help provide her livelihood, as she drives to and from work. “I’m absolutely speechless,” she said. “My truck, my only transportation, the transmission is about to go out and I don’t have any other vehicle.” Henry-Means, the widower of Pvt. Jacques Means from Killeen, said the last two years have been difficult, which makes Caliber Collision’s generosity even more special. “Thank y’all so much. There’s not enough words to show my gratitude,” Henry-Means said. “I truly thank every single one of you.” Since Caliber Collision developed the Changing Lanes program at Fort Bragg, North Carolina, in 2016, they have graduated more than 200 people across the country. Changing Lanes cohorts take place at Fort Hood, Fort

Bragg and Fort Carson, Colorado. “Caliber’s purpose is to restore the lives of our teammates, of our customers,” Todd Dillender, executive vice president of operations for Caliber Collision – West Coast, said. “That’s why I wake up every day. We’re especially devoted to the men and women of the armed forces.” Caliber Collision will continue its partnership with the Dallas Cowboys by helping sponsor the Cowboys’ annual combine at AT&T Stadium in Arlington. Just like the NFL Scouting Combine, it will test the athleticism and resilience of the competitors, which brings together troops and first responders from across the states of Texas and Oklahoma. The preliminary combine will be held on March 20. The event will culminate with the fourth annual Heroes Day, April 4. Competing to announce a draft pick for the Dallas Cowboys, 50 finalists will test their athletic ability through a series of drills, before a male and female winner is chosen. We thank the Fort Hood Sentinel for reprint permission.

FHD Repair Forum March 24th-25th Details The HD Repair Forum announced the release of its’ educational programand agenda (www.hdrepairforum.com/agenda) for this years’ installment of the only event dedicated to the heavy-duty collision repair market. The two-day event is filled with a fast-paced agenda, with speakers from industry leading companies and individuals driving change in the industry. Some of the topics include: • Frame, Cab, and Trailer Repair

• Advanced Driver Assistance Systems (ADAS), Scanning, and Diagnostics • Business Strategy and Employee Relations • Steering, braking, and other key repair knowledge The speakers and content for this program are a derivative of the work, input, and direction of the HD Repair Forum Advisory board www.hdrepairforum.com/advisoryboard .

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with Stacey Phillips

From the Desk of Mike Anderson with Mike Anderson

Mike Anderson is the president and owner of Collision Advice, a consulting company for the auto body/collision repair industry. For nearly 25 years, he was the owner of Wagonwork Collision Center, an OEM-certified, full-service auto body repair facility in Alexandria, VA.

Few Collision Repairers Are Separating Out Scanning Time Versus Diagnostic Time It’s been just over a year since I wrote about the inconsistency in how shops are billing for scanning, and it’s still an issue that concerns me. The results of our “Who Pays for What?” survey this last October related to scanning charges are similar to those from a year earlier. In 2019, among the more than 800 shops responding to the survey, about 1-in-4 of those who perform scans in-house charge a flat fee. Nearly 50 percent charge up to 1.0 labor hour at a mechanical labor rate; but, the remaining 25 percent of shops scanning in-house were all over the map. There was similar variety in how shops bill when they use a remote scanning service. The real problem, I believe, is the inconsistency in what shops are including in that scanning charge. Shops need to separate scanning time from their diagnostic time. Scanning involves performing

the output or functionality test on the vehicle to gather the diagnostic trouble codes (DTCs). The diagnostic time begins once the scanning is complete. For example, say I scan a vehicle and it has seven DTCs. For each of those codes, I have to search for that code in the OEM repair procedures. I have to find out what it means. In some cases, it may be simple and clear, an indication that a certain part needs to be replaced. Oftentimes, the diagnosis is more complicated. The OEM information may site four to six or eight potential causes for that DTC, and I must go back to the vehicle and go through that list, one-by-one, to see which is the cause on that vehicle. The OEMs sometimes offer a flowchart for this process and navigating that takes some time. So, that vehicle with seven DTCs

will require ‘x’ amount of diagnostic time, far more than the vehicle where the scan finds no DTCs, but less than the vehicle where the scan finds 50 DTCs, each of which needs to be researched. It’s that variation in research or diagnostic time that I think many shops are missing. Here are some tips that may help with the diagnostic step. First, be aware that across manufacturers, DTCs begin with a letter that helps point you to the origination of the code. A DTC that begins with a “P” is powertrain-related. One that starts with a “B” is body-related. A “C” at the start of a DTC indicates it is chassis related. The one that’s a little less obvious is a DTC that begins with a “U,” which indicates it is network related. This refers to network communication, and collision repair work frequently causes such codes. It hap-

pens, say, when we unplug a component when we remove a door mirror or handle, remove a headlight, or then drive the vehicle from the body shop to the paint department. The control module is looking for that component we’ve unhooked and can’t find it, so it stores a “U” code for lost communication. These codes need to be cleared, much like a dirt nib needs to be taken out of the refinish. Such codes are sometimes referred to as a “cyber fingerprint,” because if you don’t scan the vehicle post-repair and clear those codes, someone down the road who scans the vehicle will be able to see what you’d removed without clearing the codes. The other tip I would offer is whether you are scanning vehicles inhouse or using a third-party provider, make sure you collect and save the See Scanning vs. Diagnostic, Page 51

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HONDA COLORADO

NEW

Mike Maroone Honda Colorado Springs

888-431-0294 719-785-5045

Dept. Hours: M-F 7-6; Sat 7-5 rick.williams@mikemarooneauto.com

Mile High Honda

Dep

TEXA

Denver

800-548-4730 303-369-7800

Dept. Hours: M-S 7-6 lhoover@autotree.net

LOUISIANA

Superior Honda Harvey

800-943-4227 504-368-5687

Dept. Hours: M-F 7-5:30 parts@superiorhonda.net

Walker Honda Alexandria

318-448-8255 318-445-6677

Dept. Hours: M-F 7:30-5:30 hondaparts@walkerautomotive.com

D h

Hon

D Gen

ACURA ARIZONA

LOUIS

Acura of Peoria Peoria

866-347-4507 623-792-2559

Dept. Hours: M-F 7-6; Sat 7-5 dcavanaugh@vtaig.com

COLORADO

Mile High Acura Denver

800-548-4730 303-369-7800

Dept. Hours: M-S 7-6 lhoover@autotree.net

Pikes Peak Acura Colorado Springs

800-456-9568 719-955-1715

Dept. Hours: M-F 7-6; Sat 8-4 joe_benson@pikespeakacura.com

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TEXA

D C

Please contact these dealers for your Honda or Acura Genuine parts needs. NEW MEXICO

TEXAS

Garcia Honda

Honda of Frisco

Rusty Wallis Honda

800-677-6632 505-260-5002

866-442-2711 972-731-3176

877-466-3272 214-328-3891

Albuquerque

Dept. Hours: M-F 7:30-6; Sat 8:30-5 Jscott@garciacars.com TEXAS

Frisco

Dept. Hours: M-F 7-7; Sat 7:30-5:30 cedgar@mcdavid.com

Dept. Hours: M-F 7-7; Sat 8-5 darryldotsy@rustywallis.com

Honda of San Marcos

Wholesale Parts Direct

866-392-1313 512-392-1313

800-234-4441 512-458-2910

San Marcos

Bankston Honda Lewisville

800-344-8611 972-219-0021

Dept. Hours: M-F 7-7; Sat 8-5 www.bankstonhonda.com

Dept. Hours: M-F 7:30-6; Sat 9-5 csmith@hondasanmarcos.com

Odessa

Dept. Hours: M-F 7:30-6; Sat 8-12 april@kellygrimsley.com

McDavid Honda Irving Irving

Honda Cars of McKinney

800-492-4464 972-790-6003

McKinney

972-569-4276 972-569-4222

Dept. Hours: M-F 7-7; Sat 7-5 Gene.chenault@hendrickauto.com

LOUISIANA

Dept. Hours: M-F 8-6 sales@wholesalepartsdirect.com

844-453-5594 432-334-6632

San Antonio

Dept. Hours: M-F 8-5; Sat 8-5 hondaparts@mynshonda.com

Austin

Kelly Grimsley Honda

Northside Honda 800-727-8705 210-340-0831

Dallas

Dept. Hours: M-F 8-6 srichardson@mcdavid.com

TEXAS

UTAH

Acura of Baton Rouge

David McDavid Acura

Jody Wilkinson Acura

866-733-2861 225-756-6166

800-575-3553 512-401-5976

800-234-0875 801-323-0492

Baton Rouge

Austin

Salt Lake City

Dept. Hours: M-F 7:30-6; Sat 8-5 dlavigne@acurabr.com

Dept. Hours: M-F 7-7; Sat 8-5 mkratky@mcdavid.com

Dept. Hours: M-F 7:30-6; Sat 8-5 rick@jodywilkinson.com

Walker Acura

David McDavid Acura

Mike Hale Acura

800-359-8555 504-465-8555

972-964-6044

800-292-4595 801-263-0202

Metairie

Dept. Hours: M-F 7:30-6; Sat 8-2 parts@walkeracura.com

Plano

Dept. Hours: M-F 7-7; Sat 8-5 dgrajczyk@mcdavid.com

Sterling McCall Acura

Murray

Dept. Hours: M-F 7:30-6; Sat 7:30-5 pgoold@mikehale.com

Houston

TEXAS

Autonation Acura League City

800-749-6227 713-371-4700

713-596-2337 713-596-2338

Dept. Hours: M-F 7:30-7; Sat 7:30-4 jlambert@sterlingmccallacura.com

Dept. Hours: M-F 7-7; Sat 8-5 CarranzaB1@autonation.com

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with Stacey Phillips

Shop Management

Ed Attanasio is an automotive journalist based in San Francisco, California. He can be reached at era39@aol.com.

