July 2024 Southwest Edition

Automakers Adjust EV Strategies To Consumer Response

Electric vehicle sales are steadily growing worldwide, but perhaps not at the rate some automakers anticipated. Some are adjusting their production strategies to increase profitability, while others are forging ahead by introducing new EV models.

IDTechEx recently reported a 20% dip in global EV sales in the first quarter of 2024 compared to the last quarter of 2023 — but a 30% growth when compared with the

same quarter last year.

The report credited the sales dip to the consistent seasonal trend of lower sales in the first quarter compared to the fourth quarter. Despite this, EV sales have shown a steady upward trajectory year-on-year. Furthermore, regional sales comparisons indicate a rise in EV sales across all major markets, including China, Europe and the U.S.

Concerns about a downturn in the EV market often arise from

REGIONAL NEWS

Scan Tools from Repairify Institute Boost Texas School’s Ability To

Train Collision Repair Techs

By Leona Scott Autobody News

The Repairify Institute recently generously donated $180,000 in scan tools to the automotive and collision technology program at Collin College in North Texas. Under the visionary leadership of Elias Alba, the program’s director, the donation will greatly impact how students learn and prepare for their careers in the evolving automotive industry.

Alba, previously an automotive professor at Dallas College, has served in his current role at Collin College for two years. A resourceful and forward-thinking leader, he leverages relationships with some of the largest OEMs and vendors to

REGIONAL NEWS

equip students with the best tools and knowledge.

Alba said Repairify’s scan tool donation is the largest equipment donation the school has received to date. The Autel brand of scan tools, Alba believes, will be a great addition to the college’s resources as they are user-friendly.

“This donation will make a huge difference for our students,” said Alba.

The college is organizing and preparing the scan tools for use in individual repair stations during the fall semester. Until this donation, the program had six scan tools for 30 students, often causing delays as students waited to check out the

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Survey of Collision Students Reveals Insights into Technician Shortage

By Leona Scott Autobody News

The automotive industry is facing a critical shortage of collision repair technicians. According to a 2023 TechForce Foundation report, collision technicians in the U.S. have decreased over the past six years, leaving 31,426 unfilled positions nationwide. However, there is a glimmer of hope in North Texas, where enrollment in Collin College’s

l CONTINUED ON PAGE 36

professor of collision technology at Collin College, developed the technician shortage survey as part of her master’s degree work

Raven Hartkopf,

Kia recently began production of its first all-electric three-row SUV, the

at its manufacturing plant in Georgia.

SATA® air visionTM 5000

The SATA air vision 5000 puts the focus on effective health protection and lets you experience a whole new and comfortable way of breathing, due to a completely redesigned breathing air supply system. With its modern, ergonomic design, the hood can be adapted to fit almost any head shape, allowing the individual adjustment of its circumference, height and position.

ƒ Breathing air quality: Connects to a clean air supplied system, eliminating potential risks from breathing contaminated spray booth air.

ƒ No inhalation resistance, very comfortable breathing

ƒ High protection level (protects up to 100 times the TRK-value*)

ƒ Non-reflecting view due to solvent-resistant special foil

ƒ Low operating costs, quick pay-off of purchase costs

ƒ Soft-stream flow-optimized air distribution in the hood

ƒ Rigid bump cap for safer work conditions

ƒ SATA CCS Discs (Color Code System) allow to personalize hood, SATA air regulator and SATA air carbon regulator

ƒ To be used in conjunction with a filter unit, preferably SATA filter 584; air supply via approved breathing hose

*TRK –Technic al Reference Concentr ation (TRC)

the SATA air vision 5000

Inc.

Sata Drive • PO Box 46 Spring Valley, MN 55975

Phone: 800-533-8016

E-mail: satajet@satausa.com www.satausa.com

REGIONAL NEWS

Aims Automotive Students Sweep SkillsUSA Colorado with 8 Medals 32

CARSTAR Denver Business Group

Raises $1,300 for Cystic Fibrosis Research 28

High School Auto Body Students Boost Tucson Police Lowrider 17

New Orleans Nonprofit Covenant

House Receives NABC Recycled Ride 25

Pair Accused of Murdering Informant in New Orleans Staged Car Crash Scheme 38

Phoenix Mother Receives LifeChanging Car Donation 21

NATIONAL NEWS

AirPro Diagnostics Preferred Supplier for Fix Network 17

Autel Approved for Nissan Central Gateway Access 21

Auto Additive Launches 3D Printing Business 25

Automakers Adjust EV Strategies to Consumer Response 1

Classic Collision Expands in Minnesota, Arizona 33

CREF Awards $235,000 in Scholarships, Tool Grants to Collision Repair Students 44

Deadly Driving: New Mexico Has the Worst Drivers in America 50

Dynabrade Tools Sponsors Juncos Hollinger Racing 38

EV Total Loss Frequency Rises Amid Falling Used EV Prices 46

Joe Hudson’s Collision Center Adds 3 New Locations 29

Kia Recalls 463,000 Telluride SUVs Over Fire Risk 42

Programs Tackle Tech Shortage by Helping Young People Make Connections in Collision Repair 48

COLUMNISTS

Mike Anderson

Measuring Your Body Shop’s Performance Based on Gross Sales Per Tech 24

Abby Andrews Grow Your Collision Repair Shop by Investing in Yourself, Your Team 6

Growth Potential Driving Private Equity Interest in Collision Repair 14 How Collision Repairers Can Address Current Needs While Preparing for the Future 4

How to Determine if Investing in EV Repair Makes Sense for Your Auto Body Shop 22

Vehicle Characteristics, ADAS Features Shifting Claims Frequency, Severity 34

Stacey Phillips Ronak

ETI ToolTech 2024 Fosters Collaboration Between OEMs, Tool & Equipment Providers 16 Global Automotive Startup Companies

Index of Advertisers

ACT Automotive Staffing 33 Audi Wholesale Parts Dealers ����������������� 38 Auto Data Labels

Leona

How Collision Repairers Can Address Current Needs While Preparing For the Future

By Abby Andrews Autobody News

As the rise of emerging technologies collide with the collision repair industry’s talent shortage, two experts from I-CAR — Bud Center, director of technical products and curriculum, and Scott Kaboos, principal OEM technical lead and subject matter expert — visited The Collision Vision podcast, driven by Autobody News and hosted by Cole Strandberg, to discuss where the industry is today, the requirements and ROI for shops looking to invest for the future and what that future looks like.

The Evolving Landscape Of Auto Body Repair Technology

Center said the increasing relevance of Advanced Driver Assistance Systems (ADAS), electric vehicles (EVs) and the use of mixed materials in vehicle construction are top of mind for collision repairers.

“We’ve got EVs and all the electrical side that one of your traditional collision repair techs would run from and say, ‘Send it over to the mechanic,’ or ‘Send it to the dealer,’ when it’s electrical,” Center said. “But now with all these EVs, we don’t have any choice. We have to develop that skill set on the collision side and really start jumping into it.”

EVs also use mixed materials to reduce weight, which comes with unique joining methods that also require new training, Center said.

Groundbreaking Tools And Materials

Kaboos talked about the innovative tools and materials that have recently entered the market.

“First thing came to my mind was glue pulling,” Kaboos said. “We’re seeing some phenomenal glue pulling equipment that’s actually being used for structural repairs.”

Kaboos said ADAS calibration equipment is also making strides, as more and more OEMs endorse or allow the use of some aftermarket equipment. He said there are now more fixture jig attachments and specialized jigs for pulling, straightening and structural attachments.

The Impact Of Innovation On Shops And Technicians

Center said I-CAR is exploring 3D printing at its Chicago Technical Center, as some parts manufacturers are considering enabling the ability for shops to print some of their own parts, like brackets and clips.

“We’re starting to look at what does it take to get into that space? Is it really a viable option in the collision repair space or not? What type of materials do you need to use for that type of printing?” Center said. “What are the things you need to be aware of? You know, the pitfalls, so that you don’t start printing parts that fail.”

Kaboos said I-CAR purchased a laser welder for its Appleton Technical Center in Wisconsin to see if that technology — which automakers

makes sense down the road, consider investing in the tools and training to expand to other OEMs.

“I think a good idea is to specialize,” Kaboos said. “I think we’re going to see more of that anyway, where not everybody’s going to fix every car that comes in the door. And I think that’s a good thing.”

New Skills Needed

Center said technicians need to learn how to work on EVs safely. Batteries

Credit: Shutterstock

already use to build cars — could also be viable for collision repairers.

The ROI Of New Technology

Kaboos said shops need to consider if they will do ADAS calibrations or EV repairs in-house, and if so, which manufacturers they’re equipped and trained to handle. Many shops don’t have the space and conditions to perform static ADAS calibrations in-house, Kaboos said, and a lot of dealerships don’t either, which has led to a rise in independent calibration centers.

Strandberg asked how business owners should look at a cost-benefit analysis when considering investing in new repair technologies.

Kaboos said shops should first consider their car count, and what type of cars they’re working on — is there a higher volume of any particular OEM’s vehicles?

Then shops should consider how much space they have available to possibly do ADAS calibrations inhouse.

“[Doing calibrations in-house] is not a requirement. It’s not a mandate,” Kaboos said. “It’s an opportunity where you need to make a smart business decision. You need to weigh the cost.”

Kaboos said it could be a good idea for a shop to invest in being able to calibrate the top two or three OEMs’ vehicles it works on, and, if it

He also touched on I-CAR’s Repairability Technical Support portal, which has an app that allows users to search by make and model for any repair information I-CAR has available, and the Collision Careers program, which I-CAR established to promote collision repair as a career option and attract new technicians.

Looking Into The Future

Strandberg asked Center and Kaboos what future technologies they foresee becoming an integral part of the collision repair business.

Kaboos said repairers are already seeing new OEM procedures, including ones to refinish bumper cover areas where ADAS sensors and cameras are located. He said rivet bonding, including self piercing rivets and low form rivets, will become more common.

“We’re seeing more manufacturers going to the gigacasting or mega casting method of assembly,” Kaboos said. “It’s a lot more cost effective for them to build a vehicle that way. So I think that’s going to be our future 10 years down the road, where we’re going to see a lot more of that.”

in a collision-damaged EV need to be checked periodically throughout the repair process, as they can suffer a “concussion.”

“In sports, you bang your head, you get a concussion; the battery reacts the same way,” Center said. “So something that is fine today may not be OK tomorrow.”

Kaboos said technicians also need to be aware of how many seemingly simple repair procedures can require recalibrations. If those aren’t complete, ADAS features may not work properly, which could cause a crash.

He said he also sees a skills gap in welding and other joining techniques, which can also lead to safety issues in a repaired car.

“We’re seeing that in MIG welding, MIG brazing, squeeze type resistance, spot welding, all of those disciplines,” Kaboos said. “And it’s compounded by the fact that the vehicle manufacturers are building the car with high strength steel, ultra high strength steel and then mixed materials. Now we’re seeing multiple attachment methods being used on just one simple part.”

I-CAR’S Role In Bridging Knowledge And Skills Gaps

Center said I-CAR offers a lot of training — both online and in-person — for ADAS calibrations, EV repair and mixed joining methods.

Kaboos said that will also possibly lead to more total losses, if the castings cannot be repaired. If they can, it will be a much more intrusive repair.

Strandberg asked what advice Center and Kaboos would give a collision repair shop owner.

Center said his first suggestion would be to implement a learning culture, if a shop doesn’t already have one, and to take advantage of resources like I-CAR’s Repairability Technical Support portal

He also suggested engaging with local vocational programs and career fairs to meet young people interested in a career in the industry, and to get involved with trade associations like the Collision Industry Conference.

Kaboos said the evolving repair methods are “the cool thing about this industry.”

“I was fixing my first car back in the ‘80s, and I look back at how I fix that car and it’s almost embarrassing,” Kaboos said. “We would never think of doing that anymore. But it was the norm back then and it was acceptable.

“If you stop learning, you’re going backwards, because the cars are moving forward. The technology is moving forward, the manufacturers are moving forward,” he added.

“There’s just no way tribal knowledge is going to keep up. It just doesn’t work anymore.”

Grow Your Collision Repair Shop by Investing in Yourself, Your Team

By Abby Andrews Autobody News

Matt Ebert is the founder and CEO of Crash Champions, which grew from a regional MSO in the Chicago market to a national consolidator with nearly 650 locations — all in the span of about five years.

Ebert appeared on The Collision Vision podcast, driven by Autobody News and hosted by Cole Strandberg, to talk about his start in the industry and how he grew Crash Champions, offering advice for other collision shop owners looking to improve or expand their businesses.

Getting into the Industry by Accident

When Ebert was 16, he wrecked his car. He knew a technician who worked on cars in the garage behind his house. Ebert asked the tech to show him how to fix his car, then started helping the tech fix other cars.

“I got into it literally by accident,” Ebert said.

In 1999, when Ebert was in his late 20s, he and the owner of a repair shop he was managing opened another shop together, New Lenox Auto Body in New Lenox, IL. They were partners for 15 years, until Ebert’s partner retired. Ebert bought him out and started growing the business into multiple locations. In 2014, it was rebranded Crash Champions.

By 2019, Ebert had grown Crash Champions to 11 locations. That year, he took on a private equity partner, and Crash Champions took off. Today, the MSO has nearly 650 locations nationwide.

Strandberg asked Ebert about some of the challenges he faced early in his career.

“I came from nothing, so it’s always been a challenge,” Ebert said. He said he once took out a total of $100,000 in cash advances on multiple credit cards.

Ebert and his partner in New Lenox Auto Body also dealt with the effects of the Sept. 11, 2001, terrorist attacks and the Great Recession of 2008. Later, after Crash Champions took on its private equity investor, it acquired its first two shops in new markets on March 1, 2020 — just before the COVID-19 pandemic shutdowns.

“The biggest lesson I learned is there’s always going to be a challenge,” Ebert said.

Pivotal Moments in Crash Champions’ Growth Crash Champions has twice bought MSOs that were bigger than it —

one of its first acquisitions, Pacific Elite in Southern California in 2020, had 23 shops, and in 2022, Crash Champions acquired Service King, which had more than 330 shops in 24 states.

Another pivotal moment was the decision to take on a private equity partner.

“For me, it was a little bit about what would be the risk of doing it alone,” Ebert said. At the time, Crash Champions only had locations in

uses to attract and retain talent include rewarding employees for recruiting others, and implementing apprentice programs for technicians and service advisors.

Ebert said Crash Champions currently uses the same EV training through I-CAR and automakers available to any repair shop, though he thinks it will develop internal training as it grows its footprint in luxury and EV repair. The company already has internal training on

Chicago — the most consolidated market in the industry. Ebert said he thought about what the company would be worth if he grew it to 20 shops on his own, or if anyone else would want to buy it.

“So at some point in my life, if I was going to end up getting paid for all the work [I put into growing it], what would be my exit plan?” Ebert said.

In addition, in 2019, it was already clear vehicles would continue to get more sophisticated -- and it would take more capital to be able to invest in the equipment and people needed to repair them.

“So weighing all of those, for me, was why I ended up going the route I went,” he said.

