How the 2024 Election Might Affect the Collision Repair Industry
by Brian Bradley Autobody News
The election of Donald Trump to a second presidency and the coming shift in party control for at least one chamber of Congress will impact the collision repair industry.
namely the Korea-U.S. Free Trade Agreement and the U.S.-MexicoCanada Agreement.
To make sense of the shifting regulatory climate, Autobody News spoke to Bob Redding, president of The Redding Firm, a Washington, D.C.based lobbying group. In his capacity,
Though it’s tough to say exactly how the election will bring specific changes in areas like tariffs, federal right to repair efforts, and auto insurance premiums, it’s safe to assume the new political landscape will alter electric vehicle (EV) mandates and relax the overall regulatory environment.
Further, trade officials in Trump’s first administration prioritized the automotive industry, negotiating new bilateral, protective automotive regulations with countries including South Korea, Mexico and Canada in various free trade agreements,
Redding is the head lobbyist for the Automotive Service Association (ASA).
Redding shared his insights on what a Trump presidency, GOP Senate, and potentially a Republican House, could mean for the collision repair industry.
We’ve seen two recent rate cuts by the Federal Reserve, one in September and another Nov. 7. Combined with the election results, what could this mean for the collision repair industry?
State Farm Pays $2.1M To Settle Washington Class Action Lawsuit
State Farm has agreed to a $2.09 million settlement to resolve a class action lawsuit claiming the insurer underpaid Washington policyholders by excluding “diminished value” payments for certain vehicle repairs. The settlement benefits individuals whose vehicle repairs were covered under State Farm’s underinsured motorist property damage provision between March 23, 2012, and Feb. 13, 2024.
The lawsuit alleged State
Farm failed to fully compensate policyholders for diminished value, a legal concept under Washington law that requires insurers to cover losses when a vehicle cannot be repaired to its pre-accident condition. Plaintiffs argued that State Farm did not account for this when covering vehicle repairs after accidents that involved structural damage, deformed sheet metal or significant body and paint work.
California Body Shop from Adam Sandler Feature Film For Sale
By Paul Hughes Autobody News
If TV’s Lieutenant Columbo ever finally takes his beloved 1959 Peugeot 403 in to get some of those dents “buffed out,” he might end up at Los Angeles area Eckhart Auto Body in Chatsworth, CA.
He and co-owner Mark Cardella Sr. can trade tales of Tinseltown, the shop having had its own close-up with a star turn in decidedly quirky
Eckhart Auto Body was featured in the February 2001 issue of Autobody News
REGIONAL NEWS
Mike Anderson
Collision Repairers Looking for More than Just Parts Discounts, Find Multiple Systems a Time-Suck 26
Abby Andrews Possible Strikes Still Threatening to Rattle Collision Repair Parts Supply Chain 8
Brian Bradley How the 2024 Election Might Affect the Collision Repair Industry 1
Paul Hughes
Brightpoint Auto Body Repair Betting Big on Idaho, Buys 3 Shops in 11 Months 24
California Body Shop from Adam Sandler Feature Film for Sale 1
Stacey Phillips Ronak 3M, Axalta Announce Collaboration on New Training for Collision Industry 18
DEKRA Introduces QCARE to Help Collision Repairers Manage Assets, OEM Certifications 28
How to Prepare for Collision Industry Innovations, Transformation 17
Leona Scott
Four Ways to Engage, Retain Apprentices in Your Auto Body Shop 14
Ben Shimkus
Automotive Parts Supply Chain
Withstands Port Strike 19
Scholarship America Makes Pitch to Close Collision Repair Talent Gap 11
John Yoswick
CIC Discusses Outdated Term ‘Set-Up and Measure,’ Cyber Security Risks for Shops 6
Collision Shop Owners Share Positive Changes They’ve Made to Their Businesses 4
Suits Related to Non-OEM Parts, Insurers
Suing Shops, Crash Reports See Court Activity 16
Collision Shop Owners Share Positive Changes They’ve Made To Their Businesses
by John Yoswick Autobody News
As the industry continues to evolve, shop owners are adapting by making change changes to their business. During a recent “collision industry roundtable,” a handful of shop owners talked about what they’ve changed within their company — and why — within the last year or two, and how those changes have played out.