with Ed Attanasio

Automotive Artwork Adds Class to Your Waiting Room During my career as a journalist co- But, what’s on the walls? vering the automotive repair industry, What I often find are pictures of Little I have probably been in more than League teams, I-CAR and OE certifi600 body shop’s waiting rooms, and cations, rusty old traffic signs, plaques with Bruce Roistacher unless it’s an MSO, they’re all diffe- for the Employee of the Month or other forms of community or professional recognition. These types of things can reinforce your already stellar reputation, but are they really pleasing to the eyes? Putting all of these things on your with Gary Ledoux walls is nice, but in the end, many waiting rooms look like mini-museums or large bulletin boards. Remember that when any Alan Fearnley focuses on classic and racing cars that feature individual enters your facilipeople, architecture and landscape to accent the images ty, he or she can potentially rent. Some shops go over the top, with become a customer for life. Stand fountains, beverage bars, contempora- out and impress them and begin the ry furniture and big-screen TVs, etc. process on the right foot. Of course, Others hire interior designers to create you’ll have to do a great job on their with Stacey Phillips a customer-friendly environment. car, but that’s given. In a world whe-

Auto Body Attorney

Truck Topics

National Associations

re social media can help or hinder a business overnight, a good first impression is more important than ever. There are a handful of options for decorating your walls in an attractive and uncluttered manner. In some waiting rooms, I’ve seen a series of black and white photos of their town featu-

and then had them nicely matted and framed. It’s a smart move because the message is that you’re connected to your community and hopefully vice versa. Another cool way to give your waiting area that “wow” factor is with a mural. You can hire a local artist and come up with a concept that is unique and suited for your shop and your story. Many shops have murals on the exterior of their buildings, so why not one inside? The only thing is you better like the finished product, because changing it isn’t as easy as moving a couple paintings or posters around. Paul Chenard is well-known for his racing images drawn I once wrote an article by using pencils and pastels about Luscious Garage in ring different scenes throughout the San Francisco, that converted part of years. They went to the local library, its shop into an art gallery featuring made high-res copies of the photos, the works of local artists. They cura-

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te it carefully, rotate the images every few months and the owners must have good taste, because the art is always A-List. If you want to do something that’s a little more conventional, hanging automotive art is always a winner, in my opinion. Whether it’s a giclee or a print, it won’t be cheap but you won’t need to apply for a small business loan either. A giclee looks more like the original and costs more, but digital prints are extremely affordable. I have chosen four painters of automotive art whose works appear in body shop waiting rooms all over the world. I like their work and have chosen four with differing styles. When I was in Italy recently visiting shops, I saw images created by at least two of the artists that I’m featuring here. Alan Fearnley: The paintings of British artist Alan Fearnley focus on classic and racing cars that feature people, architecture and landscape to accent the images. He has created more than a 100 automotive paintings on this subject, and 70,000-plus copies of his works sold worldwide, as well as three books published of his work. Fearnley’s style has been descri-

bed as impressionism, and I would bet that you’ve seen his images on prints, posters, albums, calendars, etc. Paul Chenard: Canadian artist Paul Chenard’s fine drawings using pencils and pastels have been popular for more than 25 years. His passion is for the history of automobile

ling that the spectator has watching the race, their favorite driver in battle or the classic racecar at rest,” Chenard said in his artist’s statement. “I’m also trying to feature the stories that give racing history depth and texture.” Michael Irvine: Working primarily with watercolors, Irvine is known for creating clean and sharp images that are alive with “color and narration.” This approach to watercolor, together with his background in illustration and his love of classic cars, has turned Irvine into a major player within the world of automotive art. “My goal is to continually challenge myself. I want to give the viewer something they cannot see in ‘real life,’” Irvine said. David Snyder’s images have been described as alive with “I always want to draw “color and narration.” the viewer into a painting, racing, which eventually led to col- giving them more, the longer they lecting vintage toy racecars and then look.” his illustrations. Irvine’s work has appeared on ‟Through my motorsports art- the covers of the Mopar Collectors work, I’m trying to capture the fee- Guide and Muscle Car Enthusiast.

He offers reproductions of all of his paintings as limited edition prints, artist proofs and gallery edition canvases. David Snyder: David Snyder started drawing cars, airplanes and trains at the age of six. His passion for transportation history continues today. Snyder’s art portrays memories of growing up with cars from the ‛50s through the American Muscle era. He takes you down memory lane inviting you to ‟step right in” to his paintings and visit the past. The period architecture, signage, oil cans in the garage bay - no detail is too small for Snyder. Known for his detailed images, he spends countless hours on research before beginning a painting. Other popular automotive artists of note include Kelly Telfer (pastels), John Ketchell (semi-abstract), Tim Layzell (30s and 40s cars), James Hart Dyke (watercolors), Dan Gwinnett (large canvases), Bobbie Crews (murals), Bill Bravo (commissions for classic car owners), Dan Reed (realism) and Tony Sikorski (sculptor).

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Leading the Ethical Revolution in the Collision Repair Industry by Stacey Phillips

When Jeff Peevy was named chairman of the Collision Industry Conference (CIC) in 2019, he placed an empty chair on the stage at each meeting. The chair represented “the consumer,” those who are in accidents and have their cars repaired. During the last CIC meeting of 2019 in Las Vegas, Peevy filled that empty chair with special guests Marcia and Matthew Seebachan. The Seebachans were the owners of the Honda Fit that was in

Jeff Peevy, chairman of the Collision Industry Conference (CIC) and president of the Automotive Management Institute (AMi)

the accident resulting in a $42 million lawsuit. Peevy and his wife, Marie, interviewed the couple about their experience as well as the human impact of poor repair decisions. Following the impactful interview, Dave Luehr, owner of Elite Body Shop Solutions, invited Peevy to talk about the personal impact of the interview during an Elite Body Shop Academy webinar. Peevy’s presentation also included recommendations on how collision repair businesses can lead the ethical movement in the industry. “Listening to the discussions at CIC, I started to realize that more times than not, the consumer, the motoring public and their families are riding in vehicles our industry repaired and get very little consideration during our discussions,” said Peevy, who is also the president of the Automotive Management Institute (AMi). “I thought it would be important for us to keep the people riding in the vehicles that our industry repairs at the forefront of our decisions and discussions.” Peevy realized how a cross-section of the industry began to refer to the chair. “I’m really proud of attendees

at CIC for respecting what that chair represents,” he said. Many have read industry publications and heard presentations about the Seebachans’ experience and Peevy said the young couple was often looked at as people out of a storybook. “My goal with the empty chair was to make the people who have impacted our industry real,” he explained. What Peevy didn’t realize when he set up the interview was how it would impact him personally. He soon learned that his daughter and son-in-law are the same age as Marcia and Matthew, and had purchased a preowned Honda Fit vehicle around the same time as the Seebachans. Also, Peevy’s daughter is going to school to become a licensed clinical social worker—the same job held by Marcia. These parallels resulted in the experience becoming more personal to Peevy and he recognized that the accident could have happened to anyone. “I don’t think I was fully prepared for what it would do to me and I probably have become a little less compromising around doing the right thing and making sure we think about the vehicles we are repairing,” said Peevy.

specific diagnosis or need with a client and I just can’t fathom practicing any other way.” Peevy said the same is true in many professions. “Somehow, in our industry, we’ve taken liberties and not always used evidence-based practices and OEM procedures,” said Peevy. “I think OEM procedures are probably the closest thing to evidence-based procedures that we have. We can all agree there is a lot of research and design that goes into the design of vehicles.” As a result, he recommended that collision repair businesses ready to help with the ethical revolution in the industry, start with OEM procedures. An essential part of this is educating consumers. “The law says consumers have the right to decide where to take their car … they often get help from family and friends,” said Peevy. However, he pointed out that the majority of those making the recommendations are unqualified and as a result, the consumer’s life can be put

in risk. “We need to do what we can to educate consumers because they are put in the position to make a decision and more than likely will be uninformed,” said Peevy. Then, after making that choice, consumers are asked if they are happy with the repair. Although cycle times and Customer Satisfaction Indexing (CSI) are important, Peevy said just because consumers say they are happy with the repair and received the car on time, the carpet is vacuumed and the paint is shiny, those are not assurances the vehicle was repaired correctly and safely. “We don’t really have any good measurements,” said Peevy. He encourages collision repairers to think about how to best address this in the future. During the interview, Peevy said Marcia shared a vital observation. “She said that getting hit by a car was an accident; the extent of the injuries were not but based on deciSee Ethical Revolution, Page 43

Leading the Ethical Revolution During the Elite webinar, Peevy asked attendees to consider whether they place the value of human life at the top of everything. “We’ll typically say ‘yes,’ but then follow up with a ‘but’ and blame some other segment of the industry,” observed Peevy. “We always need to put the value of human life above all else. I believe it’s unethical if we do anything that jeopardizes anyone in the cars we repair.” Peevy shared a quote from Marcia Seebachan that she said during the interview at CIC. “One of the things drilled into us from day one in any social work course is our code of ethics and part of that is only using evidence-based practices with our clients…” she said. “We are trained to look into practices and theories and methods that are supported by evidence and there has been research and proof showing why this intervention is effective with this

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That’s It! He’s Had it! Part 2 by Gary Ledoux