Attracting and Retaining Talent

“Robots aren’t going to be fixing cars anytime soon,” Ebert said. To attract employees, Crash Champions’ biggest focus is on its culture.

“So much depends on the leadership in your ability to retain people once you get them to get them there, as well as be able to attract them,” he said.

To facilitate that, Crash Champions puts its management team through a proprietary training program. “We’ve seen great results from that,” Ebert said.

Other methods the company

when they do make the decision to expand, Ebert answered from the perspective of an acquirer.

“It’s not about the number of locations, it’s the quality of the locations,” he said. “There’s just so much investment and overhead expense in this industry. You have to fix so many cars just to get to breakeven. And so having five shops that are barely at the break-even point doesn’t create a great business.”

Ebert said the biggest mistake is thinking sheer shop count numbers is going to make the business more attractive to a potential buyer. “It’s not about market domination. It should be about quality.”

“So at some point in my life, if I was going to end up getting paid for all the work [I put into growing Crash Champions], what would be my exit plan?”

MATT EBERT FOUNDER AND CEO, CRASH CHAMPIONS

The Future of Collision Repair

ADAS, because it has been doing that work in-house for so long.

“I saw the need for that when we were just that handful of locations, six at the time, in Chicago,” Ebert said.

How to Grow Your Own MSO

Ebert said he learned most industries that undergo consolidation continue until they’re about 65% consolidated; the collision repair industry is currently at about 30%.

“It still has a long way to go before it’s done consolidating,” he said. “If your desire is to grow and grow, there’s room.”

Owners should keep the money in the business.

“I wasn’t living an extravagant lifestyle ever,” Ebert said. “It was keeping the money in the business and at work and growing it. To compete in the future, I think facilities need to be nice. Equipment needs to be able to repair the current vehicles.”

Another key is to surround yourself with the right people. “I can cite several examples of where I brought in people who have been where I haven’t been yet, so that they could help me not learn some of the lessons the hard way,” Ebert said.

When asked about mistakes smaller shop owners should avoid

Ebert said none of his predictions will come as a surprise: consolidation will continue to accelerate; claims will increasingly go through DRP programs, and thus to MSOs; vehicle complexity will continue to advance, requiring shops to invest in new technology; and the talent shortage will continue to present challenges.

To address those, Ebert said Crash Champions is spending more than $10 million in 2024 alone on new equipment and training for its team.

He said the company’s goal is to have great facilities, be easy to work for and have the best team. To attract more people, the collision repair industry needs to better promote itself as a viable career path, and raise technician pay to be able to compete with other trades.

Strandberg asked what legacy Ebert hopes to leave with Crash Champions and the industry at large when he calls it a career.

Ebert said he is proud the company can still say it is founderled, as it makes it relatable to other shop owners thinking about selling. “I was just one shop not that long ago and sat in every seat,” he said.

He said he is also proud of the team the company has built. “It’s a whole team of people working so hard at this. Everybody loves what we’re doing here.”

It’s Show Time For the Auto Body Association of Texas’ 2024 Trade Show

By Leona Scott Autobody News

They say everything is bigger in Texas, which applies to the Auto Body Association of Texas’s (ABAT) annual conference and trade show. Now in its seven year, the show, set for July 12-13 at the Irving Convention Center in Irving, TX, has attracted the best trainers and educational content and balanced that with networking fun and unique events that make it stand out.

All information, including an educational session lineup and registration, is available at abat.us/ events/tradeshow/

One of the primary reasons the event is such a smashing success is that it has stayed true to its vision.

“[ABAT’s] goal is to help shops learn more, ensure consumers receive safe and proper repairs, and improve shops in all Texas markets. When we elevate one another, we elevate our entire profession. We do better together!” said ABAT President Burl Richards

He shared the story of visiting a shop in Florida while he was on vacation. The shop doesn’t perform pre- or post-repair scans. It was unsure which vehicles needed to be calibrated or why calibrations are essential.

Richards said it reminded him of the early days before ABAT was founded, and he saw Texas body shops needing more knowledge. That lack of knowledge and training opportunities fueled ABAT’s founding in 2014.

A decade later, he said he doesn’t see as many shops struggling because ABAT has worked hard to educate its members and the auto repair community.

To carry out Richards’ vision of strengthening the collision repair community with exceptional educational opportunities, ABAT enlisted the help of Executive

Director Jill Tuggle. She has a deep understanding of collision repair, an energetic drive to get things done in an out-of-the-box way, and a love for the industry that fuels her success.

Texas-Sized Learning Opportunities

For 2024, Tuggle has a Texas-sized mentality regarding expectations from the show.

“With ABAT celebrating its 10th anniversary, and with our seventh annual show, I want to give attendees an experience they won’t forget,” she said.

ABAT has added technician classes and estimating sessions for the first time, so Tuggle advises “bringing your whole shop.”

“Along with covering some of the biggest topics on collision repairers’ minds, we’ll bring you the best trainers,” Tuggle said. At the top of that list is the “king of the collision industry,” Collision Advice’s Mike Anderson

Anderson and several team members from Collision Advice will cover various topics like negotiation, repair planning and more.

In addition to giving the Lunch and Learn on July 13, Anderson will present “100% Disassembly” to kick off the morning sessions that same day. Anderson said most, if not every, shop owner, manager, estimator and technician believe in 100% disassembly. “However,” he said, “most are not performing 100% disassembly and are instead just doing 80% or 90%.”

During the presentation, the Collision Advice team will explain how to achieve consensus on the importance of 100% disassembly and foster a culture that embraces this practice. They will emphasize the significance of working collaboratively with your team rather than imposing the process on them, ensuring it becomes a lasting part of your operations. Complete disassembly is essential for accurately identifying all damage and capturing every notincluded R&I operation.

Tony Adams with AkzoNobel is another presenter at the show, and will discuss Contemporary Workforce Dynamics, a critical topic on the minds of repairers today.

Adams said he’ll address the changes in the workforce today and the shifts needed from leaders to attract and retain talent. Workforce dynamics have radically changed, he said.

“As leaders of our organizations, we must adjust our thought processes around what workers are looking for

today. The conversation has never been more relevant than today. We are trying to find new entrants to the workforce but still trying to apply what worked 15 years ago, and that’s not working anymore.”

Adams said it’s his first time attending the show. He looks forward to growing alongside his peers and learning all the knowledge that will be presented.

Helpful Schedule And Registration Details

The July 12-13 event occurs at the Irving Convention Center in Irving, TX, conveniently located near the exciting Toyota Music Factory, a fun conglomeration of hotels, dining and entertainment just a few short steps away.

July 12 starts with educational sessions at 9 a.m., so plan on arriving July 11 to hit the ground running for a super-charged two days.

Each educational seminar costs $99, but a weekend “all-access” pass is $299 and gives you the most bang for your buck. It includes all training and luncheons on both days and admission to the trade show.

Along with the education, attendees can look forward to fun elements weaved throughout the show

“Repairidy” is a collision repair game show similar to the popular game show “Jeopardy!” Erin Solis of Certified Collision Group and

Ames of One Source ADAS. Ames has been an ABAT member for five years and has been exhibiting for three years.

In 2023, One Source ADAS, a software provider of calibration reports, was in beta testing, and Ames was pleased with the feedback and connections he made at ABAT.

“Last year’s show gave us a strong start on developing leads when we were still in beta mode,” he said. “It helped us to start strong and helped us launch at SEMA when we were out of beta mode.”

He praised Tuggle and the event management of ABAT’s trade show, and said the show stands out for its excellent organization and quality.

Anderson concurred. He said this Southwest regional show excels because it stays “ahead of the curve” regarding what’s going on in the collision repair industry and looks forward to seeing the “industry’s finest” individuals, including Richards, at the show each year.

“I’ve attended ABAT several times, and the quality of attendees and the large gathering of some of the industry’s finest is paramount to anyone looking to stay ahead,” Anderson added.

BIGSHOTS Competition, Car Show, Live Demos

Technicians love showing off, and the BIGSHOTS Competition facilitates a little boasting by giving techs the opportunity to participate in skills competitions.

No auto-related trade show is complete without a car show, and you can expect to walk the show floor oohing and ahhing over the most creative and exciting rides around.

Danny Gredinberg of the Database

Enhancement Gateway will be outfitted in their best evening wear to bring attendees Repairidy. Tuggle said attendees may even be called on stage, so “bring your A-game to this seminar!”

Be sure to schedule time during the event to stop by the exhibit floor to continue learning about the latest products and services and connect with helpful vendors. Exhibit hours are 1-8 p.m. July 12 and 10 a.m.-6 p.m. July 13.

ABAT supports a robust trade show. Last year, the event attracted more than 75 exhibitors.

One of those exhibitors is Tommy

As this is a learning show, the live demos will let you see the tools, tech and gadgets up close, so be prepared to be wowed by the latest technology, equipment and best practices.

“Whatever you are looking for to support your collision business and career, I can guarantee you will find it July 12-13 at the 2024 Texas Auto Body Trade Show in Irving!” said Tuggle. She encourages the collision repair community to register early because many classes will sell out.

Find more information at abat.us/ events/tradeshow/

ABAT Executive Director Jill Tuggle

See, experience and touch equipment, learn from live demos, ask questions and learn

ADAS – We’re Just Painting a Bumper

The adoption of Advanced Driver Assistance Systems (ADAS) has dramatically increased over the past decade, leading to significant improvements in vehicle safety and driving convenience. Popular features, including adaptive cruise control, lane assist, automatic braking, blind-spot detection, and collision avoidance, all rely on properly calibrated ADAS systems driven by many complex sensors.

There are several different types of sensors that are key to the operation of ADAS capabilities, including Radar, LiDAR, ultrasound/SONAR, and cameras, to name a few. All these sensors operate simultaneously, allowing a vehicle to perceive the surrounding environment. There are pros and cons for each type, so many manufacturers have determined that multiple systems need to be used to maximize safety. While LiDAR and camera-based sensing

methods require a direct line-of-sight to objects and hazards on the road, Radar and ultrasonic sensors can be painted, or hidden behind painted fascia components to avoid the use of unsightly cutouts. The use of radar and ultrasonic sensors behind painted layers means that special care must be taken to avoid the use of materials that can degrade sensor performance. Radar-related repairs are especially critical, since the radar systems have a much larger detection range and operate while the vehicle is moving at high speeds, compared to ultrasonic sensors which are mainly used for parking assistance. Collision centers must be aware of Radar and ultrasonic sensors because any repair in the vicinity of the sensor can decrease system performance, or in some cases, disable the sensor.

In the case of bumper repair, the first step is to locate the OEM procedures to determine if there is a sensor near the repair. If there is a sensor present, each OEM has a specific procedure on what can

be done to that area. For instance, most OEMs do not allow plastic fillers to be used to repair a crack near a sensor, instead, it may be necessary to replace the entire bumper assembly. Additionally, the painter must ensure that they do not exceed the maximum film build allowed by the OEM. Once you have validated the film build, you will also need to confirm that the selected paint has been approved by the paint manufacturer and OEM for use over ADAS equipment. Some OEMs list specific colors that can interfere with the Radar sensor performance, and are not allowed to be applied over the factory color. Colors that can decrease Radar sensor performance are usually silvers, golds and other colors with high concentrations of aluminum. Some manufacturers will allow one additional paint repair, while others specify a maximum total film thickness. Therefore, thickness measurement must be carried out prior to working on the bumper, and again after paint application. Finally, all OEM-specified calibration procedures must be performed to ensure proper sensor operation before the vehicle is put back into service.

There are also some general rules about ADAS on bumpers.

1. Use RADAR approved formulas. Some colors have RADAR approved formulas that have been approved by the OEM. If a color has a radar formula, it must be used when painting a bumper during a repair. These formulas have very strict tinting rules as well. In general, you cannot increase the percentage of aluminum or decrease the amount of binder.

2. Keep to the standard number of coats of paint. Use proper sealer shade or Valueshade when possible, to reduce the amount of color needed for hiding.

3. Do not blend over the top of a sensor. Always carry the color to completely avoid or cover over the sensor. Do not stop in the middle of the sensor area.

4. Mask the inside of the bumper to prevent scratches which could deflect or interfere with the sensor.

The importance of checking the OEM procedures and following these general rules cannot be stressed enough to ensure the vehicles are repaired safely and accurately. perfect solution for modern collision centers.

5901 Spur 327 › Lubbock, TX 79424 Mon-Fri: 7:30 - 6:30 • Sat: 8:30 - 12:30

Start-Up NODAR Aims to Equip Driver-Assist, Self-Driving Cars with New 3D Sensing Technology

As new technology is developed to advance autonomous driving features in modern vehicles, start-up companies, like NODAR, are being established to help accelerate mass-market autonomy.

In April 2023, NODAR received the prestigious Grand Prix ACF AutoTech award in Paris, France. The computer vision company, based in Somerville, MA, is building next-generation 3D perception technology for autonomous vehicles (AVs).

To learn more about how this technology is expected to be used in ADAS and AVs, Autobody News talked to NODAR co-founder and COO Brad Rosen. The entrepreneur has a background in software engineering and an MBA from MIT. Over his career, he has been part of seven venturebacked startups where he held roles ranging from software engineer to CEO.

Q:A:

Can you tell us about NODAR?

Dr. Leaf Jiang founded NODAR in 2018 after receiving his B.S., M.S. and PhD at MIT, where he studied and implemented optoelectronic systems. As a recognized expert in light detection and ranging technology (lidar) systems, he spent 12 years at MIT Lincoln Laboratory building lidar systems for the U.S. military. I joined the company in 2019 to help Leaf develop the business plan around the camera-based 3D sensing technology he had been working on, as well as raise money.

Q:

Why is NODAR focusing on 3D sensing technology rather than lidar?

A:

Lidar is a useful and precise tool, but is not perfect for all applications requiring 3D information. Lidar is very expensive due to the electronic components required to measure photons, and lidar has low resolution as compared with cameras. Another shortcoming is that most lidars to date have spinning mechanisms, which break after about 7,000 hours. Knowing these points and that most intelligent machines regardless of market — whether vehicles or robots or monitoring equipment — will require reliable 3D information, Leaf set out to build a less expensive, higher performing, and more robust 3D ranging solution than lidar. Rather than lasers, Leaf used cameras and a technique that dates to the late 1800s called stereo vision, also referred

to as binocular vision, which can produce extremely accurate distance measurements.

Q: Can you explain NODAR s 3D ensing technology?

A: Autonomous vehicles require real-time and reliable longrange 3D information to navigate their environments safely and measure distances. NODAR’s patentpending Hammerhead™ 3D sensing technology was created to deliver new levels of safety to driver-assisted and full AVs.

The platform is based on untethered (independently mounted), off-theshelf automotive-grade cameras and NODAR software. It is for vehicles of any size — including automobiles, aircraft, ships, last-mile delivery robots and trains — and can maintain performance in harsh environments, such as highvibration, off-road or inclement weather, as well as low light conditions. NODAR’s long-range and high resolution allow for quick detection of small objects at long range, such as a black tire on the road at 200 meters. Having reliable 3D depth is critical for safe operation for any autonomous vehicle or safety monitoring application.

Q: How did hammerhead sharks inspire NODAR’s 3D technology?