Kena Dacus, co-owner with her husband Chris of Dacus Auto Body in McPherson, KS, said it’s been just over two years since they switched the shop’s compensation plan from commission to hourly.
“That high-production, commission environment was not really creating the culture we were looking for,” Dacus said. “Our technicians weren’t as focused on high-quality, OEM repairs [as we wanted]. And it was really difficult to recruit entry-level technicians because the technicians that we had really weren’t interested in taking time to help us grow some of this younger talent.”
They converted each technician’s prior year income into a 40-hour work week wage so none of them were going to earn less. At the same time, they shifted production into more segments, with vehicles moving through the different departments.
“When you have an entry-level technician, or even someone who has some automotive experience, but maybe not in collision, they can still be really valuable in different
to bring in some other talent, maybe even some from other industries, who can just work in one department and get really efficient there and then grow their skills.”
She said the shop has about 20 employees, and the change was not without challenges.
“For some technicians, it wasn’t the environment that they wanted to work in, so we did lose a couple,” she said of the transition. “But to be quite honest, those were the technicians that we had a hard time getting them to see the importance of following OEM procedures and doing quality work. So while it was scary to go through, I think it turned out for the best, ultimately.”
Starting a Stand-Alone Calibration Company
Mike Daniel, who owns three Mountain View Autobody Shops in New Jersey, in the past year bought another building in which to open a stand-alone ADAS calibration center. All three of his shops — two of which are a couple miles apart, the third about 45 minutes away — now feed cars into that center.
“I started up another LLC to do that business under,” Daniel said. “We have both DRPs and OEM certifications, so I’m fortunate to get the work through the DRPs, but fight the DRPs on the OEM side. For example, a certain insurance company said they would only pay [a certain amount] for calibrations if
departments without having to be valuable in every department,” Dacus said. “We’re able to recruit mechanics now. Mechanics actually work really well in disassembly and reassembly. And what we’re finding is we don’t need a whole shop full of A-level technicians at this point. We only need a couple because we’re able
I did them under the Mountain View label. But for whatever reason, if I have a [separate] company that owns the calibration equipment, and we sublet the work to that company, they would pay me the invoice with markup. So it didn’t take a rocket scientist to figure that one out. We purchased adasThink to help us capture all the
calibrations a car may need. It isn’t perfect, but at least it’s better than not having anything at all.”
Smaller Shop Sees Big Changes
Andy Grundman has been working on succession planning with his father.
“Pat’s Body Shop has been in business since 1953, and was passed along until my father took over, and he’s now passed the business on to me,” Grundman said of his fiveemployee shop in Wausau, WI.
He’s now working to train a new manager to handle more of the dayto-day operations at the business, and has been doing some technician training through the Wisconsin Automotive & Truck Education Association and Northcentral Technical College “to help give back to the industry a little bit.”
“We’ve also recently started using EagleMMS [for materials invoicing] and RepairLogic [to research OEM repair procedures] to help make sure we actually get paid for what we’re doing,” Grundman said. “I also recently had our website revamped, and I’m in talks right now with Phoenix Solutions Group, which specializes in body shop marketing and online presence.”
Scheduled Estimates, Collecting Co-Pays
Micah Strom, co-owner of Modern Collision Repair in Bainbridge Island, WA, said it’s now been just over a year since he switched to a four-day workweek.
“It helps with employee retention and acquisition, and our customer base loves it, the fact we’re giving employees more time off,” he said.
As he talked about in a panel discussion at a Collision Industry Conference (CIC) earlier this year, he’s heard about different ways shops structure their four-day workweeks for employees, but he kept it simple. Employees work four 10-hour days, and the entire shop is closed on Fridays, giving everyone three-day
weekends.
“When COVID started, we quit doing estimates on Fridays and basically finished up what we had in the shop, so when we decided to shut down completely on Fridays, it was actually really easy at that point,” he said in that presentation. “The customers get the cars back on Thursday, so that’s worked very well
“Mechanics
actually work really well in disassembly and reassembly. And what we’re finding is we don’t need a whole shop full of A-level technicians at this point.”
for us.”