Owning and operating a collision shop today is a daunting task. It’s not uncommon to hear some owners say that they would just as soon get out and close their shop… but then, what would they do? In last month’s edition of Autobody News we produced part one of this two-part series on alternatives to operating a body shop. Here are a few additional ideas on alternative but related options and the conclusion of this series. Work For an OE: Car makers have a lot of people on the payroll - a lot of people with many talents, levels of education, experience and expertise. OE’s, at the national level, specialize in establishing dealerships, distributing cars, administering sales programs, warranty administration and ensuring a steady flow of spare parts. To do this they spend the majority of their time concentrating on their dealership network. Up until fairly recently, they spent little to no time on the collision side of the business and thus have few people who are well versed in it. A former body shop manager could provide expertise in any number of areas including field work, training, producing training or service materials, or administering body shop certification programs, just to name a few. Third Party/Consulting: Vehicle Collision Experts LLC, better known as VECO Experts, owned by industry icon and former shop owner, Mark Olson, offers a number of different consulting, training, coaching and auditing services to body shops. He also serves as an expert witness for court cases including collision and vehicle defects. In addition, he manages shop inspections for OE shop certifications programs for Subaru and several other OEs. To do this he employs over 20 associates…many of them former shop owners. Olson says, “I would like to have ten more former shop owners. Someone with 10 to 15 years in the business knows what they are doing… and do a good job at it.” Independent Consultant: It is not uncommon for a former shop owner

to lend their expertise to any number of different related companies who need a consultant on a part time basis, or to conduct a special project. Two that immediately come to mind, and are both former shop owners are Lou DiLisio of Automotive Industry Consulting, Inc. and the ever-popular Mike Anderson of Collision Advice. Technical Instructor: Doug Irish is the Department Chair for Collision Repair and Refinish Technology for

be passionate about, and talk to the booth representative. If they are not looking for new people, they probably know someone who is. In either case, it’s a great place to network. Website Design, Social Media and Promotion: To be “alive” in the business world today requires a well-designed and constantly updated website and appropriate social media presence. Some people are good web designers but know nothing about the collision

“If someone is looking to get out of their body shop and do something else, they first must be engaged with what they are doing now and where the industry is headed in order to be valuable to someone else.” — Frank Terlep the Fayetteville Technical Community College (FTCC) in Fayetteville, NC. “People become instructors for colleges, tech schools or high schools for a number of different reasons and in a number of different ways” says Irish. “But it’s good to have someone with several years’ experience and someone who knows the industry.” Irish notes that an instructor’s position will not command the paycheck that a shop owner’s will, but in many ways the job is less demanding, but, like any job, not without its challenges.

business or how to relate to people. As a former shop manager, you definitely know the business, and know what to say (and what not to say) to potential customers. If you know how to produce websites and manage social

Engage in Emerging Technologies: Industry veteran and author of the new book, Auto Industry Disruption, Who and What is Being Disrupted and What to Do About It, Frank Terlep notes, “If someone is looking to get out of their body shop and do something else, they first must be engaged with what they are doing now and where the industry is headed in order to be valuable to someone else. The future in this industry is electronics and you must watch the trends.” This includes autonomous cars, artificial intelligence, and alternative motive power and fuels. “AirPro Diagnotics is a good example of this emerging technology” noted Terlep. “They are diagnosing vehicle electronics from a remote location.” Industry veteran, former chairman for the Collision Industry Conference See He’s Had it! Part 2, Page 52

Your One-Stop Shop for

Parts Dept. Hours

Magazine Reporter: Since the 1970’s, scores of shop owners have authored magazine articles, some even had their own monthly column. Some did it while they were still running their shop, some after retirement. They wrote about everything from spray painting technique, to how to buy the correct equipment to tips for running an efficient front office… and everything in between. One thing they all had in common as writers – credibility. Representative for Other Industry Related Products: If you have never attended the ever-growing collision section of the SEMA show, take a few days next fall, book a room in Las Vegas and check it out. Just about every product you have ever used, or wanted to use in your shop is represented there. Find a product that you like, one that you believe in and can

media, or know someone who does and you can manage their efforts, you have a ready-made and very lucrative business.

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Continued from Cover

Tortious Interference training, as well as definitions of “reasonable and customary,” “prevailing rate in the market area,” and “pre-accident condition.” In December 2019, Cernosek requested State Farm’s estimating profile on the claims at issue in the case in addition to information on the inclusion of p-pages and OEM repair procedures in the insurer’s estimating software. Williamson approved his request after Cernosek provided support in the form of four letters he received from the Texas Department of Insurance (TDI) which indicated the department’s inability to adequately address complaints against other insurers. In a letter Cernosek received in July 2015 regarding his complaint against GEICO, the TDI wrote, “In regards to your concern about the definition of reasonable charges, whether associated fees are reasonable depends upon the facts associated with each individual claim, [we] cannot provide a standard definition for reasonable fees.” The letter also said, “It is never our desire to have consumers pursue their complaint through the civil court process. However, there are times when the parties involved remain in disagreement after we have completed our reviews. When we are unable to resolve the dispute between the company and the claimant, the venue for resolution of such matters is the civil court system.” An April 2018 letter from the TDI to Cernosek regarding his complaint against Allstate said, “TDI does not determine what the exact Labor Rate is or should be in a particular geographical area. When two parties continue to disagree one

what is a reasonable cost or price for a particular service, the ultimate resolution must be obtained in a court of law.” In response to Williamson’s decision to grant his request, Cernosek said, “It’s going to be unbelievable when they produce those documents. It could be volumes. The good thing is all the documents [will be] in the case file and will remain there for our industry’s benefit.” On January 3, 2020, State Farm filed a protective order, attempting to prevent Cernosek from commenting directly on the case to media, plus the insurer submitted a motion to dismiss the case, arguing that Cernosek “lacks the legal standing to assert [his] plead cause of action and cannot prove all elements of its cause of action against State Farm.” Regarding Cernosek’s claims of tortious interference, State Farm objected: “State Farm’s actions have no bearing on Plaintiff’s contract with the vehicle owners. In the vast majority of cases under Texas law for a tortious interference case, the contract that was interfered with was void or not completed due to the defendant’s interference[…] This is not the fact here. The vehicle owners brought their vehicle to Plaintiff, and the vehicle owners chose to have Plaintiff complete the relevant repairs despite the fact that Plaintiff’s charges exceeded the amount of damages State Farm would pay under the relevant policy of insurance. After the repairs were completed, Plaintiff released the vehicle back to the owner. “Plaintiff has maintained all of its rights pursuant to the contract with the vehicle owner,” State Farm’s argument continued. “Plaintiff has chosen to not pursue its rights under the contract for repair with the vehicle owners[…] Instead of pur-

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suing its own contractual remedies with the vehicle owners, Plaintiff is alleging that State Farm has tortuously interfered with its contracts with the vehicle owners.” At the same time, State Farm offered two affidavits from employees; one declared various items to be trade secrets, while the other employee asserted that the company’s Audatex license is confidential. State Farm argued, “The new evidence shows that State Farm’s objections based on trade secrets were valid and Plaintiff’s purpose for discovery was harassment and invasion of property rights.” State Farm’s requests delayed delivery of discovery documents which were due 30 days after the order on December 5th. In response, Cernosek expressed, “[The] Defendant is now trying to stall the Discovery ordered by the Court for no reason when the Court has ruled based on arguments that the Court did not accept as an excuse not to answer the discovery.” During the February hearing, Williamson also dismissed three claims of tortious interference that Cernosek had brought against State

Farm, noting that the claims involved the insurer’s policyholders but neglecting to elaborate. She wrote, “The court finds that the Plaintiff cannot maintain its cause of action of tortious interference as to these three claims/ customers.” Williamson also denied Cernosek’s third additional request for discovery, though she granted his motion to compel discovery and ruled against State Farm’s request for a protective order regarding discovery. The next trial will be held in March 2020, and Cernosek noted, “We now have thirty days to amend the pleadings and another hearing will be held in the future on the amended pleadings.” State Farm’s policies prevent the insurer from commenting on pending litigation. In March, Cernosek will also be attending mediation for a tortious interference lawsuit he filed against USAA in August 2019. The lawsuit seeks $10,000 for “payment of all reasonable and necessary charges” to restore four vehicles “back into pre-accident condition.” Stay tuned for more details as the lawsuit proceeds.

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CIF Donation Helps Military Veteran Restore His Sense of Purpose After Retirement by Stacey Phillips

Military veteran Sterling Keith and his wife, Rebecca, found they were facing some unexpected challenges in 2014. Sterling was suffering from traumatic brain injury (TBI) and post-traumatic stress disorder (PTSD). Meanwhile, Rebecca was unable to work due to health issues. As part of Sterling’s medical retirement process, he was helping to restore a WWII ambulance with Operation Comfort. The organization

CIF recipients at the January gala in Palm Springs, CA. (l to r) Becky and Sterling Keith, and Jeff Wilson

works “to promote an inclusive and positive environment where wounded, ill and injured service members of all service branches, active duty and veteran, as well as their immediate family can recover and get involved in the community.” When the organization learned that Sterling’s work tools were stolen during one of his deployments to Iraq, they reached out to the Collision Industry Foundation (CIF). Established in 2001, the charitable foundation is dedicated to raising, managing and donating funds to provide emergency relief to collision repair professionals who have been impacted by natural disasters or other catastrophic events. Michael Quinn, president of the CIF Board of Trustees and senior vice president at AirPro Diagnostics, is passionate about the work CIF performs. “Providing assistance to our industry families fills a vital need, helping them recover from whatever disaster they are faced with,” said Quinn. “We are proud to carry on this work on behalf of the industry.” When CIF volunteers heard of Sterling’s situation, Quinn said they contacted Snap-On for assistance. “Snap-On generously collabo-

rated with CIF to replace Sterling’s tools as well as provide a custom toolbox for him,” said Quinn. They presented the toolbox to Sterling in 2015 during the Collision Industry Conference (CIC) in Palm Springs, CA. Shortly after, Sterling was told by Veteran’s Affairs and the U.S. Army that he could no longer work in the auto body industry. Since then, he has used the tools to restore Model A cars and trucks where they live in Texas. “When I retired, I felt useless and went into a very deep depression,” said Sterling. “Receiving the tools has given me purpose again and pulled me out of my depression. I’ve gone from seeing no future to being excited about life again.” Sterling’s military career spans three decades, first in the U.S. Navy where he served during Desert Storm. During this time, he also graduated from Nashville Auto Diesel College and began working in the auto body repair industry. He then joined the U.S. Army where he was deployed four more times with the National Guard in support of Operation Iraqi Freedom. When he returned from his last deployment in 2010, he was offered a full-time position with the Army, which he accepted and worked until his medical retirement process began. Rebecca said CIF’s donation of the tools has changed their lives. Since retiring, Sterling has been able to spend time focusing on automotive projects. In October 2019, he entered a 1961 Harley Davidson and Model A truck he restored in the Texas Masonic Retirement Center (TMRC) Family Day/Annual Classic Car & Motorcycle Show in Arlington, TX, and received first place for the bike and third place for the truck. “None of this would be possible without the very generous donation through CIF,” said Rebecca. “It gave him the tools to restore cars and trucks and bikes, but in turn that restored his sense of purpose after retirement.” Due to the TBI, Rebecca said Sterling often has challenges remembering things and can get frustrated easily.