A: Hammerhead sharks have exceptional depth perception due to their widely set eyes. NODAR Hammerhead™ employs widely positioned cameras in a similar way to calculate depth with exceptional precision by calibrating the cameras in real time, in software. Whether tracking prey in three dimensions through the ocean or navigating a complex and changing roadway, a wide-baseline vision system will outperform other types of 3D sensing. This allows

vehicle manufacturers to integrate cameras in novel locations, such as the sideview mirror, roof or headlights. For the first time, nearly any obstacle, from a brick to an overturned truck, can be detected well in advance with exceptional accuracy, giving the vehicle perception system sufficient time for evasive action.

Q:

What are some of the advantages compared to lidar?

A: Wide-baseline camera placement provides long-range (up to 1,000m), highly reliable, accurate 3D sensing and the ability to detect small objects at a distance, offering 10x the resolution of industry-leading lidars. The platform runs on industry-standard hardware and, with no moving parts, Hammerhead™ has a significantly longer lifetime than mechanical lidar. It also performs better in inclement weather and low-light settings due to the exceptionally precise calibration between the cameras enabled by NODAR’s algorithms. Using standard cameras rather than high-bandwidth optoelectronics as lidar does, Hammerhead™ is significantly less expensive than comparable lidar systems and the cameras can be mounted in a variety of orientations. In addition, camera movement from road shock, vibration, accidents and temperature fluctuations are automatically calibrated without the need for human and checkerboard, which, before NODAR, was the standard calibration procedure.

Q:

What are the company’s longrange plans?

A: Our goal is to be a ubiquitous component in every self-driving car and automated robotic machine. We believe every car, whether it’s L2 plus L3 or L4, robotaxi or L4 truck, should have a NODAR-powered stereo vision system. This will not only make automation systems more accessible cost-wise for more vehicles and buyers, but it will also raise the safety bar and reduce fatalities.

Q: What are some of the current trends with startup companies?

A: In Clayton Christensen’s book “The Innovator’s Dilemma,” the idea is that it’s very hard for large companies to create disruptive innovations because they’re held back by legacy thinking, politics and improperly aligned internal incentives.

As the automotive industry

transitions from hardware to software, the startup ecosystem is becoming extremely important. Cars are being re-thought from the ground up with a software-first focus, like Tesla for instance. Opportunities exist to innovate in all areas of automotive development, from digital design, to safety and ADAS systems, to interior experience, to the contribution of AI in each area. Startups have the chance to bring disruptive thinking to this rapidly evolving ecosystem, and push on the traditional automotive development cycle.

Q: What are some of the new technological developments you are seeing in the industry?

A: One area of constant innovation is batteries and EVs. New developments are popping up every day in the battery space looking to develop higher-power density, safer batteries made from “greener” components. This is critically important as the world adopts more and more EVs. And then there are the topics of how to charge these new electric cars and recycle the batteries. I’m seeing lots of innovation in these areas as well.

On the software side, we’re seeing developments related to infrastructure and how to most efficiently use energy. Related to automotive, research is being done regarding how our EVs become part of a larger electric grid, taking energy from the grid when needed and sharing (or selling!) energy back as needed. There’s a lot of software that will come to bear around managing the flow of energy as we store it in batteries.

I also believe hydrogen will play a very important role in the future. Honda’s new CR-V is powered by a hydrogen fuel cell and is available for lease to California residents. Obviously, hydrogen creation is a critical area of innovation to support hydrogen vehicles, as well as the topic of hydrogen charging stations. Last, we’re seeing the effects of AI initiatives, such as ChatGPT, all around us and starting to affect our everyday lives. AI is prevalent today in many vehicles, for instance in Tesla’s Autopilot and FSD systems, or Mobileye’s EyeQ ADAS system. These products are trained on millions of hours of driving and simulation data to augment human driving. This area of innovation is ripe for startups to contribute to.

NODAR’s Hammerhead 3D sensing technology detecting a small object from 150 meters away.

Global Automotive Startup Companies Recognized During Grand Prix ACF AutoTech Competition

by Stacey Phillips Ronak Autobody News

To encourage innovation in the automotive industry, Grand Prix ACF AutoTech holds an annual contest to reward international startup companies devoted to the auto sector. In April, three businesses were recognized in Paris, France, as part of the seventh annual competition. Genomines, Diamfab and Cylib received awards for their excellence in commercialization, manufacturing and design.

More than 94 applicants from 19 countries took part in the contest. The event was hosted by the Automobile Club de France, founded in 1895 by French carmakers, and ESSEC Business School, a school dedicated to developing the next generation of entrepreneurs.

“We are excited to announce our winning companies – all promising startups in the automotive industry,” said Richard de Cabrol, managing director of Grand Prix ACF AutoTech.

Award Winners

Genomines received the Grand Prix ACF Award, designed for companies that are the most advanced in their development and have received a round A of funding or more. The company recovers metals from plants to produce nickel without mine facilities. Nickel is a metal used in the mobility sector, especially in the manufacturing process of batteries.

“We are honored to have won the award Grand Prix ACF AutoTech,” said Fabien Koutchekian, CEO of Genomines. “It was a great opportunity to pitch Genomines to influential experts and players in the automotive industry.”

Koutchekian said the company is very grateful to have received such personalized support before and after the event.

“This award means a lot to us, and above all, we are extremely pleased to see how the automotive industry is committed to supporting impactful solutions for the energy transition,” he added.

Diamfab was given The Prix Pionnier ACF Award, which recognizes the youngest startups at the seed funding stage. Diamfab specializes in diamond semiconductors designed for power electronics and quantum applications. The components are expected to help revolutionize the mobility industry by optimizing system costs, reducing weight, minimizing the carbon footprint and mitigating environmental impact.

because we want to make battery recycling more sustainable and enable a green energy transition,” said Linus Glowinski from Cylib. “Sustainability is in our core DNA and we’re beyond excited to receive such positive feedback and acknowledgment.”

Propelling Innovation

Grand Prix ACF AutoTech was established 2017 as a joint venture between the Automobile Club de

“We are deeply honored to receive this award from such a prestigious organization as the ACF,” said Ivan Llaurado, chief revenue officer and co-founder of Diamfab. “Participating in the contest has been an incredibly rewarding experience. Hearing Gilles Le Borgne, the Renault Group CTO, affirm that Diamfab has the potential to significantly impact the automobile industry was the highlight of the event. Beyond the recognition, which greatly motivates our team, we believe this award will accelerate the development of the next generation of power electronics.”

Llaurado said they are already scheduling meetings with key industry players, and the Prix Pionnier ACF award is undoubtedly a significant catalyst for the company’s growth. He encourages all automotiverelated start-ups to participate in the contest and all industry stakeholders to closely follow it to uncover new opportunities.

The Mention GPACF GreenTech Award, given to startups that have a positive impact on the environment, was received by Cylib, which has developed a holistic, eco-efficient process for recycling Lithium-Ion batteries.

“Winning the Mention GPACF GrennTech award means a lot to Cylib

“We cannot do everything internally because the spectrum of technology is too wide,” he said. “You cannot be a specialist in everything.”

Industry Trends

Salessy, a contest judge, explained promising startups were selected that align with the industry’s expectations and shared some current trends.

“The first one is electrification of vehicles or carbon-neutral vehicles,” he noted. “When we talk about electrification, we are including hydrogen applications.”

He said that electrification covers the electrical powertrain, battery chemistry, energy efficiency of the engine, converters and the charging system, as well as the technologies associated with connectivity to simplify the user experience.

He said automakers are also focused on developing advanced driver-assistance systems (ADAS) centered around safety to help drivers better anticipate road situations.

In addition, Salessy said new technology based on artificial intelligence (AI) is being developed to provide drivers with a more personalized experience.

Future Opportunities

France and ESSEC Business School. Since then, the focus has been on propelling innovation amongst automotive industry entrepreneurs and promoting efficiency and sustainability.

In addition to a financial reward, winners receive an investment assessment, business coaching, legal support, potential investment capital and networking connections with corporate affiliates.

“Our goal is to leverage the expertise of some of the most wellknown companies in France to help establish developing startup companies,” said de Cabrol.

Mentor companies include Renault Group, Forvia, Plastic Omnium, Crédit Agricole, FIDAL and MOTUL.

“It’s a win-win situation because we bring them in and give them a lot of visibility and it’s also an opportunity to find the next disruptive type of technology that we might use in our vehicles,” said Jean-Francois Salessy, Renault’s vice president of vehicle advanced engineering and upstream technologies, who joined the company in 2022.

He said that many auto manufacturers, including Renault, take a horizontal approach and identify the best partnerships to develop vehicle technology.

Since the inception of the contest in 2018, de Cabrol said each of the finalists has seen proven success.

NODAR, based in Massachusetts, received the Grand Prix ACF AutoTech award in 2023 and Brad Rosen, NODAR’s COO and co-founder, was a contest judge this year.

Rosen said NODAR has been working on disruptive ideas focused on automated driving and parking since 2018, and believes many opportunities exist for startups in the automotive arena as software becomes a driving factor and business model shift.

“We’ve benefited greatly from winning this competition last year, including establishing meaningful partnerships with some of the sponsors,” said Rosen. “The Grand Prix was top notch and managed extremely well, from the communications and awareness to the level of competitors, quality of sponsors, and finally, the beautifully run event at the historic ACF facility.”

He said companies don’t have to be based in France or even Europe to participate and win and encourages other startups to learn about the 2025 competition, which will be accepting applications in October.

For more information, visit en.grandprixacfautotech.com.

Company respresentatives from Genomines accept the Grand Prix ACF Award.

Grand Prix ACF AutoTech’s seventh annual competition recognized international startup companies devoted to the auto sector.

Growth Potential Driving Private Equity Interest in Collision Repair

By Abby Andrews Autobody News

A new report from Focus Advisors showed private equity firms have invested more than $9 billion in the collision repair industry in the last five months alone, despite interest rates that are significantly higher than even a year ago. Private equity now collectively manages more than $400 billion in assets within the industry.

One of those private equity firms is Kinderhook Industries, which in March announced it became the lead investor in Kaizen Collision Centers, in partnership with Jacob Tilzer and LNC Partners. Founded in 2013 by Tilzer and headquartered in Scottsdale, AZ, Kaizen has 48 locations across Arizona, Colorado, Southern California, Iowa, Nebraska and Nevada.

Kaizen is Kinderhook’s 30th automotive/light manufacturing platform investment. The firm’s portfolio also includes Repairify, parent company of asTech, and Continental Auto Parts, an aftermarket

equity firms see collision repair as an industry with a “tried and true strategy” and a strong outlook.

“Places where you’ve got real strong organic tailwinds, coupled with opportunities for M&A [mergers and acquisitions] are good for private equity interest,” Cifelli said.

Increasing severity and vehicle complexity are driving up the cost of repairs.

“Those will continue going up, so it will continue to be more and more expensive to repair, so you’ve got built-in inflation for the next few years at least,” Cifelli said.

Firms interested in investing in collision repair shops are looking for great cycle times and CSI scores. If a shop has a list of DRPs, that can prove its ability to operate in that world.

“PE is really focused on operations, and having those scores that are important to insurance companies be above the averages,” Cifelli said.

Geography is also key — some markets have more population growth than others.

collision parts distribution company headquartered in New Jersey.

Paul Cifelli, managing director at Kinderhook, said the firm was approached in summer 2023 by its lending partner, Twin Brook Capital Partners, about investing in Kaizen. Kinderhook already had experience in the collision repair industry; it previously owned ProCare Collision, growing it from eight to 45 stores in four years before selling it in 2021 to Classic Collision.

Cifelli said Kinderhook was interested because Kaizen had a good footprint in markets with strong demographic growth and a lot of remaining opportunity for consolidation. In addition, Vince Brock, a Kinderhook executive who had been CEO of ProCare when the firm owned it, was looking to get back in the collision repair game.

In general, Cifelli said private

Focus Advisors said the private equity sponsors that have recently entered the industry or increased their positions have mostly replaced smaller firms. TPG Capital’s acquisition of Classic Collision introduced one of the world’s largest alternative investment funds to the industry.

“I would tell someone starting a [collision repair] business to go somewhere like Texas or Florida, places people are moving to,” Cifelli said. “That leads to congestion and traffic, which ultimately leads to collisions.”

Other Recent Investments

In Focus Advisors’ report, it said of the $9 billion invested in the last several months, the biggest chunk was $4.6 billion by Caliber Collision, which issued new debt to refinance existing debt and fund a significant dividend for current shareholders.

Crash Champions also refinanced a significant piece of its debt and brought in an additional equity investment, which it is using for more acquisitions.

The original private equity sponsors of VIVE Collision, Garnett Station Partners, sold to a larger private equity firm, Greenbriar Equity Group. Similarly, Center Oak Partners, original private equity sponsor of CollisionRight, sold the company to Summit Partners, a much larger private equity firm.

Classic Collision, after less than five years with New Mountain Capital, announced a recapitalization with new sponsor TPG Capital, the private equity arm of the $220 billion global asset management firm TPG.

The Investors

Large firms see an opportunity to accelerate their growth as the availability and cost of their capital vastly exceeds smaller players and independent shops, Focus Advisors explained. Another reason is that increased revenues — driven by higher labor rates and calibration — have positively impacted EBITDA margins, making them more attractive to lenders and new investors. And there’s also the ongoing attractiveness of arbitraging acquisitions. Buying strong single shops and small MSOs at five to seven times EBITDA while raising capital at valuations of 12 to 14 times allows this new capital to effectively leverage their superior capital into faster growth.

Early private equity investors take more risks when they acquire platforms and then add more MSOs and single shops. They are supporting management teams that may not have proven themselves in operating at a much larger scale or buying and integrating multiple targets in a shorter span of time. The playbook for these earlier investors is pretty much the same with a few variations.

As early investors succeed in launching platforms, their acquirers

“Places where you’ve got real strong organic tailwinds, coupled with opportunities for M&A are good for private equity interest.”

PAUL CIFELLI KINDERHOOK INDUSTRIES

are buying with expectations the risks have been reduced. The predictability of cash flows has increased. The management teams are more proven. The costs of acquisitions and new locations are more stable and the direction of consolidation is more clear. And the very large private equity firms are able to write much larger checks — in fact, they need to write larger checks given the size of their funds.

More Private Equity Investors Waiting In The Wings

Focus Advisors said it tracks more than 120 private equity firms that have examined the collision repair industry, and its team has had conversations with more than 100 of them over the past 12 months. Some are already well-informed; others are rapidly coming down the learning curve. Successful growth and exits by other PE firms are driving much of the interest.

For many of these prospective investors, the nuances of the industry often surprise them. There are substantially different challenges in collision repair from the more conventional strategies that have worked so well in other industries. Among those challenges is the fact third-party intermediaries — insurance companies — heavily impact the flows of business through DRPs. In addition, the skill sets needed to create profits reside in a technical workforce that has been in short supply for a generation.

With more than 80 MSOs with five or more shops that Focus Advisors has identified in its proprietary database, there is no shortage of candidate platform targets, depending upon the appetite of PE investors. While there are relatively few $30 million revenue platforms, there are many in the $15 million+ range. The true scarcity is management teams that are capable of rapid unit growth and attracting the skilled technicians required to staff their platforms.