“We also shut down for lunch like a doctor’s office, with everyone having lunch from noon to 12:30 p.m.,” Strom said. “It’s much easier than staggering lunches. If you’re trying to stagger when employees are here, someone might not know what’s going on with a file if a customer calls in. So we just decide to all be here at the same time, and all be gone at the same time.”
Strom said he started doing estimates by appointment only in 2020 when the pandemic started, but has stuck with that.
“It has worked out really well for our shop,” he said. “It gives you the time to be with the customer if they have questions. You can get everything taken care of on it rather than having them back-to-back or not knowing when the next one is showing up.”
The company has 23 employees between its collision shop, separate mechanical shop, rental car business and detail shop. Strom has chosen not to be a direct repair shop for any insurance company.
“We don’t work for them; we work for customers,” he said. “A couple years ago, we started collecting the short-pays from the customer. That starts right from the beginning, when the customer walks in with an estimate, explaining to them what the differences are between our shop and other shops that are out there, explaining to them that we actually follow the OEM procedures. I’m not going to fix a car how an insurance company wants it fixed. It all comes down to educating the customer. I haven’t really noticed any change in our capture rate from estimates to a repair.”
Micah Strom said his shop hasn’t seen a decline in its capture rate since collecting insurer short-pays from customers
KENA DACUS DACUS AUTO BODY, MCPHERSON, KS
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CIC Discusses Outdated Term ‘Set-Up and Measure,’ Cyber Security Risks For Shops
by John Yoswick Autobody News
With more than 140,000 people, about 1,400 vehicles and more than 2,400 exhibiting companies filling 1.2 million square feet inside and outside the Las Vegas Convention Center, there’s a lot vying for SEMA attendees’ attention.
But for collision repairers, there were key meetings and training sessions throughout the event, held Nov. 5-8, that drew them — at least temporarily — from the trade show itself.
The Collision Industry Conference (CIC), for example, regularly holds one of its quarterly meetings during SEMA week, which it did this year on Nov. 5. Cyber protection was the focus of a presentation by the Data Access, Privacy and Security Committee, offering real-world best practices to avoid having digital systems hacked or becoming a victim of ransomware.
a sudden they tell you that you need to spend money.”
Kennedy said he equates it to having your doctor say your cholesterol is high, yet you don’t want to pay a monthly gym fee. “’I feel pretty good and nothing bad has happened yet, so I’ll just do it on my own,’” Kennedy said some people think. “That’s kind of a failure point.”
He said a cybersecurity expert can help identify areas of vulnerability within your company. “A lot of shops don’t realize that all these scan tools they have in the shop are all running on Wi-Fi,” he said. “How many of their employees are running on the same Wi-Fi? How many of them are also on these social media sites or the shopping sites that happen to be controlled by a communist country? That’s where the real risk comes in.
“That’s why I think it’s more important that you have a security expert that comes in, assesses your individual shop, your weaknesses, your strong points, and sets a plan
Shaughn Kennedy of Spark Underwriters said threat assessment and cyber insurance are among the key steps businesses of all sizes should consider.
“First, you have to realize that most standard business insurance policies out there exclude cyber,” said Kennedy, whose company focuses on the automotive repair industry. “So you actually have to have that coverage added back in through an endorsement or a stand-alone cyber policy.
“People ask me: How much cyber [insurance coverage] do I need? Well, insurance is there to pick the pieces up when something bad happens,” Kennedy continued. “The more important thing is proactively having a cybersecurity expert come in and assess your systems. Then the hardest thing for some people is to actually listen to them because all of
the topics on the agenda at CIC in Las Vegas. The Emerging Technologies Committee continued its discussion — started at a CIC earlier this year — of issues related to low voltage control systems, this time focusing on pure battery electric vehicles.
separate operations.”
He and the committee then showed how the process and equipment used to anchor, measure and pull vehicles has evolved significantly over decades, looking today nothing like the process — and the amount of time — required in the past.
And while developing and maintaining written definitions for the terminology in the industry isn’t always the most compelling content at CIC, the work of the Definitions Committee helps with communication within the industry — and can be key in negotiations and conflicts within the industry.