“The tools and ability to work on those Model As gives him an outlet for that frustration,” said Rebecca. “Seeing him so much more relaxed and genuinely happy has had a profound effect on our whole family. The stress is not all the way gone, but we have learned many more ways of handling the stress.”

The 2020 CIF Board of Trustees

Petra Schroeder, the secretary on CIF’s board of trustees, recalls when she first talked to the Keiths and learned about their situation. “It was a heartbreaking story,” said Schroeder. “Initially, they were both devasted when they found out he couldn’t work anymore. We have learned in many ways that if you

have some kind of issue, mentally or physically, if you get your mind off of the particular situation, it will help the overall healing process.” Schroeder said it is rewarding for CIF to help those in need. “The Collision Industry Foundation is there to help our brothers and sisters in the industry,” she said. Sterling and Rebecca both highly recommend that industry members faced with catastrophic events reach out to CIF for assistance. “Anyone within the industry can fall on hard times, suffer from a natural disaster, or find themselves in need for various other reasons,” said Sterling. “CIF has numerous contacts who can assist with helping those individuals get back on their feet, get back on track and find a renewed sense of purpose in their lives,” added Rebecca. “We hope to spread the word to never give up and keep working towards your goals even if those goals have to change along the See CIF Donation Page 46

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with Stacey Phillips

From the Desk of Mike Anderson with Mike Anderson

Understanding and Performing Required Test Drive Procedures Isn’t an Option In a recent column, I talked about why I believe shops need to separate out their charge for vehicle scanning from their diagnostic labor to address the results from those scans. Another key item I feel a lot of shops are overlooking is conducting, documenting and potentially invoicing for is the increasingly complex process of performing required test drives. Our “Who Pays for What?” survey last summer, for example, found that while almost one-third (31%) of shops that bill for necessary test drives they conduct post-repair say they are paid for that procedure “most” or “all the time,” about 2 in 5 shops (38%) say they have never sought to be paid such test drives. The statistics are even worse for test drives that are done diagnostically prior to repairs; 1 in 5 shops (19%) said they are paid regularly for such test drives, but two-thirds of shops have never billed for those.

I want to emphasize that my concern here is not whether shops are billing for test drives. My concern is that they are performing them as a required step to safe and proper repairs.

“Test drives” aren’t what they used to be. In the past, you took a repaired vehicle out for a brief drive to check for wind noise, pulling conditions or vibrations. Now you’re doing that but also doing the drives to calibrate and confirm the function of ad-

vanced vehicle features and systems like adaptive cruise control, blind-spot monitors lane departure warning systems, satellite navigation and traction control. That’s why a Collision Industry Committee has adopted a new definition for this type of test drive that they are calling a “dynamic systems verification road test.” The automakers vary somewhat in what the terms they use for what we generally call “test drives.” Some use that term, but others talk about “road tests,” or “actions tests.” Some automakers reference it by saying vehicles must be “brought up to operating temperature.” Despite terminology differences, it’s important to understand what specific requirements an automaker has for the vehicle you are test driving. Does the OEM procedure, for

example, specify: ▪ How far the vehicle needs to be driven; ▪ How much time the vehicle needs to be driven; ▪ At what speed(s) the vehicle needs to be driven; ▪ What driving pattern needs to be followed; and or ▪ What road conditions are necessary. I recently was writing an estimate on a vehicle, and the OEM procedures said after I reinstalled the blind-spot monitors on the rear bumper assembly, I needed to test drive the vehicle in a straight line for two miles above 20 mph. On another vehicle, after we disconnected and reconnected the battery, an initialization required us to drive the vehicle for at least 15 seconds above 20 mph on a road that had

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clear lane markings. If you replace a windshield on a vehicle with a compass in the rearview mirror that may require that you drive the vehicle in a circle, or in a figure-eight, to recalibrate that compass. I have seen a procedure for one automaker’s vehicle that requires six different test drives at six different speeds and stopping patterns to see if the seat belts are working properly. Unlike the relatively simple test drives we did for free in the old days, these can be exacting and time-consuming procedures. Depending on whether your shop is in an urban or rural area, you may need to drive miles away in order to meet the road and speed conditions required. Getting paid for them requires good documentation. I recommend estimators or repair-planners have dual monitors so they can copy the test drive requirements from the OEM procedures and paste them into a line note on the estimate or invoice. Some shops are using a cell phone camera or GoPro to document the test drive. Even the owner’s manual for many vehicles talk about necessary

test drives. The last thing you want is a vehicle owner asking about a required test drive in their manual and not being able to show them that you did it. It’s also important that you let the customer know in advance about the test drives you will need to perform as part of repairing their vehicle. One side note: When I owned my shops, once a year I would submit my employees’ driver’s license information to our company’s insurance company to ensure they could be allowed to drive vehicles on behalf of my company. You can’t risk having test drives conducted by someone with a suspended driver’s license. As always, what you decide to charge for is a business decision; but, understanding, performing and documenting the required vehicle test drives isn’t an option for safe and proper repairs.

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Continued from Page 34

Ethical Revolution sions made by others,” said Peevy. As a result, Peevy said the lives of this young couple will be changed forever and they won’t have the quality of life they should because of these decisions. Marcia also made another statement that resonated with Peevy. “We were fortunate that we got the answers that we have because I think it would be intentionally naïve to pretend that there aren’t people who have been injured or had fatal accidents that weren’t impacted by something like this,” said Marcia. The bottom-line, according to Peevy, is to recognize that it’s all about choices and the decisions made by those who repair vehicles. Rather than beginning to work on a car as soon as it arrives at the shop, repairing it as best and as fast as possible, moving it through the shop and trusting it was done correctly, Peevy stressed the importance of following OEM procedures and doing every-

thing possible to repair the vehicle safely and correctly. This extends beyond liability and the economics of running a business. Peevy said that in some countries, there are bad accidents and vehicle owners still drive around because they are just trying to survive. If the cars are repaired, they are often patched up rather than repaired properly. However, in the United States, he said shops can afford to do it right without compromise. He recommended that anyone involved in the collision repair industry watch the video and digest what the young couple shared. “We need to stop some of the stuff we’re doing and really be sincere in reviewing everything we do to ensure human life is placed above all else,” he said. To watch the free replay of this webinar, visit https://daveluehr. mykajabi.com/products/dave-luehr -s-elite-webinar-series/categories /1931663/posts/6467462. The entire Elite webinar series is available by signing up for free using the following link: www.elite bodyshopsolutions.com/academy.

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with Victoria Antonelli

In Reverse with Gary Ledoux

Gary Ledoux is an industry veteran with 48 years’ experience in the automotive and OEM collision parts industry. His column appears exclusively in Autobody News. He can be reached at YesterWreck@yahoo.com

The 1980’s – The Evolution of the “Patch Panel” In the early 80’s, the term “patch pan- overnight, alternative buying sources el” was still being used to describe have become available to collision non-OE sheet metal body panels used shops… It’s a growing business that primarily to replace rusted-out rocker someday is going to be big business.” with Garybuckets Ledoux Also, in 1984, an ad for Collipanels, floor pans, headlight and the like. (In the 50’s, 60’s and sion Parts Distributors of Grand Rap70’s, rust was a major problem. A car ids, MI touted availability for hoods, could be only three years old, be me- fenders, doors and grills for Datsun, chanically sound, but with rust holes Honda, Toyota, Mazda, Volvo, Audi, already poking through rocker panels BMW, Fiat, Peugeot, Mercedes, Reand fender wells, hence the need for nault and Volkswagen as well as pop“patch panels.”) ular Chevy, Ford and Chrysler appli-

OE Shop Certification

OE Shop Certification with Stacey Phillips

“We are getting parts with certified stickers and the parts still don’t fit. When people promote something that it is not, it is fraud in any other industry.” — John Loftus