Conclusions

Focus Advisors offered the following conclusions to its report:

More private equity firms will make initial investments. Focus Advisors expects the industry will see many new private equity firms entering the market in the next five years. Some will invest to build and flip. Others will buy and build for the longer term.

Independent MSOs will find attractive partners. Independent MSOs with strong management teams will continue to find willing capital partners at attractive values. Targets with a stable and growing base of technicians will attract more attention and higher values.

Exit opportunities with larger sponsors will increase. Welldeveloped private equity-sponsored platforms will continue to find large acquirers, either through consolidators growing by merger or very large private equity firms seeking to buy out early private equity investors.

Creidt: Shutterstock

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ETI ToolTech 2024 Fosters Collaboration Between OEMs, Tool & Equipment Providers

By Stacey Phillips Ronak Autobody News

Equipment and tool suppliers, OEMs and other vendors gathered in Newport Beach, CA, in April for the Equipment and Tool Institute’s (ETI) annual ToolTech. The two-day event included presentations on industry trends, networking and the opportunity to meet one-on-one with OEM and aftermarket tool and equipment providers.

“ETI is committed to fostering collaboration between vehicle manufacturers and the providers of tools, equipment and service information,” said Brian Plott, ETI’s executive director. “Seeing the willingness of industry leaders to talk and understand each other’s needs, collaborate on new technologies, and really work together collectively on the direction of the industry makes it an exciting time for the industry.”

During the event, a significant milestone was announced: ETI is entering the European market and creating ETI EU, which will be headed by Winston Lee. Lee, managing director EU, is a long-time ETI member and strong participant.

“Many of our members are global companies, as are our OEM

partners,” noted Plott. This is a step in the direction of contributing to the growth of our membership and helping them clear the path for the industry for the long term.”

ETI also introduced its 2024-25 board members and named Bob Augustine, vp of sales and marketing for AAA Auto Glass & Electronics, president of the organization.

Since becoming involved with ETI in 2006, Augustine said the pace of technology is accelerating.

“We no longer have distinct vertical segments anymore because anyone who performs vehicle

repair has to be service-ready on all aspects of the platform as soon as the vehicles are built,” he explained.

“OEM-approved tooling, training and service information are no longer a nice-to-have; they are requirements to properly complete a safe and complete repair for the motorist.”

ToolTech Highlights

On day one of the conference, Mike Spagnola, president and CEO of the Specialty Equipment Market Association (SEMA), provided an overview of SEMA. This included information about the SEMA Garage locations in Diamond Bar, CA, and Plymouth, MI.

Pete Bradley, head of international technical training at Hella-Gutmann in Germany, provided an international perspective on the automotive aftermarket industry. He shared insight on some of the challenges taking place regarding ADAS cybersecurity and data ownership.

Cybersecurity issues were shared by Kevin Tierney, vp of global cybersecurity for GM. Tierney discussed how the auto manufacturer is addressing cybersecurity issues and the importance of taking protective measures.

Augustine moderated an OEM panel that included David Stovall, Toyota; Ryan Hays, Ford, Terence Vance, Honda; Danny Uhls, Nissan; Bob Stewart, General Motors; Travis Taylor, Volkswagen/Audi; and Mike Porter, Hyundai.

Joshua Linton, Midtronics’ EV platform manager, talked about accurately testing and diagnosing EV

12-volt batteries. He explained that in a typical EV, a rectangular pack of individual lithium-ion batteries is located under the floor and powers the electric motor.

On day two, Dr. Shawn DuBravac shared insight about some of the forces defining the future of the auto sector. DuBravac said leaders must work on competing time horizons simultaneously.

Richard Ferguson, Toyota’s new markets manager, business development, fuel cells, shared information about fuel cell solutions. He discussed the Toyota Mirai, a fuel-cell electric vehicle (FCEV) that uses hydrogen gas rather than liquid gasoline.

Augustine then led a shop owners’ panel with Lucas Underwood, L&N Auto Repair and Changing the Industry Podcast; Gene Morill, Certified Automotive Specialists; Greg Buckley, Buckley’s Auto Care; and Lee Lizarraga, ABC Auto Care. The last presentation was given by Mark Seng, Predii’s vp of sales and business development, who discussed AI implications in the automotive service aftermarket.

For more information about ETI, visit www.etools.org.

High School Auto Body Students Boost Tucson Police

Lowrider

Students in the auto body program at Sunnyside High School in Tucson, AZ, teamed up with local police to give a beloved lowrider a significant upgrade, reported KGUN 9 News.

“We’re collaborating with the community and everybody benefits,” Chad Kasmar, Tucson’s police chief, told the news outlet.

The lowrider, which has been a part of the police department for years, previously underwent

The initiative provides students with hands-on experience, allowing them to apply their skills in a realworld scenario, all while instructing some of the city’s police officers. “They’re telling me what to do, and they have no idea who I am, which is awesome,” Kasmar added.

the process. “It’s a really good experience, because they teach us things as we teach them things,” she said.

The project acts as a conduit for dialogue and understanding between students and law enforcement. As they work on the lowrider, conversations naturally flow about personal and professional interests, further bonding the two groups.

Looking ahead, Tucson police

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This relationship is a significant milestone in AirPro Diagnostics’ commitment to delivering innovative diagnostic technology and solutions to the automotive collision repair and glass industries.

This agreement includes AirPro’s Auggie mobile ADAS forward-facing camera calibrations device for Fix Network’s collision, glass and mechanical brands.

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SCRS to Study Estimating Systems’ Approach to Structural Set-Up and Measure

by John Yoswick Autobody News

After its 2022 study of blend refinish labor times, which led all three estimating systems to reexamine their 50% formulas and add more flexibility to their systems related to blending, the Society of Collision Repair Specialists (SCRS) said it will embark on a similar approach to the topic of structural set-up and measure.

“We often hear from our members, just as we did with blends, that the historic approach to set-up and measure doesn’t reflect what current requirements of modern-day vehicles and modern-day equipment require,” Aaron Schulenburg, executive director of SCRS, said at the association’s open board meeting this spring in Seattle. “We will perform a study that analyzes both of those tasks, and find a way to communicate back to the industry.

“I think a big difference between the blending project, where we had historical values established similarly by all three estimating systems, is that with the task of setting up a vehicle and measuring a vehicle, those times aren’t defined by any of the estimating systems,” Schulenburg said. “So we’ll be looking at it a little differently in how we produce our results. But I think it will have equal value to the collision repair centers out there who can then take that information and proceed forward.”

Returning to the blend issue, Schulenburg said SCRS has developed a document focused on addressing common questions about the changes in the CCC Intelligent Solutions estimating system related to its blend formula. For each of a dozen questions, the document includes a link to information from CCC or Motor Information Systems — which develops the database of labor times used in the CCC system — addressing the question.

“I’ve heard some people have

been challenged by someone saying, ‘Motor didn’t actually change anything,’ so we put that question in there,” Schulenburg said. “Did Motor Information Systems conduct research on the estimated work time development methodology for color blend adjacent panels? And there is a quote from Motor, saying throughout the first quarter of 2023, Motor reviewed information from multiple sources.”

Did Motor intend for the absence of a defined blend time to default to its prior formula? “Motor removed the previously published color blend formulas after determining they may not reflect the many variations encountered with modern vehicle finishes and designs,” the document quotes from Motor’s published response to a Database Enhancement Gateway (DEG) inquiry. “[Because of] these variations, Motor does not intend to publish a list of included or excluded items specific to color blend.”

How does Motor define a judgment time following an on-thespot evaluation? “A judgment time would be the outcome reached when an estimator or appraiser considers the specifics of the vehicle and repair or refinish operation being evaluated to determine the estimated work time,” Motor wrote in a response to a DEG inquiry.

Paint Rep on Blend Issue

Speaking at the meeting, Jeff Wildman of BASF said the document could prove helpful given what he’s seen related to shops adjusting what they charge for blending.

“I’ve done a couple presentations on it, and a lot of the shops out there seem like they’re just looking for an ‘Easy’ button,” Wildman said. “The information you put together, Aaron, really helps explain it, and I think shops are starting to get it, but they’re afraid to ask for more than

50%. When we talk to shops and ask them what’s happening, what they’re doing, most shops just say, ‘Well, I’m just asking for 50%,’ but the shops that are trying to do more, that are leveraging the information, they’re getting paid for it. But you have to try.”

Wildman also said BASF in April had State Farm representatives in its training center, blending panels.

“They’d been asking about the blend study, and I told them, ‘I can’t tell you how long it takes. Come in and do it,’” Wildman said. “So we had three people from State Farm doing twostage and three-stage blends, getting a feel for it to understand what’s really involved. They were there for a full day, eight hours spraying paint. So we’ll see what the outcome is, but people are looking into it.”

“If you come across an error, an omission, or inaccurate data, you can reach out to us through the website.”

Like Motor and CCC, Audatex also removed its blend formula and changed its guidance to say blend times vary and require a vehicle-byvehicle evaluation. Mitchell allows a user to adjust the blend formula in its system but did not change its guidance related to the formula of 50% of full panel refinish time.

DEG Inquiries Making an Impact

Also during the SCRS meeting, Danny Gredinberg, the administrator of DEG, reported that better than half of the more than 500 inquiries submitted to DEG in the first quarter of the year resulted in a change to one of the estimating system databases by Audatex, CCC Intelligent Solutions or Mitchell. Those combined changes, he said, based on inquiries related to omissions or inaccurate information in the estimating systems, added 233 body labor hours, 70 refinish labor hours, and about $4,900 in parts pricing to the systems.

“Again, this is just in the first three months of this year,” Gredinberg said, adding that more than 22,000 such inquiries have been submitted since the DEG’s inception more than 15 years ago.

Gredinberg highlighted some of the recent inquiries. One (#36440)

questioned CCC’s labor time to replace a quarter panel on a 2023 Nissan Rogue; after review, CCC increased the labor time from 18 hours to 23 hours. Just out of curiosity, Gredinberg said, he contacted Nissan and learned that the automaker had sold 549 of those quarter panels just in one year.

Another recent inquiry related to a Subaru Impreza quarter panel replacement caught Gredinberg’s eye, he said, because he’d submitted an inquiry on the same model of vehicle 11 years ago when working as an estimator. The time was increased back then, he said, and this year another five hours were added to the labor time in CCC. Subaru told him about 1,650 of the quarter panels have been sold since 2013. Inquiries sometimes result in more than just changes to the estimating databases, Gredinberg said. One inquiry (#35949) noted the Mitchell estimating system lacked a labor time for the full replacement of the uniside on the 2024 Chevrolet Trax. Gredinberg found General Motors had no published procedure for that operation, but the automaker developed one within about 10 days of being contacted. That procedure was submitted to Mitchell, who used it to establish a labor time of 23.9 hours — so the inquiry resulted in both an entry in the estimating database and a published OEM procedure.

“If you come across an error, an omission or inaccurate data, you can reach out to us through the website,” Gredinberg said, noting the DEG website also includes other tools like the P-pages or guides to the three major estimating systems, and many of the automakers’ electronic parts catalogs. “We’ve got to speak up. We’ve got to submit these inquiries. Because at the end of the day, we just want to get paid fairly for the work that we’re doing.”

A car sits on a Car-O-Liner Volkswagen 6528 Measuring and Alignment System in a shop in Illinois.

Aaron Schulenburg of SCRS said the association will examine whether the historic approach to set-up and measure actually reflects “current requirements of modern-day vehicles and modern-day equipment.”

Danny Gredinburg said inquiries submitted about the estimating systems in the first quarter of this year alone resulted in the addition of 233 body labor hours and 70 refinish labor hours to the systems.

DANNY GREDINBERG DEG

To meet with an account specialist contact:

Joey Marfin

832-771-7342 jmarfin@classicelite.com

Bobby Spears

832-597-2683 bspears@classicelite.com

Gary Allen

832-519-7699 gallen@classicelite.com

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Laser Welding May Find Its Way Into Collision Repair Shops

By John Yoswick Autobody News

Scott VanHulle, manager of I-CAR’s Repairability Technical Support and OEM Technical Relations, thinks the type of laser welding automakers use in assembly factories may make its way into collision repair shops and could be “a game changer” in the industry. One reason: improved affordability of the equipment.

“You’re using mirrors and lenses to focus that laser beam into an extremely small, tight area.”

SCOTT VANHULLE I-CAR

“A lot of this equipment has finally come down [in price] to be basically on par with a lot of the traditional [welding] equipment we have now, where not too many years ago it would’ve been double or triple what that equipment is today,” VanHulle said in a presentation on the technology at the Collision Industry Conference (CIC) held in Seattle. Unlike traditional welding, which

uses electrons to heat the material, laser welding involves photons, he said.

“You’re using mirrors and lenses to focus that laser beam into an extremely small, tight area,” VanHulle said. “It’s an intense heat in that area, but it’s an extremely small area. And it can pretty much weld everything: steel, stainless steel, aluminum, copper, brass, nickel alloys, dissimilar metals, even different kinds of plastic. There is even some talk about certain kinds of ceramics that can be laser welded.”

Because it doesn’t require a filler wire, it doesn’t introduce different alloys into the weld. The speed and very small heat effect zone are two of other advantages of laser welding.

“And you only need one-sided access,” Van Hulle said. “So if we had a quarter panel, where normally we’d have to plug weld it because we don’t have access, now all of a sudden we could basically do something similar to what the factory did, like a spot weld, despite only having one-sided access.”

VanHulle, however, also pointed to some of the potential challenges with laser welding. If a technician drops a MIG welding gun, swapping out a contact tip isn’t a big expense,

VanHulle said.

“With laser welding, that gun that looks like a traditional MIG welding gun has mirrors and lenses in it that can get smudged or damaged. It’s not a quick swap out of a contact tip,” he said. “You’ve kind of damaged a very expensive part of that tool.”

Laser welding also involves some of the same kinds of hazards as traditional welding, including fumes.

I-CAR’s Scott VanHulle said the advantages that laser welding offers and the reduced cost of the equipment may lead to it being used in collision repair shops

The personal protection equipment required may look similar, VanHulle said, but a different type of welding helmet is required.

“The laser can penetrate a traditional welding helmet, can actually get through it,” he said. “So

if you’re welding and you’re getting reflection off of something, it could actually burn a hole in the helmet.”

Specialty safety glasses are needed as well to protect from more than just sparks and debris.

“If the laser reflects off something and it hits your eye, it’s not like welders flash that feels like you have sand behind your eyes but will eventually get better,” he said. “This does permanent, irreversible damage to your eyes if you’re not wearing safety glasses that are rated for it.”

That’s one of the reasons when laser welding is done during the vehicle manufacturing process, the car moves into an area that is then closed off during welding so no one is potentially exposed.

“We may have to have something like the aluminum clean rooms if we’re laser welding, that can be locked off so other staff can’t walk into that area,” VanHulle said.

These challenges aside, VanHulle said, the laser welding process has a “substantially lower” learning curve with fewer possible user errors.

“I’m not saying we’re going to start laser welding tomorrow,” VanHulle said. “But it’s something we’re definitely going to have to keep an eye on in the coming years.”