At CIC in Vegas, the committee received thumbs-up approval from the body for adopting about 30 definitions related to vehicle safety system calibration terms based on the work of the Society of Automotive Engineers (SAE). Those definitions, for example, differentiate between dynamic and static calibration procedures, define a half dozen different target types and two types of reflectors, and offer examples of what can be included in a “calibration report.”
“Traveling around the country visiting shops, one of the things that was disturbing was that frame machines are one of the largest investments that a shop owner makes, yet for some reason, it doesn’t seem to be a profit center in a lot of the shops that I visited,” Yeung said. “The reason I know that is a lot of frame machines are just packed away in the corner with 2 feet of dust on them. I don’t know if they purchased them just to participate in a program, or initially they were sold with the idea that it would do a better repair. But when it came down to get compensated for what was involved
“First, you have to realize that most standard business insurance policies out there exclude cyber.”
SHAUGHN KENNEDY
SPARK UNDERWRITERS
for you, and that you actually listen to them. That’s more important than the insurance itself.”
Kennedy said it’s also important to really understand the cyber policy you buy.
“Your insurance has a lot of fine print about what your obligation is under that contract,” he said. “If it specifically lists certain things, like you agreed that you’d have multifactor authentication, things like that, and you didn’t do it, then you put yourself in jeopardy where you may actually have a claim denied because you didn’t uphold your part of the contract. And a lot of times people don’t go through that policy enough, or your agent doesn’t explain it to you, and then there is a jeopardy there.”
Finding Common Language on Calibrations
Vehicle technology was also among
The definitions will be incorporated into CIC’s existing glossary of industry terms, available at the CIC website. Anyone in the industry can submit suggestions for changes or additions to the definitions included in the glossary.
Moving Away From ‘Set-Up and Measure’
Also during CIC in Las Vegas, California shop owner Kye Yeung, who co-chairs a new Repair Processes and Procedures Committee, said he’s stopped using the term “set-up and measure” within his shop.
“When I opened my business in 1975, a lot of things were handwritten, and I think the terminology ‘set-up and pull’ or ‘set-up and measure’ was just us being lazy,” Yeung said during the committee’s presentation. “It was just a term so we didn’t have to do a lot of writing. And unfortunately that term is still used today, yet they’re two
to do the repair properly, maybe the technicians felt — and this is just my opinion — that maybe they weren’t compensated fairly for whatever this [process] was, and decided that if they had a way around it, they would just do it the way they needed to do it.”
Yeung said that’s why his shop has stopped using the “set-up” term. “It’s been antiquated. It doesn’t really say much. There’s no definition of it what’s really included and what’s not,” Yeung said. “What we do as far as dealing with cars that have structural damage is we ‘mount and calibrate to a frame bench for structural alignment and/or structural parts replacement.’”
As appropriate, he said, they add the term “OEM-approved frame machine.”
The Society of Collision Repair Specialists (SCRS) said earlier this year that it plans to conduct a study of structural set-up and measure, similar to its 2022 study of blend refinish labor times, which helped lead all three estimating systems to reexamine their formulas for that procedure and add more flexibility to their systems related to blending.
Several hundred SEMA attendees spent part of their time in Las Vegas at the Collision Industry Conference
Trent Tinsley, right, moderated a CIC panel discussion on cyber security that included, from left, Shaughn Kennedy of Spark Underwriters and Jim Dye of Body by Cochran
Possible Strikes Still Threatening To Rattle Collision Repair Parts Supply Chain
By Abby Andrews Autobody News
As collision repairers deal with the “double whammy” of both part prices and the number needed to finish a job continuing their steady increases, looming strikes at East Coast ports and a German union threaten to add to their woes in 2025 by increasing delivery times.
Greg Horn, chief information officer for PartsTrader, spoke to Autobody News about the company’s latest parts delivery trend report, ahead of its official release Nov. 5, the first day of the 2024 SEMA Show.
Horn said there are two trends contributing to the increase in prices for remanufactured alloy wheels.
One, the wheels are getting larger. “Seventeen (inches) used to be the standard wheel on SUVs. Now you’re seeing 18-, 19-inch wheels. More material has to be removed by the reconditioning technicians,” Horn said. And two, there’s a shortage of technicians qualified to work on those wheels.