Shop Management

with Edmagazine Attanasiocations. A mid-1984 ad for Keystone An early 80’s trade article noted that when the Big 3 body parts promoted front fenders for were changing sheet metal design 80-84 Ford pickups, tailgates for 73-80 every model year, it didn’t make fi- Chevy pick-ups and front fenders for nancial sense for the aftermarket to 80-84 Oldsmobiles. The aftermarket make fenders for such a short-run body repair panels market was rolling. of a vehicle model. However, with During that time, conspicuousChevy pick-ups keeping the same ly absent from the growing number with Bruce Roistacher basic body design for many years, it of trade magazine articles dedicated now made sense to invest in tooling to the burgeoning body repair panel to make the fenders in the aftermar- market was the mention of insurance ket. Also cited as recently becoming companies and their insistence that available were fenders for the Chevy the shop use more aftermarket parts. Chevette and Citation. But that wouldn’t last long. By 1985, Fueling the “patch-panel” market, insurers began to prescribe aftermara number of aftermarket parts suppliers ket parts as a way to reduce severity with Gary Ledouxand cost. began to emerge. Some sold direct to shops, while In the summer of 1986, a trade some sold through jobbers. Some magazine article about the difference claimed that their parts were better than and growing controversy over OE OE, while some claimed some really versus aftermarket crash parts notes poor-fitting parts were in the supply that it is “…the touchiest and most stream – but “not carried by their com- controversial situation to hit the colpany.” Some suppliers noted that they lision repair industry many years.” concentrated more on service rather The article notes that some people see than the part’s quality. Some suppliers no difference. The OE’s claim that the noted that they offered a longer war- aftermarket parts do not measure up, ranty than the OEwith to relieve any appredo not fit properly, are not properly Stacey Phillips hension that a potential customer may rust-proofed and have less then desirhave. It was the “Wild West” days of able primer on them. The aftermarket the “patch panel” market. claims that their parts are comparable By 1984, “patch panels” were to OE at lower prices and saves constarting to have an impact. One trade sumer’s money. The article notes that magazine noted “Crash parts used to the controversy about aftermarket be a one source buy-OE parts from VS OE did not really start until body the local dealership. But seemingly, shops were forced, by the insurance

companies, to use aftermarket VS OE. Prior to that, aftermarket parts were not given a second thought by most. Once they discovered aftermarket parts and the cost savings, more and more insurance companies began to call for aftermarket parts on an estimate. This, according to some, has caused a cost decrease for aftermarket parts. Aftermarket parts tend to be lower in cost for a number of reasons including, economies of tooling, labor costs (being made in countries where unions don’t exist), and priced at a niche-carving rate. And while the lower costs affect how much an insurance company has to pay for a claim, it also reduces the amount of money a body shop makes on parts. Shop owners maintained that aftermarket parts are not the same quality. They say they have to slot aftermarket fenders and other parts to make them fit. Aftermarket proponents note

that slotting must be done on some OE parts, the result of a bad body pull. (Let the sniping begin!) Aftermarket parts were also criticized for inadequate rust-proofing. Ford Motor Company tested parts under a 500-hour salt spray test. Ford noted that generally, the aftermarket parts did not hold up. They said that OE’s use a superior rust-proofing treatment that is not economically feasible for aftermarket suppliers. Aftermarket opponents say that aftermarket parts are available only on a limited scale. While General Motors may carry 17,000 designated collision parts, aftermarket suppliers will have about 420 part numbers. Aftermarket suppliers carry only the most popular parts while the OE has to have every possible part available, something that also contributes to the higher overall price of an OE part.

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Having limited availability of aftermarket parts causes other problems for shops. A shop may be put at odds with their OE parts supplier if they only use that supplier for the hard-toget parts. This could put them at an economic disadvantage if the shops want to negotiate with the OE dealer for better parts prices. It didn’t take long for dealer parts managers to figure this out and reduce the discount extended to a shop that only bought “dealer-only” items. What was left out of the argument, in many cases, is the consumer. Insurance companies claim they save the consumers money by using aftermarket parts. Detractors of this idea claim that insurance premiums were never reduced because of the use of aftermarket parts. OE’s maintained that their reputation was at stake and at the very least, consumers have a right to be informed what parts go on their cars. A GM spokesperson said that ninety-nine out of one hundred customers have no idea what parts are being used in the repair of their car. In 1986, some in the industry tried to get I-CAR to take a stand on

the use of aftermarket parts. In the fall of 1986, I-CAR announced that it will take no position regarding aftermarket versus OE parts. Jeff Silver, then I-CAR’s executive vice president noted that “I-CAR can best serve its constituency by providing a forum for discussion” and not taking a position for or against aftermarket parts. Many in the industry were dismayed, but understood the reasoning behind the decision. In response to the growing tide of aftermarket parts, General Motors took out a full-page ad in a collision trade magazine condemning the use of aftermarket parts and at the same time announcing a price reduction on many fast-moving body parts. In yet another full-page industry ad, Nissan made a stance against the use of aftermarket parts. Among other things, the ad emphatically noted, “Nissan believes that until a law is passed requiring imported imitation parts to be inspected and certified, the use of such parts should be discouraged.” In December, 1987, the Certified Automotive Parts Association (CAPA) was formed as a non-profit

corporation. CAPA acquired the Aftermarket Body Parts Association’s existing certification program with the intention of increasing its scope. The testing and quality assurance program used for certifying the aftermarket parts was developed in cooperation with the Detroit Testing Laboratory (DTL). By August, 1988, the legislative fight over OE parts versus aftermarket parts was in full swing. A trade magazine article notes that, at that time, some sort of collision parts legislation was pending in 30 states, and recently enacted in 12 states ranging from simple consumer disclosure to more complex regulations. Many states required disclosure to the consumer but did not require consent. Most laws did not require independent certification of the aftermarket parts to determine whether or not they were of like kind and quality to the originals. Some laws required that non-OE parts carry a warning to consumers, most did not. The article ended with, “Pending legislation and enacted regulations have begun to appear in some states; however, it is still too soon to tell if

they will provide any answers to this ongoing controversy.” Despite the question of a consumer’s rights to have non-OE parts, a bigger issue of fit, finish and safety was broiling in the body shops and within many shop associations; and the fact that there were so few aftermarket parts that were CAPA certified. John Loftus of the Society of Collision Repair Specialists said, “Our members continue to report aftermarket sheet metal that doesn’t fit but the insurance companies continue to promote the parts. We are accused by the insurance companies and by others of not wanting to use the parts because of the money, but the fact is, the parts don’t fit. It comes down to fit and aftermarket parts manufacturers have failed miserably to bring the parts up to a standard. We are getting parts with certified stickers and the parts still don’t fit. When people promote something that it is not, it is fraud in any other industry.” Today, some 35 years later, many of the same questions and issues exist – and may never be solved.

Continued from Page 40

work on the Model As and his overall progress.” Schroeder and the Keiths have stayed in touch after their initial meeting five years ago. “When I saw Sterling again at the gala event in Palm Springs, it was really priceless to me to see the smile back in his eyes,” said Schro-

CIF and those in the collision repair industry. Online forms are available on the CIF website for yearly, quarterly, monthly and one-time donations; Schroeder said that two CIF donors recently set up recurring monthly donations. CIF can also supported by shopping on Amazon Smile! After signing up, a small portion of purchases (0.5%) goes to CIF. In addition, members of the industry have taken initiative to find ways to bring awareness to CIF, such as Dave Luehr of Elite body Shop Solutions, who held a birthday fundraiser on Facebook and Frank Terlep who is donating a portion of the proceeds from every paperback he sells of his new book, “Auto Industry Disruption: Who and What is Being Disrupted and What to Do About It!”

Continued from Page 24

CIF Donation way.” The couple recently attended the 10th annual CIF Gala held in Palm Springs, CA, following the CIC meeting in January. This year,

“Anyone within the industry can fall on hard times, suffer from a natural disaster, or find themselves in need for various other reasons,” — Sterling Keith the gala took place at a larger venue, The Bank, and Schroeder said there was record attendance. In addition to holding a silent auction to raise funds, a special drawing was held to win a “Big Green Egg Smoker” package donated by Nexsyis. “The CIF Gala was just amazing,” said Sterling. “It was an honor to be able to attend. We met so many people and made new friends.” Rebecca said, “It was a very big self-esteem boost for Sterling to have so many people admire his

eder. CIF encourages anyone in the industry who knows of a colleague in need to reach out to CIF. “Just one call, email or text is enough to alert a small team within CIF who will get together and discuss what is possible to help,” said Schroeder. “When disaster happens, we would like for everybody in the country to be our boots on the ground and help us find victims of these natural disasters we can assist,” said Schroeder. There are several ways to support

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From Prison to Collision: The Jabari Hayes Story by Ed Attanasio

From being a highly-recruited collegiate track star to a convicted felon, Jabari Hayes’s journey was a surprise to many people who knew him. He didn’t look like a gangster and everyone was impressed by his intelligence and engaging personality. But he got involved in a drug trafficking operation, which eventually led to a lengthy sentence in federal prison. And that’s where the story begins. Upon his release from prison, Hayes landed a job at a body shop and learned an industry he knew nothing about before acquiring a shop himself. Today, he is the co-owner of Bavarian Collision in Atlanta, GA, a shop that

Jabari Hayes’s life story is featured in Miles in the Life

repairs 30-40 cars every month out of a 10,000 sq. ft. facility with 11 employees. Hayes’s life story is featured in Miles in the Life: The Story of a BMF Drug Trafficker, a documentary that can be seen on Amazon Prime and has received excellent reviews. In 1994, Hayes was on top of the world as an All-American track athlete, a graduate of Morehouse College, and an up-and-coming entrepreneur with a highly successful valet service. Things were going well especially for a kid who was raised by a crack-addicted mother in the infamous Gowanus Projects in Brooklyn, NY. Five years later, his life took a sudden and dangerous turn when he got involved in a drug trafficking operation. It was run by the infamous Black Mafia Family (BMF), known then as the largest African American drug organization in the Southeast. www.autobodynews.com