Phoenix Mother Receives Life-Changing Car Donation

A Phoenix-area mother, Corina Kelley, was presented April 24 with a 2017 Ford Edge Titanium, enhancing her ability to manage her family’s complex needs. This event, part of the National Auto Body Council (NABC) Recycled

without reliable transportation. The vehicle, donated by Nationwide and refurbished by Crash Champions Collision Scottsdale, promises to ease some of these burdens.

“When I pick my children up from school, that’s our special

Rides program, took place during the Auto Body Parts Association’s annual conference in Scottsdale, AZ.

Kelley has faced a lifetime of challenges, from homelessness to raising four children, some of whom have special needs, all

time,” Kelley shared. “It’s a moment when we can talk about our day, or sing songs, or just be silly together. I am just so grateful that you all have blessed us with this vehicle. We are so appreciative of this donation.”

“It is our pleasure to do our part to get this vehicle ready for the Kelley

family,” said Mike Fitzpatrick, vice president for southwest markets at Crash Champions. “This is one of the best events we have all year, and we are proud to participate in the NABC Recycled Rides program.”

The Recycled Rides program brings together various facets of the collision repair industry to repair and donate vehicles to individuals and families in dire need of reliable transportation. Since its inception in 2007, the program has donated more than 3,300 vehicles valued at approximately $47 million.

This year’s vehicle presentation was sponsored by the Auto Body Parts Association at its annual meeting and business conference at the Scott Resort. The ABPA has been a consistent backer of the NABC Recycled Rides presentations at its annual conferences since 2017, aiming to foster change and offer substantial support across the nation.

Additional partners involved in this year’s presentation included Cars for Charity, Advanced Remarketing Services, Copart, Autozone, Big Brand and Premier Services.

Autel Approved For Nissan Central Gateway Access

Autel announced its tablets have been approved for Nissan Central Gateway (CGW) access via AutoAuth, the aftermarket tool OEauthentication service, enabling registered users to access secured systems and perform complete diagnostics on select late-model Nissans.

By registering their shop and tablet at AutoAuth, Autel users can perform diagnostics and service tasks such as clearing codes, bidirectional controls, Active Tests, Special Functions and ADAS calibration on security gateway-equipped Nissan vehicles. As Stellantis did previously, Nissan implemented its security gateway to prevent unauthorized access to the vehicle network.

Nissan vehicles currently included in this coverage are 2020 and newer Sentras, 2022 and newer Pathfinders, and 2021 and newer Rogues.

Autel users should visit AutoAuth. com to create an account and register their shop and Autel tool. There’s a $50 annual charge per shop. It includes five tools and five users. The tablet must have an active Autel subscription and be WiFi enabled.

How to Determine if Investing in EV Repair Makes Sense for Your Auto Body Shop

By Abby Andrews Autobody News

As EVs gain market share, auto body shops across the U.S. must consider if and how they will prepare for repairing them.

Kelly Logan, director of collision repair programs at EV maker Rivian, and Kris Burton, owner of Rosslyn Auto Body and a board member with the Society of Collision Repair Specialists (SCRS), stopped by Autobody News’ The Collision Vision podcast, hosted by Cole Strandberg, to share their insights on how body shops can take full advantage of the opportunities EV repair creates.

Strandberg asked Logan about the safety considerations involved in EV repair.

Logan said EV-specific training is critical to make sure technicians have the necessary skills and the information to be able to work on them safely. For instance, highvoltage gloves need to be checked regularly for pinholes, because an electrical short can jump through.

Rivian offers hands-on, instructorled training for technicians who will be working on the vehicles, and online training for everyone who works in a repair shop in any role. “If there’s a vehicle that has a battery pack out or has the front end tore

The Importance of Training and Safety

Logan said Rivian has a network of certified collision centers, but recently launched a new program to bring on third-party, independent service providers to work on the electric delivery vans it is building for Amazon.

Burton said his shop, which is located in Alexandria, VA, near Washington, D.C., started working on its Tesla certification in 2014. It now has that, as well as its Rivian certification.

“I think you’ve got to come into [repairing EVs] open minded, facility wise, tooling wise and then tech wise,” Burton said.

Logan, who has worked for two other EV startups before Rivian, including Tesla, said EV makers are looking for collision repair shops that are “open to growing with us, looking at training requirements and tooling requirements.” He said Rivian tries to ensure shops are only buying special tools they absolutely need to repair their vehicles.

to physically inspect it or do pressure checks to make sure there is no internal damage.

Strandberg asked Burton about how he made the decision to begin pursuing Tesla certification in 2014.

“It was an opportunity for us to be on the forefront, and especially in our region, here in the D.C. area,” Burton said. “There’s a lot of EVs on the road. It was really an opportunity for us to to help our business grow.”

Burton said new tooling is not just an upfront cost, it’s an ongoing one as well. For instance, certain welders have a specific lifespan. Training also requires an ongoing investment, including travel expenses to attend in-person classes, as vehicles continue to evolve.

How the Rise of EVs Will Shape the Future of Collision Repair

Logan said he does not see ICE vehicles becoming extinct, at least not in his lifetime. It will be up to shops on an individual basis to decide which certifications make the most sense to pursue, but the need to specialize could also drive opportunities.

to take your business in the future,” Logan said. “There’s programs out there that are not as strenuous, and that’s OK. And then there’s programs like...Rivian. We have a lot of things to it. There’s standards, there’s tooling, there’s a lot of investment. There’s training commitments.

“I don’t think every certification, every OEM even fits our model. I don’t think you can be everything to anybody anymore.”

“So you can look at maybe dipping your toes into the water with with other programs, if it makes sense for your business,” Logan said. “Or you can just jump right in, like [Burton] has done in the past, and get involved with it.”

apart and there’s high voltage lines exposed, it’s really good just to have everybody in the building on the same page as far as safety,” Logan said.

Compared to ICE vehicles, EVs have much fewer moving parts, Logan said, but their high-voltage battery packs contain many modules, each holding thousands of individual battery cells. Repairers will never be asked by an OEM to fix a battery pack; if there’s an issue with it, it will be replaced. But OEMs do have different instructions for when and how to remove the pack to complete other procedures.

“In the future, as EVs become more mainstream, maybe you’ll have battery repair centers,” Logan said.

Logan said Rivian has a support team for its certified collision network, that looks at batteries in damaged vehicles on a case-by-case basis, to determine if dents or scratches on the case are allowable, or if the pack needs to be replaced. Sometimes that can be done by photos; other times, a technician from Rivian needs

“When you really get good at repairing one vehicle or a particular brand of vehicle, your whole shop gets comfortable. Your technicians get comfortable with how these vehicles are put together and how the repair procedures are laid out, and how how you write an accurate estimate. It really does help your overall business,” Logan said.

Burton said his shop mostly only fixes vehicles for which it has certifications now. “It’s five, six brands of cars that we repair,” he said. “And we’ve got it down pretty well to how to move forward with those.”

He also said he has five apprentices in his shop now, all between 18 and 20 years old, and if the shop had more space, it could probably bring in more.

“I think the the narrative that kids don’t want to do [collision repair] is incorrect,” he said. “I think a lot of kids do want to do this, but they want to be in a place where they’re supported and where they’re free to learn and where they can make mistakes and improve and grow.”

Key Takeaways

Logan said shops should research OEMs’ certification requirements to determine which ones make sense to pursue. Some won’t fit a shop’s particular business model.

“It’s looking at where do you want

“I don’t think every shop is for certifications,” Burton added. “I think you really need to pick. I don’t think every certification, every OEM even fits our model. I don’t think you can be everything to anybody anymore.”

Logan said Rivian has an online application for shops interested in becoming certified to work on their vehicles. As Rivian’s vehicle population has grown — doubling in the past two years — so too has interest in being able to fix them. The EV maker carefully considers which shops to work with, based on where their customers are located.

“We want to make sure that the shops in our programs are successful,” Logan said. “And so overloading the network with too many shops in markets can actually backfire where nobody’s getting a return on their investment.

“Sometimes we get shops that are frustrated; they really are excited. They want to be on the network,” Logan added. “We just want to make sure that they understand if you spend all this money and got brought on to the program, and you didn’t see any vehicles, then you’d be upset.”

Return on investment is key, Strandberg said, as there is a cost to getting certified that takes both time and money.

“Lastly, specialization,” Strandberg said. “That’s something both Kelly and Chris spent a ton of time on. If you want to make sure a certification offers you a good ROI, especially one for EVs, consider specializing if the market’s right. If your talent’s right.”

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Measuring Your Body Shop’s Performance Based on Gross Sales Per Tech

One of the things we’ve been tracking in our 20 Groups, the Spartans, are average sales produced per month per body tech and paint tech. A lot of people talk about measuring technician efficiencies, but I prefer to monitor the average sales produced per person.

is $55,000 a month for each of the five people working in the body department.

Today, we see shops averaging about $65,000 to $75,000 in gross sales per person in the body department. Sure, there are some outliers, those with an average far below that, and some north of $100,000 per person in the body department. But when you exclude those high and low outliers, the average is in that $65,000 to $75,000 range.

In the body department, for example, I would say the average shop prior to COVID had monthly gross sales of between $55,000 and $65,000 per body tech. If a shop had gross monthly sales of $275,000 produced by three body techs and two body apprentices, the average

So what if you’re not hitting that average? I would bet it’s because of one or more of the following reasons.

1. Estimate quality. There are likely labor operations your techs are performing that aren’t being included on estimates or final invoices.

2. Administrative bottlenecks. Your technicians could produce more, but they’re waiting for an admin person to write an estimate or supplement, so they’re not making

the most of their time. Or the techs might be performing some of the administrative functions — checking in their own parts, for example — because the shop is running lean on admin staff. It’s important to understand what that’s costing you. If your shop is making 45% gross profit (unloaded) on the $75,000 a technician is producing in a month, take that $33,750 and divide it by the 160 hours the technician works in the month. Having that body tech checking in his own parts is costing you about $211 per hour in lost potential gross profit.

3. Skill sets or training. Maybe you have a lot of entry-level apprentices. Your average sales per tech may be low in the short-term, but it’s a little pain for the longer-term gain. But also think about what training you can get techs — from I-CAR, 3M or BETAG, etc.— to boost their productivity.

4. Overstaffing. I’ve seen some shops be overstaffed at times ahead of opening another shop location, or because of some upcoming staff retirements. But those should

be shorter-term issues rather than chronic overstaffing.

5. Scheduling. A low average could also be a sign you’re not scheduling in the right mix of work based on the skill sets of your techs.

6. Pay plans. Could your pay plan improve how incentivized your team is to produce? Again, pay plans vary based on shop leadership and culture, but it can contribute to monthly sales produced per technician.

These are the most common reasons I see why shops’ numbers per tech aren’t keeping up with the industry, but there certainly are other potential nuances as well. A high average gross sales per body technician could be inflated by a lot of PDR work after a hailstorm, for example. It could be affected by techs staying late to work, or coming in early or on weekends. A high labor rate, or a mix of work that includes a lot of high-end vehicles, will affect your average. So it’s important to look for all the contributing factors like these when tracking your average gross sales per person.

New Orleans Nonprofit Covenant House Receives NABC

Recycled Ride

Covenant House New Orleans, a support organization for homeless youth, received a refurbished 2015 Chevy Tahoe, enhancing its ability to serve clients. The donation was made possible through the National Auto Body Council (NABC) Recycled Rides program in collaboration with Allstate, Gerber Collision & Glass and the Roberts Family Agency.

The vehicle presentation, which took place May 17, marks a significant contribution to Covenant House’s mission to provide shelter, counseling and other support to youth who have become homeless. In many cases, the clients are victims of trafficking or some other form of abuse.

Covenant House provides training in life skills to make them ready for school or work, and is part of a national network serving 34 cities.

This new vehicle will enable them to meet the wide variety of transportation needs of youth who live at Covenant House New Orleans and fully support

their transition from surviving to thriving.

“We put a lot of miles on our vehicles serving 800 youth a year, getting them to doctor appointments, community services and school,” said Rheneisha

vehicles to individuals and families in need. Since its inception in 2007, the program has donated more than 3,300 vehicles valued at approximately $47 million.

“What is important to us at Allstate is giving back to the local community, supporting charities the best way we can, and building futures in traditionally underserved communities,” said Clint Marlow, director of claims innovation and customer experience for Allstate.

Robertson, CEO of of Covenant House New Orleans. “We are just so excited to have reliable transportation for them now.”

NABC Recycled Rides is a unique initiative where collision repair industry businesses collaborate to repair and donate

“I think that all these boxes are checked with this gifting. It’s a privilege to be able to help Covenant House continue their mission to serve the community.”

Additional partners in the presentation included Copart, Glass America, All Clear Diagnostics, Advanced Remarketing Services and Cars for Charity.

Auto Additive Launches 3D Printing Business

Auto Additive launched its new business, providing 3D printing solutions to the automotive repair industry, at the IBIS Global event in Greece.

Auto Additive and its founding partners HP, Headlights.com & 4Plastic, are set to revolutionize the supply of 3D printed tools, jigs and repair parts such as headlight tabs. The weldable and attachable repair tab kits will be available for sale exclusively through Headlights.com.

Auto Additive is collaborating closely with key industry stakeholders in 3D printing, including HP and Forcast 3D. The business is also leveraging advanced blockchain-driven software to deliver cutting-edge solutions that meet the highest quality standards in the aftermarket and OEM sectors. Auto Additive is set to offer a range of services to meet the growing industry needs in the collision sector, including building custom parts catalogues, 3D printing and managing existing digital parts, engineering custom tooling, and working on tailored projects.

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CARSTAR Denver Business Group Raises $1,300

Cystic Fibrosis Research

The CARSTAR Colorado business group, which included four locations in its market, participated in the sixth annual Denver Great Strides event, raising more than $1,300 to support cystic fibrosis (CF) research and patient care. Twenty-seven team members from CARSTAR West Auto Body, CARSTAR Alpine Auto Body, CARSTAR Supreme Auto Body and CARSTAR Jordan Road Collision came together for a great cause.

Reflecting on the success of their fundraising efforts, the group expressed their unwavering dedication to the fight against cystic fibrosis.

“Our team’s commitment to supporting the CF community is stronger than ever,” said Kelly Domer, owner of CARSTAR Jordan Road Collision. “Participating in the Denver Great Strides event for the sixth consecutive year is a testament to our dedication to this important cause.”

Domer also highlighted the

Joe Hudson’s Collision Center has expanded its reach by acquiring three new locations, including Roy’s Body Shop and Garage in Eldersburg, MD, and two Stadium Auto Body locations in Jonesboro, AR. “We’re excited to announce the opening of our fifth location in Maryland through the acquisition of Roy’s Auto Body and Garage. This expansion also increases our market penetration in the thriving community of Jonesboro, AR, with the addition of the two-location Stadium Auto Body group,” said Brant Wilson, CEO of Joe Hudson’s. “As we pursue our growth targets for 2024, it’s paramount to partner with collision repair businesses that share our commitment to quality repairs and outstanding customer service. The reputations of these three businesses, built over decades, perfectly align with our values.”