Driving a limousine and posing as a legitimate limo company, Hayes was moving huge amounts of cocaine. With so many quick money opportunities lying at his feet, he gradually found himself slipping more and more into the drug-running lifestyle of high-end vehicles, pricey real estate and more money than he could possibly spend. His bosses liked him because he was punctual and reliable and soon Hayes was taking bigger and bigger risks. This caught the attention of BMF’s kingpin, Duke, who then persuaded Hayes to transport one thousand kilos of cocaine in a luxury RV across the country. With a fiancé and their first son on the way, Hayes wants to make this his final run and exit the game once and for all. But every tragic hero has a tragic flaw. Without spoiling the story, Hayes got caught and that’s when things began moving in the wrong direction. When he was sentenced to 87 months, it rocked his world, but he decided to turn it into a positive experience, he said. “God has been watching me the whole time, even when things looked really bad. I got a good lawyer and the judge could see that I was non-violent and a firsttime offender. Otherwise, I might still be sitting there. I look back at it and I’m blessed, happy and grateful.” While serving his time in a minimum-security facility, Hayes wrote a book, took 22 classes and actually taught two himself. Upon release, Hayes landed a job as an estimator for a body shop, and immediately hated it. “Working for that shop was more stressful than living in a crack house in Brooklyn in the 1980s—there was no comparison. The owner just threw me in there and figured I would just deal with it because I was fresh out of prison. People treat ex-offenders like infants because they figure we have no ability to discern right from wrong. They forget that before you were incarcerated, you owned successful businesses, so you have to start all over again in many cases.” But, amidst the chaos, Hayes began learning as much as he could

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about the collision repair industry before his entrepreneurial spirit kicked in. “Like they say, if you fail to plan you plan to fail. After two years, I was tired of all the sleepless nights, but I thought I could do this myself and the right way.”

Hayes (left) and his partner Mike Lembcke opened the doors at Bavarian Collision in Atlanta, GA in 2012

That’s when Hayes met Mike Lembcke who owned a mechanical repair shop right across the street from where he was working as an estimator. “I was telling him about my ideas and how to approach the body shop business and he said let’s do it here. So Bavarian Collision opened in 2012

and we haven’t looked back since.” Without guardian angels helping him every step of the way, Jabari wouldn’t be where he is with a flourishing body shop and a great future. “People stepped up and literally saved me,” he said. “My dad came and pulled me out of Brooklyn when I was a kid, because it was a crazy environment there,” Hayes said. “My mother was addicted to crack, so he brought me to live with him in St. Louis to get me away from it all. Then years later I met Mike, my business partner and we’ve worked hard to build a great business.” Hayes is also embarking on a whole new career as an inspirational speaker with a positive message. “I want to talk to inmates and show them what I’ve done,” Hayes said. “I want to show them that they’re not destined to fall in the same traps as other inmates. They don’t have to be a stat. I made it in this industry, but it wasn’t easy. I made a commitment to myself and was willing to work harder than everyone else and I want to share that with others.”

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How To Not Write Estimates by Dave Luehr

It’s time to get real – not that I am not always ‘real’ with my readers, but I need shop leaders to embrace the importance of this message! Collision customers don’t need an estimate; they need their vehicles repaired properly and without a lot of fuss. The only remaining question is the best way to determine the scope of damage so that we have an accurate repair plan to work from. An estimate in the traditional sense may not be the best solution. The word ‘estimate’ sends shivers up my spine because of the very inaccuracy it suggests. The word might as well be ‘guess-timate.’ Listen, I totally understand why so many shops feel obligated to provide a customer with an estimate so they can determine the best course of action with insurers, financial considerations, etc. Using the word ‘estimate’ has also been used in order to cover the shop’s butt, avoiding legal action from a customer that is unhappy with the infinite succession of supplements. Aside from these reasons… I wish the word would

be banned from the collision industry vocabulary! One way traditional estimates frequently cause trouble is when shops allow customers to drop by any time they choose. This puts the shop in an unprepared and reactive situation. The tendency for many shops in these situations is to write an estimate out in front of the building at the curb, sometimes in the rain, and do it as fast as they possibly can. Sadly, for most shops, this poor attempt at damage analysis also becomes the shop’s ‘plan of repair’ where parts are ordered, and the vehicle eventually becomes introduced to the production flow line. And thus begins its insane comedy of supplemental errors. A case for insisting on appointments In a recent conversation with my friend Ryan Taylor, the innovator behind the amazing Bodyshop Booster system, he shared some data obtained from important research on the subject: Another interesting fact is that 60% of people who arrive at a shop without an appointment and are ei-

ther turned away or induced to leave empty-handed due to estimator unavailability, will never return. There is a pervasive, limiting belief still in our industry that the customer experience is somehow enhanced when we instruct them to drop by whenever they like. Research has shown that this is absolutely untrue, and, in fact, the results are quite the opposite. It’s time for shops to take back control of their schedule, become proactive and show the professionalism required to create accurate appraisals and a greater customer experience! If the above reasons for scheduling appraisals are not compelling enough, consider the following: vehicle technology is not the same as it was in the old days when estimate writing was invented. Back in the days of the horseless carriage, it was easy to identify one hundred percent of the damage and OEM specified repair methods were hard to come by. These days it is impossible to accurately assess damage to what is essentially a computer on wheels without connecting to a scan tool first and

then incorporating OEM repair methods into the repair plan. With that in mind, I can’t think of many situations where a ten-minute curb written estimate is going to be sufficient. To be successful in today’s collision repair world, shops must schedule appraisals for at least one hour and, in some cases, much longer. The ‘Enhanced Appraisal’ This style of detailed appraisal has been around for a while in other countries including the United Kingdom where an accredited ‘Vehicle Damage Assessor’ (VDA) methodically assesses the damage, taking the time required to capture all the damage, even if minor, and a temporary disassembly and reassembly must be performed. There are a handful of shops in both the U.S. and Canada that use similar systems with excellent results. But the shops that do this with excellence are certainly not letting customers drop in whenever they like! At Elite Body Shop Solutions, we call this approach to appraisal an ‘Enhanced Appraisal.’ We recommend

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starting by setting one-hour appointments with the customers. and then gathering as much up-front vehicle information as possible. This allows the shop to locate applicable repair methods in advance of the appointment. Or… Just quit writing appraisals! There will be many cases where, through the qualiﬁcation and triage of a repair job, you determine that it really makes no sense to even attempt writing an enhanced appraisal. Perhaps there is simply too much potential for hidden damage? In these situations, and assuming the vehicle is safe to be on the road, why not just book them a repair appointment when the shop has availability and do a complete, meticulous disassembly and repair plan when it arrives? In our country (the U.S.) parts can usually be obtained within 24 hours. So, instead of placing multiple parts orders generated from multiple supplements, just get it right one time! This is my favorite method and it really cuts down the amount of time needed up front with estimating staﬀ. At Elite we call this method ‘Express Repair’ and have a word track our cli-

ents use to help explain the beneﬁts and convenience to their body shop customers, helping them understand why an ‘estimate’ is not required.

the customer deliver the correct vehicle information to the shop instantly and virtually eliminates poor quality images from being sent.

Triage tips To help a shop determine which method is best, a scheduled Enhanced Appraisal or an Express Repair with no prewritten appraisal, there are a few factors to consider. • Is it a total loss or unwanted type of repair? Avoid it. • Is the vehicle safe to be on the streets? If not, get it towed right away. • Will the shop be able to write an accurate enhanced appraisal in a reasonable amount of time, or should the shop avoid writing it until a permanent and meticulous disassembly can be scheduled (Express Repair)? • What are the insurance company DRP guidelines (if applicable)?

Conclusion As I stated earlier, I really want to help shops be successful in a very challenging future, and it’s time to ‘get real’ about eliminating bad old habits, behaviors, and beliefs. A good starting place is taking back control of the business through smarter appraisal habits. The repair plan is the foundation of the repair and old beliefs such as “we don’t have time for this” or “we don’t get paid for this” are not good enough excuses to avoid doing the right things. As you have heard me say many times, “Right now is the greatest time in history to be in the body shop business; but only for those with the right mindset!” Are you willing to challenge your thinking, update your beliefs and succeed? Or do you want to stick to your old habits at your own peril? If you want the help of an Elite Mentor to set-up an Express Repair Program in your shop, email us at info@elitebodyshopsolutions.com!

My favorite method for determining the scope of damages is to ask the customer to text photos of the damage to the shop. Our Elite clients love using the Bodyshop Booster app to determine the best course of action in these triage situations. This app helps

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Scanning vs. Diagnostic “freeze-frame” or “snapshot” data. This varies by vehicle manufacturer. Some automakers capture “freezeframe data” that tells you the exact date, time and mileage when the fault code occurred. This can clarify what was crash- or repair-related, and what DTCs may be unrelated. Other manufacturers capture “snapshot” or “key-cycle” data, which tells you only how many times the keys have been turned on and oﬀ since the fault code occurred. This can be a little less deﬁnitive in determining what is claims related, but is still helpful to have. Capturing this data when you do a scan, or having your scanning-provider capture and provide it to you, can be a critical resource in billing for your scanning and diagnostic labor. I hope a year from now to be able to say I’m seeing more consistency in the industry in terms of separating the time for scanning and the time for the resulting diagnostic work.

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CREF Invites Dealers to Become Part of the Solution with New Initiative The Collision Repair Education Foundation is excited to announce the creation of their new “Part of the Solution” initiative which provides dealers and dealer groups with an opportunity to support future technicians by donating leftover parts that would otherwise be discarded, allowing students to train on current model vehicles. “Our philosophy is a higher quality program will attract a higher quality student which will make for a higher quality industry employee,” stated Christen Battaglia, Director of Strategic Partnerships for the Foundation. “When the technicians entering the industry are well-trained on current vehicles, using modern equipment and tools, the entire automotive industry benefits.” Parts are the most frequent need reported by schools with collision repair education programs, including fenders, hoods, bumper covers and a variety of other parts. Without access to these parts, many students are learning on vehicles and parts that are at least a decade old, but with the frequent advances in technology, this leaves student unequipped for a successful career after graduation.