COO Cameron Dickson emphasized Joe Hudson’s robust operations leadership, ensuring strong support for the new locations. “The incorporation of these three acquisitions elevates our total store count to 224

locations,” Dickson said. “With our seasoned field leadership in place, we are poised to seamlessly integrate these additions into the Joe Hudson’s network, maintaining the exceptional service and craftsmanship standards synonymous with our brand.” Wendy Patrick, chief administrative officer, highlighted Joe Hudson’s dedication to capitalizing on existing employee talent. “A pivotal factor guiding our acquisition strategy is the presence of exceptional staff within prospective locations,” Patrick said.

“Their expertise is instrumental in our decision-making proc Classic Collision Expands in Minnesota, Arizona ess, as we recognize the importance of inheriting skilled professionals who align with our commitment to excellence. Retaining the experienced and highly skilled employees of both Roy’s Body Shop and Garage and Stadium Auto Body is crucial to our success and our ability to quickly integrate these acquired locations into the Joe Hudson’s family.”

Taking Out Some of the Glare of Working With Semi-Gloss, Matte Finish Vehicles

By John Yoswick Autobody News

With an increasing number of newcar buyers paying a premium ranging from $1,000 to $17,000 or more for a matte or semi-gloss finish, they’re likely to be even more attuned to any refinishing done to that vehicle following auto body work. The Collision Industry Conference’s Parts and Materials Committee paint representatives at this spring’s CIC, held in Seattle, offered tips for successfully matching the look and gloss of these finishes.

Bradley Letourneau, a trainer with BASF, said most automakers view the finishes as custom.

“So it’s not like a manufacturer will measure gloss unit and say, ‘OK, in order for it to be a frozen finish or a piano finish, it has to be within a certain amount of gloss,’” Letourneau said. “They kind of take a look at it, and as long as there are no big runs, dust or dirt in it, it goes to the lot and it gets sold. So because there are no industry standards, these are viewed as custom. You should expect to see a lot of variation within the sheen.”

He said he teaches refinishers the sheen will impact the color a lot more than the color will impact the sheen.

“Time and time again, I see painters doing their first matte finish think that their color is wrong when it’s not,” he said. “It’s actually the sheen that they need to adjust to get that proper match. Typically, if we have a bad color match, we can blend that color out so the customer can’t see it. With a matte vehicle, we’re not blending clear coat. We have to do a panel match. There is no option to blend that clear out to transition it into what is currently on the vehicle. So matching of the sheen is always done by panel match.” He shared photos showing how three panels, each with the same

color, appeared different based on whether a matte, semi-gloss or medium gloss clear was applied, as well as how two panels with the same color appeared different based on whether one coat or two of the same matte clear was applied.

Painters must consider which method and process to use, Letourneau said.

“Both can work, but if you’re going to choose just one coat of clear, you must understand how that’s going to impact the color and the shade of the vehicle,” he added.

Letourneau said it’s also important to view the matte finish from the correct angle.

“All too often, you’ll see a technician look at it at from a 90-degree angle,” Letourneau said. “This isn’t going to a give you an accurate representation of the sheen. The best way to view these is from between a 5-degree and a 15-degree angle. Especially with your test panel. When you’re placing it against the panel you’re trying to match, view it at a 15- or 5-degree angle.”

He said creating multiple test panels and documenting all the variables for each — spray gun and tip size, clear coat used, flash time, humidity, bake time and temperature — is even more critical with matte finishes than with traditional gloss finishes.

“If you alter any of those variables, you’re going to get a different result,” Letourneau said. “Polishing or wet sanding is impossible, so you’ve got one chance to do this correctly.”

He said he and trainers from other paint companies went to the BMW training center in New Jersey several years ago, and they each sprayed a test panel with the same variables.

“We all used the same gun, the same clear coat, the same hardener,

the same everything,” he said. “So every variable was controlled.”

Still, there was significant variation among the test panels, showing that even how a painter sprays can make a difference in the appearance of a matte finish. The manufacturers’ approved products and mil thickness have to be noted, he said. The use of

a gloss meter can cut back “quite a bit” on preparation time.

“And here’s where sometimes I get into some arguments with some shops or insurance companies: always refinish two or more panels,” Letourneau said. “Usually it’s best to

“It’s like anything else: these are actually pretty simple to do once you’ve done a handful of them.”

BRADLEY LETOURNEAU BASF

paint the whole side because, again, we are panel matching the sheen. We can’t blend the sheen out. So in order to minimize variation and increase the odds of success, paint the whole side.”

Improper washing of vehicles with a matte finish is the primary reason a warranty gets voided, he said, so make sure to use the manufacturer’s recommended products and process for detailing the vehicle after it is refinished.

“I’m not trying to scare anyone off,” Letourneau said of matte refinishing. “It’s like anything else: these are actually pretty simple to do once

you’ve done a handful of them. It’s really all about preparation.”

The committee’s presentation seemed to reassure attendees about matte finishes rather than scaring them off. At the start of the session, a poll of CIC attendees found 21% of shops said they likely wouldn’t accept a matte finish job, and another 16% were “on the fence” about it; asked again at the end of the session, just 3% were still on the fence and the percentage who said they wouldn’t accept a matte finish job was down to just 13%.

California shop owner Kye Yeung went a step further and said shops “almost have to have” a gloss meter to refinish matte vehicles successfully. The meters use three cameras to measure the gloss on a scale of 1 to 100, he said, and “can differentiate the amount of gloss that the human eye can’t detect.” They can be as much as $5,000.

“But we’ve done some research, and [found one] from eBay that was $400,” Yeung said. “We found that it was pretty consistent, that there was really no difference [between the two] because we’re not sending people to the moon, we’re just painting vehicles.”

Bradley Letourneau of BASF said he teaches refinishers that the sheen can significantly impact the color of a matte finish

Aims Automotive Students Sweep SkillsUSA Colorado With 8 Medals

Aims Community College automotive collision repair and refinishing students excelled in the SkillsUSA Colorado Competition, securing eight medals and positioning themselves for a national showdown in Atlanta.

Six dedicated students from Aims, which has several locations in northern Colorado, competed in the SkillsUSA Colorado Competition held in Pueblo in April. “They did fantastic and made us look great,” said Mike Hanscome, an Aims automotive instructor and advisor for the SkillsUSA team. “They worked their butts off, and at the end of the week, it paid off. They all got to stand on the podium.”

Each Aims student who participated in the event was placed in the top three of their category, achieving a total of eight medals. The winners include:

Post-Secondary Collision Repair: Mario Saenz, gold

Post-Secondary Refinishing: Kayleigh Kerr, gold; Drew Ayres, silver; Jesse Manuel, bronze

Post-Secondary Facility Management: Drew Ayres, gold;

Jesse Manuel, silver; Kris Ried, bronze

Secondary Refinishing: Lucian Simpson, bronze

The three gold medalists, Saenz, Ayres and Kerr, will now represent Colorado in the SkillsUSA Championships in Atlanta from June 24-28, their first opportunity to compete on the national stage.

Saenz is particularly excited about the networking opportunities at the SkillsUSA Conference. “I love meeting with a whole bunch of industry professionals and talking to them about their jobs, their companies and all the different technologies,” he said.

In preparation for nationals, Saenz has been honing his skills with extra practice and one-onone coaching from instructors like Hanscome and Kyle Cadarette.

“They are so helpful,” Saenz noted. “They have given me some tips and tricks and have also given me a good amount of practice to allow me to sharpen my skills to show at the competition.”

Ayres encourages other students to seize the opportunity to

participate in SkillsUSA. “If you’re in a position where you can go to this competition, you should do it just because it’s a free education,” he advised.

Although Ayres initially aimed for a top spot in the refinishing category, his unexpected victory in facility management reflects his daily professional experience. “I did good because I deal with management stuff daily,” he explained. Ayres is now researching best practices and practicing scenarios to prepare for the competition, with hopes of returning next year to compete in refinishing.

For Kerr, this year marks her final eligibility to compete in SkillsUSA. After placing second in the state for the past two years, she pushed herself to reach the national finals.

“I just, it’s like an addiction you get here and you love it. Then you can’t stop,” she said.

Kerr advised aspiring competitors to be proactive in their learning.

“If there’s somebody who knows something that you don’t, ask questions, make yourself better. Don’t sit around waiting for it to happen,” she said.

The SkillsUSA Championships is the premier showcase of America’s most highly skilled career and technical education students and one of the world’s largest hands-on workforce development events. Held in conjunction with SkillsUSA’s National Leadership & Skills Conference each June, this event features more than 6,000 state champions from across the U.S. competing in 115 skilled and leadership competitions.

Aims Community College supports its students in attending such events, covering costs for the conference, travel, accommodations and more. The automotive degree programs at Aims are nationally recognized and certified, providing students with ample opportunities to excel.

Classic

Collision Expands in Minnesota, Arizona

Classic Collision, LLC, announced the acquisition of Crossroads Collision Center in Lake Elmo, MN, and CARSTAR T&S Body Works in Tempe, AZ.

“We are thrilled to welcome the Crossroads Collision Center and T&S Body Works teams to the Classic family,” said Toan Nguyen, CEO of Classic Collision. “We admire their highquality standards and are excited to build upon that in our Arizona and Minnesota markets.”

Crossroads Collision Center has been a staple in the Twin Cities and surrounding areas for more than 40 years. Known for its commitment to high-quality service, the center has earned a reputation as the preferred choice for collision repair in the region.

Similarly, CARSTAR T&S Body Works has been a family-owned and operated business since 1986, offering top-tier auto body repairs in Tempe.

“We have made it our goal to make our customers’ lives easy, from pick up to delivery, and believe that Classic Collision will continue this approach with customers,” said Chad Wyttenbach, former owner of Crossroads Collision Center.

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“We have provided the highest-quality auto body repairs for customers by our skilled teammates who take pride in themselves and the numerous satisfied clients who walk in and out of our doors every day. We have complete faith in Classic Collision to provide the same quality repairs and customer service to our community,” said Scott Look, former owner of CARSTAR T&S Body Works. With these acquisitions, Classic Collision brought its total number of locations to more than 200 across the U.S.

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Vehicle Characteristics, ADAS Features Shifting Claims Frequency, Severity

By Abby Andrews Autobody News

As vehicles continue to grow larger, heavier and faster, accident severity is increasing, but the wider availability of ADAS features like automatic emergency braking (AEB) is showing an effect on accident frequency

That is according to Kay Wakeman, a research analyst with the Insurance Institute for Highway Safety (IIHS) and Highway Loss Data Institute (HLDI), who spoke about vehicle fleet trends and how they will affect collision repair during the 2024 Women’s Industry Network (WIN) Annual Conference, held in May in Newport Beach, CA.

which affects the median (overall average) and mean (middle number, when placed in order.)

“Claims severity is a really complicated issue,” Wakeman said. “Yes, there’s a cost of calibration associated with these systems, but there’s also this element that the types of claims that are still happening look different than what we’re used to.”

Vehicles Get Bigger, Heavier, More Powerful

In the early 1980s, the car was king, a small percentage of people drove pickup trucks and no one drove an SUV, Wakeman said. As of 2022, 50% of the vehicles sold in the U.S. are SUVs. Pickup trucks have

Wakeman said the average age of vehicles on the road in the U.S. today has grown to 12 years old, meaning it will take a while for the effects of technology like ADAS features, currently widely available only on newer models, to be reflected in crash data.

As of 2022, about 20% of U.S. vehicles have AEB. Wakeman said it will likely take until 2045 to 2050 before 95% of the U.S. vehicle fleet has the technology, which, it was recently announced, will be a standard feature on all new light-duty passenger vehicles by 2029.

“These things are going to become more and more prevalent, so as you’re thinking about the future at your shops and the types of vehicles you’re going to be repairing, know that this is coming,” Wakeman said.

Adding ADAS to vehicles has proven to drive down the frequency of accident claims, but it increases the average severity, Wakeman said.

Part of that is due to “mean shifting.” ADAS systems that work at low speeds help prevent a lot of “lowdollar” claims, like those in parking lots, removing them from the data set. That leaves higher-dollar claims as the larger share of the entire set,

expensive to purchase and repair, which can impact severity.

Shifting to pickup trucks, small pickups’ popularity hit a low in 2014, but have rebounded recently, helped by Ford bringing back its Ranger and introducing the smaller Maverick. However, larger models, like the Ford F-150, still have the largest chunk of the market.

In 1981, most trucks had a twodoor cab. Today, more than 90% have a four-door cab, which are much bigger and heavier than the twodoor version, adding more mass and weight to crashes.

Looking at SUVs, most sold are small or mid-size, as many of the mini and large models have been phased out, similar to cars.

In the 1980s, there was no such thing as a luxury SUV, but they now make up nearly 20% of the SUVs sold, Wakeman said.

And while truck owners seem to be concentrated in certain parts of the country, SUV owners are everywhere. “For the most part, SUVs are all over,” Wakeman said.

Horsepower More Affordable Than Ever

Horsepower is where “things have absolutely skyrocketed” over the

last 40 years, Wakeman said — it has tripled for pickup trucks and doubled for SUVs and cars.

“We now have vehicles capable of going faster while weighing more than they ever have before,” she said. “That’s leading to much more force in a crash.”

In 1999, the highest-powered vehicle in the HLDI vehicle database was the Ferrari 550 Maranello, which had 478 hp and cost $220,000. There were only 239 in the database.

Fast forward to 2019, and that same amount of power was available for $47,000 in a Ford Mustang Bullitt. A Chevy Camaro with a slightly lower rating of 455 horsepower only cost $27,000. There were 2,500 and 6,000 of each, respectively, in the database.

“Horsepower has become a lot more affordable for the average person,” Wakeman said.

Research shows people drive faster as their vehicles become more powerful. More concerning is data showing the biggest increases in speeding have happened on roads rated at 40 to 45 mph — meaning people are driving faster on neighborhood roads, which pedestrians and cyclists are also using.

maintained their presence in the fleet, but cars have been on a steady decline.

Vehicle specs have also changed a lot in the last 40 years, Wakeman said.

Weight has gone up for all vehicle types, but especially for pickup trucks. There has also been an increase in length for most vehicles other than cars.

More vehicles sold today have four-wheel drive, making them weigh more and cost more to repair, Wakeman said.

Looking at cars, most sold today are small or mid-size, as micro and very large cars have been phased out.

The size of the vehicle really matters, Wakeman said. She showed a video of a crash test in which a Smart car and a Mercedes-Benz C-class crashed headon. The Smart car crumpled, and the test dummy in the driver’s seat hit its head on the car’s A-pillar, “most likely a fatal hit,” she said.

“Remember, that’s a Mercedes C-class,” Wakeman said. “That’s not a Ford F-150; that’s a small car. So you can imagine just how much more devastating it can be.”

Luxury and sports cars have doubled in popularity over the last 40 years, Wakeman said, which are more

Kay Wakeman, research analyst with the IIHS and HLDI

collision technology program has increased 350%.

In Allen, TX, Collin College’s collision technology program allows students to choose between two associate’s degree pathways. One with guided work experience allows students to reinforce what they have learned in the classroom and lab. Each semester, the student attends classes for eight weeks and then works side-by-side with a mentor for eight weeks. The other allows students to attend classes for the entire semester.

The college initiated the program in 2020 with just 10 students. By the end of the spring 2024 semester, enrollment had surged to 54 students, including 12 female students, making up 22% of the cohort.

Raven Hartkopf, professor of collision technology at Collin College, recently conducted an updated survey of approximately 70 of the 100 collision shops in Collin County. The survey explored the attitudes of body shop owners and student technicians toward the workplace. The findings reveal that while student technicians are enthusiastic about their careers, employers must enhance support to

Key Findings From The Student Technician Perspective

Workplace Benefits

Health care insurance emerged as the most coveted benefit among students. Hartkopf noted many small business owners struggle to offer this benefit, which can hinder their ability

$1,600 each, alongside tuition coverage for four classes, uniforms and textbooks.

Salary Expectations

Salary expectations are influenced by the diverse demographics of the program’s students, ranging from 16 to 57 years old. Many nontraditional students have families and higher living costs, making $12 per hour insufficient. The survey indicated most students expect to earn between $15 and $19 per hour to meet the high cost of living in North Texas.

to attract skilled talent.

Additionally, providing toolboxes could be a significant incentive, yet few employers offer this benefit. Collin College wanted its students to be better equipped for entry-level work. So it applied for and recently received the Texas Reskilling and Upskilling through Education (TRUE) Grant, which will supply students with 40 rolling toolboxes fitted with essential tools valued at around

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Career Aspirations

The majority of students in the collision technology associate’s degree program aspire to become body technicians or painters rather than office roles like estimators or shop owners. Hartkopf emphasizes the importance of continued education and skill development, advocating for employers to invest in their employees’ professional growth.

Hartkopf also tells students their education at Collin College is only the beginning and they should continue learning and building on their training. “Most of these students

want to continue learning beyond this program and continue their professional development,” she said. She believes employers have a responsibility to uplevel their employees’ skills.

“Because of the technician shortage, sometimes we miss the mark, and we’re concerned more about having a warm body in a particular role instead of ensuring that person is fitted with the best skills possible,” Hartkopf said. “Our students finish our program with a trainable mindset.”

One of the distinguishing characteristics of those super successful students is the one who rise above the average have dedicated mentors in their lives, pouring in knowledge and handson training. She said mentors guide them in their journey and offer support along the way.

She encourages body shop owners to pair student apprentices with mentors to set them up for the best possible success.

onfidence Level

Fifteen out of 18 respondents agreed or strongly agreed with the statement, “I feel confident working in the collision industry.” Hartkopf’s survey highlights that independent

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shop owners are generally more flexible with student apprentices’ schedules compared to larger MSOs. She advises shop owners to be more accommodating, allowing students to work part-time to gain experience, which can lead to full-time positions upon graduation.

Body shop owners can significantly benefit from understanding and addressing the needs and expectations of collision repair students. Shops can attract and retain skilled technicians by offering competitive salaries, valuable benefits and flexible working conditions, mitigating the industry’s labor shortage. Additionally, fostering a supportive learning environment with dedicated mentors can enhance the professional development of these future technicians, ensuring they are well-prepared and motivated for longterm careers in collision repair.

in the fall.

Alba also plans to distribute more than 50 excess tools to local North Texas automotive programs, particularly schools in rapidly growing cities around Collin County.

Alba is deeply grateful to Repairify for the donation. “We will steward it well and look forward to sharing these tools with high schools whose budgets are much tighter,” he said.

necessary tools. Now, the number of available scan tools will exceed 34, drastically improving accessibility and proficiency in students’ repair skills.

“This donation means our students can be faster and more proficient in their studies and repair skills,” Alba explained. “The increased availability of tools will significantly reduce wait times, allowing students to maximize their hands-on learning experiences.” Alba is confident incoming students will be thrilled with the additional resources available when they return

Collin College is situated in Collin County, which includes cities such as Plano, McKinney and Frisco.

The area’s burgeoning population, along with the strong regional presence of major companies like Toyota, Subaru and Kubota, has led to a demand for skilled automotive professionals.

The school’s automotive and collision technology program, housed at the Technical Campus in Allen, boasts 250 students, including credit and continuing education participants. When it began in 2020, it had an enrollment of 10 students in the collision program. At the end of the spring 2024 semester, enrollment had increased to 54 collision students.

Collin College also collaborates with local high schools in Frisco, Allen and McKinney, supporting dual-credit programs that allow high school students to earn community college credits. Alba said the program has outgrown its facilities in just four short years, with classes now held Monday through Saturday to accommodate the high enrollment numbers.

Alba employs innovative strategies to manage this growth, such as staggering classes and continually seeking new faculty hires. Despite the challenges, including the difficulty of offering competitive salaries compared to industry positions, Alba remains committed to expanding the program’s capabilities. Currently, he is looking to fill a full-time position for a collision education instructor.

Relationship-building is key to Alba’s role, as he works closely with local employers, independent shops, dealerships and collision entities like Car-O-Liner. Alba’s partnership with Car-O-Liner, developed over two years and finalized last spring, has been particularly beneficial. Car-OLiner provides technical training and donates software for its equipment, such as welders. It has a full-time employee who is part of the faculty at Collin College.

Elias Alba is the head of the automotive and collision technology program at Collin College

Dynabrade Tools Sponsors

Juncos Hollinger Racing

Dynabrade Power Tools announced its partnership with Juncos Hollinger Racing Team as its official tool sponsor, starting at the 108th Running of the Indianapolis 500 Presented by Gainbridge. Dynabrade is committed to supporting the racing community with high-performance power tools, giving Junco Hollinger Racing a competitive edge by leveraging the power of the innovative equipment throughout the 2024 season.

The partnership will see Dynabrade’s branding prominently displayed on Junco Hollinger Racing’s channels throughout the racing season.

“When our team back at the factory requested new tools, we took it a step further, looking to fully integrate a future-forward pioneer in the abrasive tool space,” said David O’Neill, team principal of Juncos Hollinger Racing. “JHR has developed an impressive talent pipeline, and now the team can perform at their best with the most innovative tools on the market in hand.”

“Dynabrade is excited to be an official partner of Juncos Hollinger Race Team in 2024,” said Mike Saraf, VP of global sales at Dynabrade.

Pair Accused of Murdering Informant in New Orleans Staged Car Crash Scheme

A federal probe into staged automobile collisions in New Orleans escalated to charges of murder and witness tampering, according to a press release from the U.S. Attorney’s Office, Eastern District of Louisiana.

A five-count indictment was unsealed against Ryan J. Harris, 35, of New Orleans, and Jovanna R. Gardner, 39, of Chalmette, LA. Both now face allegations including conspiracy to commit mail and wire fraud, conspiracy to commit witness tampering through murder, witness tampering through murder, and two counts of conspiracy to retaliate against a witness through murder.

Harris and Gardner allegedly aided and abetted the murder of another participant in the scheme, Cornelius Garrison, in September 2020. Garrison had began cooperating with federal investigators in 2019.

The indictment said Harris and Gardner were part of a scheme to cause caused staged collisions with other vehicles in the New Orleans area.

In the scheme, some people

Audi Part Professionals are experts on collision parts, replacement components and mechanical items

acted as “slammers,” driving vehicles they intentionally ran into 18-wheeler tractor-trailers and other commercial vehicles to stage collisions. The slammers would flee the scene and a “passenger,” who had ridden along in the vehicle knowing it would be cause a crash, would falsely claim to have been driving at the time of the collision.

Harris was described as a key slammer in the operation. He also recruited and conspired with others to participate in staged collisions. Gardner was a passenger in a staged collision.

The scheme also involved “spotters,” who drove getaway cars that allowed the slammers to flee the scene. The spotters would sometimes also pretend to be eyewitnesses who would flag down the commercial vehicles after the staged collisions and allege the commercial vehicles were at fault.

Additionally, the scheme included attorneys who pursued fraudulent claims and lawsuits knowing they were based on staged collisions.

The indictment said Garrison worked with Harris as a slammer

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and a spotter before he started working with investigators. It alleged Harris and Gardner were involved in Garrison’s murder on Sept. 22, 2020 — two days after Garrison was charged with conspiracy to commit mail fraud and other offenses related to the staged collisions — to prevent him from testifying.

Harris and Gardner made their initial appearance before U.S. Magistrate Judge Karen Wells Roby on May 6, who remanded them to the custody of the U.S. Marshals Service.

If convicted on all counts, Harris and Gardner face up to 20 years in prison for the fraud-related charges and potential life sentences for the charges related to witness tampering and retaliation.

So far, 52 defendants have been charged in the federal probe into staged car crashes in the New Orleans area.

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overestimations and the subsequent need for manufacturers to adjust production strategies. Challenges remain, particularly the higher cost of EVs compared to their combustion engine counterparts and the limited availability of affordable options below the $27,000 mark in Western markets. Additionally, the development and maintenance of charging infrastructure are critical to consumer adoption.

Looking forward, the demand for EVs is expected to remain strong, driven by impending bans on combustion engines and the ongoing need for cleaner transportation options. The IDTechEx report forecasts global electric car sales to exceed 50 million by 2035, up from more than 18 million in 2024.

GM Adjusts EV Production Amid Demand Slowdown

General Motors, for instance, is revising its EV production targets for 2024, reducing its goal from an initial range of 200,000 to 300,000 units to 200,000 to 250,000 units, as reported by the Detroit Free Press.

GM CFO Paul Jacobson announced the adjustment during the Deutsche Bank Global Automotive

Industry Conference, emphasizing the company still aims to achieve variable profit in the EV segment by the end of the year. “We think we can still do that in, probably Q4 more than the second half,” Jacobson said.

Jacobson said the adjustment is “100% demand-driven,” despite overcoming previous supplyside challenges such as battery module issues. He noted GM sold approximately 9,500 EVs in May. The revised production targets are part of a cautious approach to avoid excess inventory and deep discounting, aligning production with market demand.

Additionally, GM is investing $850 million in its self-driving car subsidiary, Cruise, to support its relaunch.

Jacobson also reported GM ended the first quarter with a healthy 63 days of inventory, slightly reduced to 59 days by the end of May. The automaker anticipates a robust second quarter, projecting performance that will surpass the first quarter’s adjusted pre-tax income of nearly $4 billion.

Ford Ends EV Dealer Program

Ford announced June 13 it is ending its “EV-certified” dealership program, which required significant financial investments from dealers, in response to slower-than-anticipated growth in

the electric vehicle (EV) market.

The program, launched in September 2022, required dealers to invest between $500,000 and $1.2 million to sell and service EVs. Initially, Ford had set a June 30 deadline for dealers to install Level 2 EV charging stations.

However, despite initial optimism and high demand for all-electric vehicles, sales have not met expectations. Ford’s dealership investment requirements were relaxed last November, reducing the number of mandatory Level 2 chargers and removing a future obligation for Level 3 fast chargers by 2026. Then, more recently, the automaker said it was temporarily suspending the requirements as it recalibrated its strategy.

“The world has changed,” said Marin Gjaja, COO of Ford’s Model E electric vehicle business, during a media briefing June 13. “The growth has slowed down.”

The Model E Dealership Program included about half of Ford’s 2,800 U.S. dealers but faced resistance and lawsuits from some participants due to the high investment requirements. In light of the changing market conditions and feedback from dealers, Ford has decided to “sunset” the program.

Instead, Ford will now open EV

sales and service opportunities to all of its dealers, aiming to boost sales of its all-electric cars and trucks. Dealers will still need to invest in charging infrastructure, training, and other EVrelated expenses, but the required investments will be significantly lower than those mandated by the previous program.

“It allows us to open EV sales and service to more dealers,” Gjaja said. “We think it’s going to help us grow our sales.”

Gjaja noted the initial investment estimates for the program were high, with participating dealers investing about $600,000 on average. By reducing the financial burden on dealers, Ford hopes to make EV sales more accessible and increase overall market penetration.

Ford also delayed the launch of a new three-row all-electric SUV by two years and reduced training requirements for dealership employees.

Nissan Revises EV Strategy

Nissan Motor Co. is also reshaping its approach to EVs in the U.S., prioritizing crossover SUVs over sedans in response to consumer preferences, as first reported by Automotive News. The Japanese automaker announced the adjustment of its EV lineup to better align with current

market demands, introducing five new models while pausing the development of two battery-powered sedans.

The announcement is part of Nissan’s broader effort to adapt to a softer-than-expected demand for EVs. “We are adjusting the timeline for the introduction of these five new models to ensure we bring the vehicles to the market at the right time,” a company spokesperson explained.

The revised lineup includes several battery-powered crossover SUVs, which are expected to roll out more swiftly than the planned sedans. Nissan’s manufacturing facility in Canton, MS, will play a crucial role in supporting the production of these next-generation vehicles.

The announcement is a modification of Nissan’s March plans, which aimed to accelerate the EV transition with seven new models by 2026 and establish a robust EV manufacturing hub in the U.S. However, the current shift in strategy indicates a more cautious approach in a market that has shown a lukewarm reception to electric vehicles compared to hybrids and traditional gas-powered models.

Tesla Supercharger Access Delayed for Some Brands

Access to Tesla’s Supercharger

network for several brands adopting the North American Charging Standard (NACS) has been delayed due to recent layoffs at Tesla.

General Motors, Polestar and Volvo were poised to gain access to Tesla’s extensive Supercharger network in North America, which includes 15,000 stalls. This expansion was expected to significantly enhance charging availability for EV drivers across the U.S. and Canada. However, Tesla’s decision to lay off numerous Supercharger team members, including Senior Director of Charging Infrastructure Rebecca Tinucci, impacted this timeline.

A Polestar representative stated their timeline “had been adjusted to later this summer.” Similarly, General Motors has delayed the anticipated purchase of its NACS adapter, which is essential for their EVs to connect to Tesla Superchargers.

Ford, GM Clash on Hybrid Vehicle Future

Ford and GM executives presented divergent strategies for hybrid vehicles at a recent industry conference, as reported by Reuters.

Ford CEO Jim Farley argued hybrids should not be seen merely as a transitional technology on the path to full electrification. “We should stop talking about it as transitional

technology,” Farley said. “Many of our hybrids in the U.S. are now more profitable than their non-hybrid equivalent.”

Farley emphasized the profitability and relevance of hybrid vehicles, noting that extended-range hybrids are vital for the industry’s future. He mentioned Ford’s plans to quadruple hybrid sales over the next several years and acknowledged the company’s recent adjustments to its EV investment strategy. This includes pulling back on some EV investments and delaying production in Canada and the U.S.

Conversely, GM CEO Mary Barra views hybrids as a temporary solution, with the ultimate goal being a fully electric fleet. “It’s not the end game because it’s not zero emission,” Barra said. She added GM plans to introduce plug-in hybrids by 2027 to meet regulatory requirements but is primarily focused on advancing EV technology.

Ford is balancing its investments between hybrid and electric technologies, aiming for profitability in the hybrid segment while refining its EV strategy. Farley also expressed a belief that EVs should not rely on subsidies and that automakers must quickly achieve profitable production of battery-powered models.