Continued from Page 36

He’s Had it! Part 2 and former shop owner Mike Quinn now serves as the Senior Vice President for Business Development for AirPro Diagnostics. Quinn said, “We can all see which way this industry is going. The future is in those companies that service a car’s electronics. Right now, this is handled by people who are more versed in the mechanical side of the auto repair business because they have had to deal with it longer. What they may not be as familiar with is the protocols and nuances of the collision repair business. That’s where the collision industry veterans could help.” To amplify comments from Frank Terlep and Mike Quinn above, Tim Ronak, industry veteran, former shop owner and now a business consultant for AkzoNobel noted, “One of my favorite sayings is ‘Learn or die.’ Everyone’s role in the collision industry is changing and evolving. Whether you are staying in your shop, or going somewhere else, you need to keep up with the industry and the technology.”

Recognizing that most dealers trash thousands of dollars’ worth of parts monthly, the Foundation developed the “Part of the Solution” initiative in order to connect local schools with these dealers and dealer groups. CREF has compiled a list of over 500 schools across the U. S. in need of scrap parts that can be donated at little to no cost to the donor facility. “Hendrick Automotive Group is excited to partner with CREF’s initiative to provide students with current vehicle parts to practice OE repair procedures on that will better prepare them for today’s Collision repair environment,” said Roger Mesiemore, Corporate Director of Collision and Service Operations for Hendrick Automotive Group which has already signed on to support the future generation of technicians by participating in “Part of the Solution.” Dealers and dealer groups can also support future technicians by donating professional uniforms through the Foundation’s Student Technician Shirt Project. Supporters purchase professional Cintas technician shirts

Bruce Cooley, now retired, has over 40 years in the collision repair industry having worked for DuPont and Sherwin Williams, and has called on hundreds of body shops. Cooley maintains that, among shop owners there are those that are self-employed, and those that are entrepreneurs. The entrepreneurs tend to concentrate on business concepts and business models. They employ people to do the actual work, as opposed to doing the work themselves and thus are quite adaptable to alternative but related businesses. Cooley says, “It is the entrepreneurs, those who are really engaged in the industry who will have the easier time transitioning to a different but related business. But because of their entrepreneurial spirit, may have a more difficult time simply working for someone else – especially when they have been the sole decision maker for their business for so long.” Leave your shop – or stay? It’s a harrowing question. With fast-changing technology and an ever-evolving business and socio-economic climate, it’s a challenge either way. Have you “Had it?”

for their local collision education programs, receiving a logo patch on the shirt in recognition of their dedication to the industry. According to Battaglia, “Receiving professional uniforms fills students with a sense of pride and teaches them what it means to look professional in the workplace. It instills confidence in them, reminds them that plenty of us believe in them, and reaffirms that they will have support as they pursue their education and enter the automotive industry as well-trained professionals.” Industry members interested in supporting the Collision Repair Education Foundation’s efforts to assist secondary and post-secondary collision repair training programs should contact Christen Battaglia at (302) 377-5202 or Christen.Battaglia@edfoundation.org. The Collision Repair Education Foundation, founded in 1991, is a notfor-profit organization dedicated to supporting collision repair educational programs, schools, and students to create qualified, entry-level employees and connect them with an array of career opportunities.

Brandon Honda wins DealerRater’s 2020 Award Brandon Honda has been awarded DealerRater’s 2020 Honda Dealer of the Year Award for the fourth year, as well as its sixth Consumer Satisfaction Award among Honda auto dealerships throughout Florida. The awards are based on Brandon Honda’s customer reviews of its customer service, quality of work, friendliness, pricing and overall customer experience, as posted on www. DealerRater.com during calendar year 2019. Brandon Honda has a cumulative customer satisfaction rating of 98%, with a score of 4.9 stars (out of a maximum of 5.0) over 8,796 lifetime reviews. “Car buyers have spoken and given Brandon Honda the highest satisfaction ratings among all Honda dealers in the state of Florida,” said DealerRater’s General Manager, Jamie Oldershaw. “The high quality and number of reviews of Brandon Honda speak volumes about the top-notch experience it provides its customers.”

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Allstate Asks Court to Deny Latest Motion to Compel by Emmariah Holcomb, glassBYTEs.com

Yesterday, Allstate Insurance Company (Allstate) filed a response to a motion to compel filed by Auto Glass America LLC (AGA) and its owner, Charles Isaly, alleging that the insurance company needs “to provide better answers to AGA’s first set of interrogatories served.” Allstate disagrees and has asked the court to deny that motion. Allstate filed the lawsuit last year, alleging AGA and Isaly, “tried to pressure Allstate’s insureds into hiring them for windshield replacements.” “AGA is improperly attempting to use the discovery process in this case to obtain documents and information that it can use in the hundreds of cases it has filed against plaintiffs (Allstate) in Florida’s state courts,” a portion of Allstate’s response reads. According to the motion’s response, the insurance company believes AGA and Isaly are attempting to broaden the scope of discovery in this case. Allstate also claims the information requested is irrelevant to the lawsuit.

“The amended motion to compel seeks documents that are entirely irrelevant and unrelated to the claims and defenses at issue in

this case, particularly with regard to Allstate Insurance. It also does not comply with the requirements of the local rules, with regard to the formatting and conferral requirements. Thus, Allstate requests that the court deny the amended motion to compel in its entirety,” a portion of Allstate’s response reads. Allstate also stated the previously requested W-2 forms were overbroad, when responding to one of the questions in the motion to compel. “Request No. 20 sought copies of 1099s or W-2 forms generated by

Allstate Insurance for services performed by AGIS…for conducting appraisals for the years of 20102018. As an initial matter, this request seeks documents that exceed the four-year statute of limitations (the parties have generally agreed that the relevant time period, for the purposes of discovery, is January 1, 2014, to date). Further, amounts paid to AGIS also are irrelevant because, as discussed above, no Florida court has recognized that as a basis for finding an appraiser to be disinterested. Also, this request is overbroad,” a portion of Allstate’s response reads. Case Background The case began last December when Allstate filed a complaint, alleging that AGA and Isaly, “tried to pressure Allstate’s insureds into hiring them for windshield replacements, obtaining assignments of benefits (AOBs) from insureds, submitting invoices to Allstate for excessive and unreasonable amounts and fil[ing] over 1,400 lawsuits for recovery of excessive and unreasonable amounts.” The court responded to a previous motion to dis-

miss, along with setting a mediation date for March 2020. Following the setting of a mediation date, AGA and Isaly filed a motion to compel in order to get answers for some of its outstanding questions, to which Allstate responded. In Allstate’s response several of the questions were deemed irrelevant from the insurance company and were not answered fully, according to AGA. From there, AGA and Isaly filed another motion to compel that if granted would require the insurance company to provide “better answers to its first set of interrogatories.” Currently Allstate has filed a response to AGA and Isaly’s motion to compel, asking the court to deny. Look to a future edition of glassBYTEs for continued coverage of the suit. We thank glassBYTEs.com for reprint permission.

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Coronavirus Expected To Heavily Impact Global Car Industry by Brad Anderson

The coronavirus outbreak in China threatens to have long-lasting eﬀects on the global car market with auto supply chain issues and a national slump in sales, CNN Business reports. Prior to the coronavirus, car sales in China have fallen for two consecutive years due to a slowing economy and the loss of tax incentives for electric cars. Since the deadly virus has spread, many large factories have been ordered to remain shut until next week as the Chinese government scrambles to contain the virus. S&P Global Ratings believes the outbreak will force car manufacturers across Asia to slash production by about 15 per cent in the ﬁrst quarter. Companies with factories in the city of Wuhan, the epicenter of the virus, such as GM, Nissan, Renault, Honda, and PSA Group, are particularly exposed as the city and the rest of the Hubei province account for 9 per cent of total Chinese auto production. Volkswagen is also at risk as

it operates 24 factories making cars or parts in China, accounting for no less than 40 per cent of its global production. For now, the automaker says its planned deliveries to customers haven’t changed and that its supply chain “is on track to be fully functional in time for the start of production.” As the crisis continues, it will become increasingly likely that global auto supply chains will be damaged. Large automotive suppliers such as Bosch, Schaeffler, ZF Friedrichshafen, Faurecia, and Valeo all have significant operations in China. Earlier this week, Hyundai made the drastic decision to suspend production at its South Korean factories because the coronavirus has impacted its supply of parts from China. “Even industries that appear to have low exposure to Chinese suppliers will almost certainly contain firms that are heavily reliant on inputs from China,” global economist at Capital Economics Simon MacAdam said. We thank CARSCOOPS for reprint permission.

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54 MARCH 2020 AUTOBODY NEWS / autobodynews.com

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Audi Recalls Vehicles Equipped with Takata Non-Azide Inflators by David A. Wood

Audi TT, A8, A6 and A4 vehicles need new inﬂators because airbags may underinﬂate.

Audi is recalling more than 116,000 vehicles equipped with non-azide driver inﬂators as part of Takata airbags at risk of not deploying properly. 2000-2001 Audi TT Roadster 2000 Audi TT Coupe 1999 Audi A8 1998-2000 Audi A6 1999-2000 Audi A4 Nearly 107,000 Audi vehicles are recalled in the U.S. and more than 9,100 are recalled in Canada. Owner recall notiﬁcations are expected to begin March 27, 2020, but concerned customers may call 800-253-2834 and ask about recall number 69AE. We thank CarComplaints. com for reprint permission.