In contrast, GM is doubling down

on its commitment to EVs, seeking to maintain competitiveness against Chinese automakers, who Barra acknowledges as formidable rivals. “I take the Chinese competitors, especially the top ones, very seriously. We’ve got to continue to take cost out so we can compete successfully,” Barra said.

Kia EV9 Debuts in Georgia as U.S. EV Sales Surge Kia, on the other hand, announced it has begun production of its first allelectric three-row SUV, the EV9, at its assembly plant in West Point, GA.

The 2025 Kia EV9 has already garnered multiple accolades, including the prestigious “Best of the Best” Red Dot award in April 2024 for the Cars and Motorcycle category, and several “Best in Class” titles from the Texas Auto Writers Association, including Performance SUV, mid-size CUV, and electric vehicle.

The Kia EV9 contributed heavily to the automaker’s 151% increase in EV sales in the U.S., said Eric Watson, vice president of sales operations at Kia America.

“Through Plan S, Kia is poised to be a leader in the e-mobility sector for years to come,” said SeungKyu (Sean) Yoon, president and CEO of Kia North America and Kia America. “EV9 will be in excellent hands with

PREMIUM CLEARCOATS

the team members at Kia Georgia, and their track record for assembling award-winning, world-renowned products speaks for itself.”

Rivian Announces Illinois Plant Expansion

Rivian decided to halt work on its second manufacturing facility in Georgia, but announced it will use $827 million in incentives from Illinois to bolster production capacity at its existing plant in Normal.

Originally intending to begin producing its forthcoming R2 vehicles in Georgia, Rivian said it will save $2.25 billion on capital expenditures, product development investment and supplier sourcing opportunities by producing it in Illinois to start. It will also be to launch the R2 earlier.

The incentives package, spanning 30 years, predominantly comprises tax benefits under the Reimagining Energy and Vehicles in Illinois program, along with an additional $75 million in capital funding under a separate state initiative.

According to a statement from the governor’s office, Rivian intends to invest $1.5 billion to elevate its plant’s capacity in Normal to 215,000 units annually from the current 150,000. This expansion

550 jobs within the next five years, a welcome development for the local economy.

Rivian also announced the second generation of its flagship vehicles, the R1S SUV and R1T pickup, featuring substantial improvements in power, performance and technology.

The second-generation R1 platform offers new tri- and quadmotor configurations, and new battery packs offering up to an estimated 420 miles of range.

Significant advancements in the new R1 vehicles include a redesigned electrical architecture, which reduces the number of electronic control units (ECUs) from 17 to seven, and an entirely new autonomy system called the Rivian Autonomy Platform. This system enhances vehicle capabilities with 11 cameras, five radars and AI prediction technology, offering features like high-resolution camera Blind Spot Monitoring and Highway Assist as standard.

Starting at $75,900 for the R1S and $69,900 for the R1T, the vehicles are now available for order on Rivian’s website.

AUTOBODY

Kia Recalls 463,000 Telluride SUVs Over Fire Risk

Kia America announced a recall affecting 462,869 model year 2020-2024 Telluride vehicles due to a potential fire risk. The recall, labeled SC316, involves a critical issue with the front power seat motor that could overheat and catch fire because of a stuck power seat slide knob.

Kia advises all affected vehicle owners to park their vehicles outside and away from other vehicles and structures until the necessary repairs are completed, to prevent possible injuries and damage resulting from the fire hazard.

To address the defect, Kia dealers will install a bracket for the power seat switch back covers and replace the seat slide

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knobs at no cost to the owners. Notifications to affected vehicle owners are set to begin July 30. Owners seeking more information can contact Kia customer service at 800-3334542.

For additional assistance, Kia vehicle owners can visit NHTSA.gov/recalls or call the National Highway Traffic Safety Administration s (NHTSA) Vehicle Safety Hotline at 888327-4236. By entering their license plate number or 17-digit VIN, owners can verify if their vehicle is under recall. NHTSA also recommends downloading the SaferCar app to stay updated on current recalls.

The NHTSA emphasizes the importance of addressing safety recalls promptly. Its Recalls Lookup Tool and SaferCar app are valuable resources for vehicle owners to ensure their cars are safe and up-to-date with necessary repairs. The agency encourages owners to schedule recall repairs with their local dealers as soon as possible.

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CREF Awards $235,000 in Scholarships, Tool Grants To Collision Repair Students

The Collision Repair Education Foundation (CREF) announced more than $235,000 in scholarships and tool grants have been awarded to 90 students nationwide, funded through the generosity of industry partners.

For the first time, more than twothirds of the recipients are women and minorities, signifying a move towards a more diverse and inclusive workforce.

“CREF is honored to recognize these outstanding students through the 2024 scholarships and tool grants,” said Melissa Marscin, director of operations and administration for CREF. “We were thrilled to receive applications from a greater diversity of students than we’ve ever seen in the past, all of whom have demonstrated their commitment to pursuing their educations and becoming part of the collision industry. We hope these awards help contribute to their successful careers, strengthening the industry by bringing in new perspectives.”

Seven students received the prestigious Adelmann Family

Scholarships, each worth $10,000. These scholarships, established by retired industry veteran Tim Adelmann, aim to support students at a higher level and leave a lasting impact on the industry.

3M awarded $40,000 in scholarships and tool grants through two separate initiatives. The Hire Our Heroes grants are open to collision repair students who currently serve, or recently served, in the U.S. military; this year, 11 veterans received grants of $1,500 each. An additional 10 students received $2,500 CREF scholarships.

The Women’s Industry Network (WIN) collaborated with CREF to administer 30 scholarships specifically for women aspiring to enter the collision repair industry. These awards included tool kits valued at $500 and tuition scholarships of $500 or $2,500.

The PPG Foundation funded more than $30,000 in scholarships and tool kits, including $3,000 scholarships for seven students with a special interest in the painting segment of the collision repair industry.

LKQ donated $10,000 toward scholarships and tool grants in 2024, benefiting eight students.

Four outstanding students received $2,500 scholarships from the JW Bagley Foundation, a nonindustry entity that supports CREF’s mission.

Three more students recieved a CCC Michael Salvatore Repair Technician Scholarship, valued at $3,000 each.

Erie Insurance donated $8,000, which CREF awarded to four students — a $2,000 tool kit for one, and $2,000 scholarships for three more.

The Enterprise Holdings Foundation, the philanthropic arm of Enterprise Holdings, funded a $5,000 scholarship for one student.

I-CAR’s Lon Baudoux Memorial Scholarship was created to honor Baudoux, an I-CAR development manager who passed away in 2008, in recognition of the importance he placed on secondary and post-secondary collision repair students receiving a proper education. Two students received scholarships of $2,000.

AASP-IL funded $2,000 scholarships to assist with two students’ tuition costs, the CREF Board of Trustees awarded two $1,000 tool grants, and one student received a $1,000 tool kit through the Sulkala Family Scholarship, created to honor Chuck Sulkala, founder and executive director of the National Auto Body Council (NABC), who retired in 2018.

Finally, one student received the second annual $1,000 Jeff Silver Memorial Scholarship, established in 2022 to honor the memory of Silver, a respected trailblazer and leader in industry repair standards.

This year’s recipients come from a wide range of educational institutions across the country. More than one-third of the recipients identify as female, and nearly half reported a race other than Caucasian. A quarter of the students who received support in 2024 listed their race as Hispanic or Latino. The diversity seen among this year’s applicants can largely be attributed to CREF’s collaboration with WIN to administer its annual scholarships.

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EV Total Loss Frequency Rises Amid Falling Used EV Prices

Mitchell, an Enlyte company, released its “Plugged-In: EV Collision Insights” report for the first quarter of 2024. The report showed a rise in electric vehicle (EV) total loss frequency in both the U.S. and Canada, attributed to a decline in prices for used EVs.

The data showed the total loss rates for EVs in the U.S. and Canada reached 9.93% and 7.48%, respectively. This marks an increase of approximately 8% from Q4 2023 and 30% from Q3 2023. Despite this surge, the EV total loss frequency is still comparable to newer internal combustion engine (ICE) vehicles, which recorded a rate of 9.51% in the U.S. and 7.44% in Canada.

EV repairable claims frequency also rose, to 2.26% in the U.S. and 3.41% in Canada, an increase of approximately 40% and 38% respectively over Q1 2023.

“Slowing new sales, manufacturer price reductions and changing consumer sentiment are impacting the value of used EVs,” explained Ryan Mandell, Mitchell’s director of claims performance. “As a result, the total loss frequency for collision-damaged EVs is increasing.

However, it is also increasing for new gasoline-powered vehicles, which are comparable to EVs in terms of their complexity and cost to repair.”

vehicle at $48,759.

That same rapid move towards price parity, however, also resulted in weakened consumer confidence in the financial viability of used EVs, with prices falling by more than 30% year over year versus a 3.6% decline for used ICE vehicles.

Tesla price reductions in late 2023 spurred precipitous price drops throughout the EV segment. As a result, price parity between EVs and ICE vehicles may be coming faster than previously predicted.

For example, Cox Automotive reported in the U.S., the average transaction price at the end of 2023 for a new EV was $50,798, only $2,040 more than a gas-powered

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The report also highlighted other notable differences between EV and ICE vehicle claims.

Repair labor

hours: The average mechanical labor hours for EVs were nearly double those for ICE vehicles, at 3.04 versus 1.66 hours. With the average mechanical labor rate for both the U.S. and Canada exceeding $100 per hour, this additional time adds significant cost to EV repairs.

The extra EV labor hours are likely due to the management of the high-voltage battery, which requires de-energization and often complete removal to protect it during collision

repair and refinishing processes.

Claims severity: Despite a decrease in average claims severity in Q1, EVs continue to have higher severity costs. In the U.S., the severity difference between EVs and ICE vehicles was $1,363 or 29% ($6,066 versus $4,703). In Canada, the difference was $1,700 CAD or 33% ($6,810 versus $5,110 CAD).

Claims frequency: EV claims frequency increased to 2.26% in the U.S. and 3.41% in Canada, representing a rise of 40% and 38% respectively over Q1 2023.

Parts use and repair: Due to the lack of a robust inventory of aftermarket and recycled parts, EV collision repairs are more likely to involve OEM parts compared to ICE vehicles (89.29% versus 65.14%). EV parts are also more challenging to repair due to their lightweight nature designed to offset heavy batteries. In Q1, 13% of EV parts were repaired compared to nearly 15% for ICE vehicles.

For more detailed insights and to access the full report, visit the Mitchell website at www.mitchell. com/plugged-in.

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New

Programs Tackle Tech Shortage by Helping Young People Make Connections in Collision Repair

As the collision repair industry grapples with the same labor shortage as many other trades, organizations are working together to first promote it as a viable career option and then help potential future technicians develop the necessary skills, education and support.

According to District Administration, a provider of research-backed information on K-12 education, 37% of high school students do not have a plan after high school graduation. Lack of information on college and technical programs, overwhelming options, job market instability, and uncertainty about the future are leaving students and their parents overwhelmed.

In 2023, I-CAR and the Collision Repair Education Foundation (CREF) launched the Collision Careers program, which, on its website, CollisionCareers.com, offers decision making tools, with valuable information and resources for students, parents and educators about the rewarding and lucrative careers available in the industry, as well as tools to help students find the

one that fits their skills and interests.

The program recently introduced #collisiondecision, a hashtag to help students who are choosing a career in the industry amplify their decision on social media. The campaign was launched around May 1, also known as Decision Day, when many of their peers are announcing plans to attend college.

“Decision Day can be a stressful time for graduating high schoolers, especially those unsure of their next steps,” said Dara Goroff, vice president of planning and industry talent programming at I-CAR.

“The automotive collision repair industry offers a dynamic and rewarding career path that many should consider. We’re committed to highlighting these opportunities and providing clear pathways for motivated individuals to enter this exciting field. By talking about the challenges or feelings students may have around Decision Day, we are aiming to turn what could feel like a negative experience into a positive one where they discover the best future for themselves.”

Meanwhile, the TechForce

Foundation and SkillsUSA announced a collaboration to introduce SkillsUSA members to the foundation s careerbuilding resources via TechForce , an online hub that aids students in navigating their career journey. This platform connects students with scholarships, events, apprenticeships and job opportunities.

“Decision Day can be a stressful time for graduating high schoolers, especially those unsure of their next steps,”

DARA GOROFF

In return, TechForce will promote SkillsUSA membership to its network, emphasizing opportunities for leadership, professional development, enhanced curriculum, industry networking and real-world experiences.

This nonprofit-to-nonprofit collaboration showcases what can happen when two organizations

work together for a common purpose, said Jennifer Maher, CEO of TechForce Foundation. Both organizations are committed to the outcome of a skilled, passionate workforce, so ensuring our communications channels crosspollinate ensures our students, and industry, win. With TechForce having over $4 million in scholarships to award this year alone, and SkillsUSA being active in nearly 5,000 schools and over 21,000 classrooms nationwide, it s a natural alliance that supercharges results for the next generation of skilled technicians.

SkillsUSA is the No. 1 workforce development organization dedicated to students, added Chelle Travis, executive director of SkillsUSA. Our organization stands ready to meet the growing need of connecting business and industry with skilled professionals. SkillsUSA s vision is to produce the most highly skilled workforce in the world, providing every member the opportunity for career success. With partners like TechForce beside us, it is a true winwin for everyone — students and the American economy alike.

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Deadly Driving: New Mexico Has the Worst Drivers in America

As the number of deadly crashes in the U.S. climbed by 12.7% between 2019 and 2023, according to federal safety agency data, a Forbes Advisor study looked at which states have the highest rates of unsafe driving habits, often the culprit in roadway fatalities.

Dangerous driving behaviors studied included speeding, driving while distracted and engaging in aggressive driving.

According to the study, which analyzed data from all 50 states based on eight key metrics, New Mexico has the worst drivers in the country, with a high number of fatal crashes involving a variety of dangerous driving behaviors.

New Mexico recorded the highest rate of fatal car accidents involving a distracted driver, at 10.16 per 100,000 licensed drivers. It was second in the rate of fatal car accidents involving driving too fast for conditions, speeding or racing (9.66). It was third in rate of total fatal car accidents (25.65) and rate of drunk drivers involved in fatal car accidents (8.11). Finally,

it was sixth in the rate of fatal car accidents involving disobeying traffic signs, traffic signals or a traffic officer (1.39).

Overall, New Mexico scored a 100 out of 100 on Forbes Advisor’s scale ranking the worst drivers by state.

Wyoming was second, scoring a 96.62, in part due to tired drivers getting behind the wheel.

The rest of the top 10 worstranked drivers by state were Texas (95.12 out of 100), Oklahoma (92.86), Montana (92.10), Louisiana (88.92), Kentucky (88.45), Kansas (86.63), Mississippi (85.04) and Missouri (84.51).

Mississippi had the highest total number of fatal car accidents per 100,000 licensed drivers at 31.95, and Montana led in drunk drivingrelated fatal crashes, with 9.22 per 100,000 licensed drivers.

On the other hand, six of the top 10 states with the best drivers were in the Northeast, including Massachusetts, which ranked as the state with the safest drivers, scoring 0 out of 100 on Forbes Advisors’ scale.

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