Amazon’s First-Ever Electric-Powered Delivery Fleet Set for 2021 Launch by Brad Bergan

Amazon is developing 100,000 electric-powered delivery vehicles in Detroit, due to hit the road by 2021. Amazon is pushing 100,000 electric-powered delivery vans, due to hit the road in 2021. Production

Credit: Amazon News

of emissions-free electric vehicles is underway in Plymouth, near Detroit. Part of The Climate Pledge, this massive order is Amazon’s push to meet conditions stipulated by the Paris Agreement 10 years early. The pledge obliges signatories to become net-zero carbon across their entire businesses by the year 2040, 10 years ahead of the 2050 goal of

the Paris Accord. “We’re trying to build the most sustainable transportation ﬂeet in the world,” said Ross Rachey, the director of Amazon’s ﬂeet and products. “It also needs to be the most functional, the highest performing, the safest.” For 18 months, Amazon’s transportation team meticulously assessed a variety of electric vehicle options for the lowest carbon footprint. But since Rachey’s team had to move at lightspeed to meet their deadline, they dispatched conventional options in favor of a totally new and customized electric vehicle. You could say their designs beyond convention are the state of the industry. Next-gen delivery and zero emissions If successful, this next-gen delivery van will reduce carbon emissions, improve driver safety, and bring technology and other design elements up to par for best-in-class

ONE users how to better use their estimating software,” said Dave Luehr. ‘A tool is only as eﬀective as the skill of the user and using tools to their full potential results in less body shop chaos!’ Attendees of the Elite Webinar Series are always encouraged to bring their questions for the presenter to address and this webinar provides a unique opportunity to not only talk to someone who really understands CCC® ONE but also interact with and learn from other users. Every month, the Elite Academy highlights a topic to keep collision repairers and those that serve them well-informed with relevant information required to be successful in today’s challenging business environment. The webinars feature a wide range of top industry leaders in an interactive and often entertaining format. For more information about Elite Body Shop Solutions, visit www. elitebodyshopsolutions.com.

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Finish it like a Masterpiece

Dave Luehr’s Next FREE Elite Webinar Series: “CCC ONE it like Masterpiece Estimating FeaturesFinish & Tips,” with JasonaKitchen of CCC Dave Luehr’s Elite Body Shop Solutions announces the next installment in the FREE Elite Webinar Series: “CCC® ONE Estimating Features & Tips.” Jason Kitchen, CCC® ONE Elevate Advisor, will present on Tuesday, February 25th, at 1 p.m. CST. To register, visit: https://event.webinarjam.com/register/8484qan. Those who are unable to attend the live event can watch the recorded webinar by joining the Elite Body Shop Academy for free at http://www.elitebodyshopsolutions.com/ews. This presentation will cover features and best practices to help CCC® ONE users optimize their utilization of CCC® ONE Estimating. Kitchen will cover estimating topics such as database options, guide, clear coat calculation and commonly missed items along with features like electronic parts sourcing to add eﬃciencies to your estimating process. “We are excited to have Jason joining us to teach CCC®

driving experience. Constructed in Rivian’s plant in Normal, Illinois, the vans come in three sizes, and work with multiple battery types, to suit the disparate demands of specific delivery routes. “We are focused on driving efficiency into every aspect of the vehicle design — everything from cabin heating to driver ergonomics to drivetrain design has been optimized for time and energy,” said R.J. Scaringe, CEO of Rivian. “And then the echo effect of this, of causing other logistics players in this space to also look at how they drive up efficiency within their fleet, will have a very large impact.” As a world community, we’re only on the cusp of the biggest industrial revolution ever — rivaled only by the last, in the 1900s. But the unique synergy of ambition, innovation, and global awareness could make the next few decades the most exciting time to be alive. We thank Interesting Engineering for reprint permission.

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56 MARCH 2020 AUTOBODY NEWS / autobodynews.com

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More Bad News at Nissan by Rob Stumpf

Nissan is shrinking again. Not in the sense that it plans to build smaller cars, but that the Japanese automaker is downsizing its workforce in an attempt to stabilize a company at risk of circling the metaphorical drain.

On Tuesday, Nissan announced that it will reduce its U.S. workforce of 20,000 employees by offering buyouts to workers across its core and luxury brands. The automaker says that the buyout offer will be voluntary, available to both hourly and salaried workers aged 52 years and older. Nissan doesn’t specify

the number of employees that it plans to target, nor if there will be mandatory layoffs should that number remain unmet. This news comes just months after the automaker announced a nine-percent cut to its global workforce, placing 12,500 total jobs on the chopping block worldwide. It’s unclear if this round of buyouts is related to that decision. In summer 2018, Nissan reduced its North American production capacity by 20 percent due to declining sales. “Like many other automotive companies, Nissan North America is taking proactive steps to assess our structure, workflow, and operational efficiencies amid a challenging industry environment,” wrote Nissan’s head of sales and senior VP, Airton Cousseau, in a letter sent to dealers obtained by Automotive News. “This reorganization will create office synergies that will enable a leaner organization while still focusing on dealer profitability and your ability to continue providing a quality customer experience. You will continue to receive all the support you need.”

Buzzwords aside, this move is Nissan’s response to not only its own slumping sales figures but also an industry-wide downturn after a momentous decade of growth and positive cash flow. The auto industry as a whole is beginning to watch as consumers realize that they’ve had their fill–especially with new car sales not do-

Nissan Titan Platinum

ing so hot right now. According to CNBC, this downward trend means that manufacturers exited 2019 with one of the worst sales years since the 2008 recession. Restructuring is a sign that Nissan is looking to resize its company to a more appropriate proportion aligned with its current sales figures, a number which drooped nearly 10 percent last year. Forward-looking projections don’t look so great either. Nissan

has also announced that it plans to switch its financial and sales reporting from monthly to quarterly. The automaker says that this move is to “provide a clearer picture of sales performance over a longer period of time,” permitting it to smooth out its sales over a three month period rather than report up-and-down trends, effectively removing the sting of poor numbers month-over-month. This is a method that has been adopted by other industry players (including Fiat-Chrysler, Ford, GM, BMW, and Porsche) over the past year to help investors look past declining month-to-month sales. Will smoother financial reporting and reduced costs be enough to save the automaker from itself and the market? Carlos Ghosn, the brand’s former CEO-turned-fugitive, has reportedly claimed that the writing has been on the wall for years, foreshadowing a company-wide bankruptcy by 2022. Meanwhile, dealers are begging Nissan for increased support and a better brand image before it all boils over. We thank The Drive for reprint permission.

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Universal Technical Institute’s Core Automotive Program Outfitted With Volvo’s Advanced and Electrified Vehicles Volvo Cars USA LLC has announced it will contribute 36 new vehicles to include twin-engine plug-in hybrid vehicles to Universal Technical Institute’s core automotive training program as part of its national Vehicle Lease Program for Schools initiative. The effort supports Volvo’s strategy to work directly with UTI and other educational institutions to put stateof-the-industry technology into the hands of students training for transportation careers, and ultimately increase the number of skilled technicians in the field. “For nearly 20 years, Volvo has trusted Universal Technical Institute to train the technicians who maintain and service its products across the nation,” said UTI Executive Vice President of Campus Operations Sherrell Smith. “This new program will give more students the opportunity to work on the latest technology in the market – ensuring they graduate from UTI ready to hit the ground running in a fast-evolving industry with high demand and earning potential.” The new cars – to be delivered across 11 UTI campuses nationwide – will support UTI’s hands-on train-

ing with Volvo’s advanced technologies, such as collision avoidance and advanced electrical diagnosis. In preparation for this unique access to these state-of-the-industry vehicles, UTI is revising its core curriculum to ensure that all students have the opportunity to experience learning on the Volvo cars in the lab.

or more to garner in the field. With more than 220,000 graduates in its 54-year history, Universal Technical Institute, Inc. (NYSE: UTI) is the nation’s leading provider of technical training for automotive, diesel, collision repair, motorcycle and marine technicians, and offers welding technology and computer numerical control (CNC) machining programs. The company has built partnerships with industry leaders, outfits its state-of-the-industry facilities with current technology, and delivers training that is aligned with employer needs. Through its network of 13 campuses nationwide, UTI offers post-secondary programs under the banner of several well-known brands, including Universal Technical Institute (UTI), Motorcycle Mechanics Institute and Marine Mechanics Institute (MMI) and NASCAR Technical Institute (NASCAR Tech). The company is headquartered in Scottsdale, Arizona. For more information, visit www. uti.edu. Like UTI on www.facebook. com/UTI or follow UTI on Twitter @ UTITweet, @MMITweet, and @NAS CARTechUTI.

have the option to continue their studies through the 14-week Volvo Service Automotive Factory Education (SAFE) program, exclusively offered at UTI’s campus in Avondale, Arizona. Successful MSAT applicants often are sponsored by Volvo and local dealerships to cover the cost of tuition. After two years of

“This new program will give more students the opportunity to work on the latest technology in the market – ensuring they graduate from UTI ready to hit the ground running in a fast-evolving industry with high demand and earning potential.” — Sherrell Smith “Volvo Cars sees an increasing demand for qualified technicians as the company is rapidly adopting electrified powertrains across its entire lineup,” said Jeffrey Jennings, Senior Manager, Technical Training at Volvo Car USA. “Getting our hybrid vehicles in the hands of future technicians is critical to the growth of our business.” Upon completion of UTI’s core training programs, UTI students who wish to specialize in Volvo vehicles

employment, and ASE Master Certification, they’re eligible for Master Technician status. UTI is unique for its 11 automotive Manufacturer Specific Advanced Training (MSAT) programs. The specialized manufacturer training and certifications that students receive through UTI’s MSAT programs, including the Volvo SAFE program, are acquired in just a few months and can often take two years

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