“When people in the insurance and collision repair industries talk about inflation, they usually talk about it on a part-level basis, so it’s a double whammy for this industry,” Horn said. “It’s the number of parts as well as each one of those parts going up in price.
“And that’s the cumulative effect, because parts are the biggest portion of a repairable estimate,” he said. “Labor is a close second.”
Median Part Delivery Days
The Q3 2024 report shows the average number of parts quoted per job has increased from 5.3 in 2020 to 7.4 in 2024 for passenger cars, and from 4.5 to 6.3 parts in trucks and SUVs.
“We’re seeing the proliferation of accident avoidance systems, the bumper sensors,” Horn said. “That’s really what’s fueling the increase in the number of parts for both passenger cars and SUVs.”
Meanwhile, the average part price by part type shows new OEM parts —which steadily make up 70% to 80% of parts used on a typical job, whether the vehicle make is domestic, Asian or European — has increased from $432 in 2020 to $579 in 2024.
In the same timeframe, aftermarket parts’ average price increased from $260 to a current average of $316, though that is down from its peak of $330 in Q1 2023.
Remanufactured parts — mostly alloy wheels — had the largest average price increase over the past four years, spiking from $289 to $468. More than $60 of that increase came in the last year alone, the largest increase year-over-year of any part type.
the date [the strike would begin], so those shipments were diverted to the West Coast,” Horn said. “They had to be trucked, so there’s a delay in getting them to the distribution centers.”
Aftermarket parts aren’t as susceptible to spikes in delivery days, Horn said, because suppliers tend to keep a lot in stock.
Even if the port strike had a greater effect on aftermarket parts, Horn said the median delivery days are always driven by OEM parts.
“They’re still the biggest portion of the estimate. They are still the biggest potential for an outlier, because it’s a trim piece,” he said.
Price-matched parts – when a dealership sells an OEM part at a loss to either match the aftermarket alternative or undersell another dealership in the hopes of winning a shop’s regular business – had a median of six delivery days, more than double that of aftermarket parts.
Horn said that tells him body shops are willing to wait the extra days to get an OEM-quality part at a lower price to protect their margins.
are no possibilities of human error,” Horn said.
Automated gate checks also cut down on the chances of smuggling everything from counterfeit watches to knockoff drugs.
“That is actually quite common,” Horn said.
Automating that task affects, on average, about 25 people’s jobs at a port the size of the Port of New Jersey, Horn said, so it’s a “small percentage of workers,” but the union is concerned automation will further spread to other parts of the process.
Strikes could also affect automakers. In the U.S., the UAW is threatening walkouts at Stellantis facilities, as the company struggles to address declining sales, high frequencies of warranty claims, and its obligation in the contract it signed in 2023 with the UAW to reopen the Belvidere, IL, assembly plant. This could lead to disruptions in the supply of collision parts for Stellantis vehicles.
On the bright side, the median number of days needed to receive all parts for a job is declining – down to 9.4 in Q3 2024 — despite a brief interruption at several U.S. ports in early October and severe weather events.
PartsTrader looks at both the simple average and the median plus two standard deviations, which better takes into account the “outliers” – for instance, when nine out of 10 parts arrive in a day and a half, but the 10th is backordered.
The median has been steadily decreasing since October 2023, when the UAW struck against the Big Three, driving it up to 14.8 days.
“[UAW President] Shawn Fain is a brilliant tactician,” Horn said. “He took the minimum amount of people to do these wildcat strikes at part distribution centers, knowing that was the area that the vehicle owner, as well as the franchise dealer, would feel the biggest pain. And you see that spike in in OEM parts. Now it’s down to 9.4 days, which is great.”
Horn said that was the effect analysts were expecting on aftermarket parts when the International Longshoremen’s Association (ILA) struck in early October, but advance planning minimized it. Those parts averaged 2.5 delivery days in Q3 2024.
“It was well known that Oct. 1 was
Parts Delivery Challenges Ahead Potential
strikes could disrupt the parts supply chain.
The ILA strike at 10 East and Gulf coast ports temporarily ended with a contract extension, but it could resume Jan. 15, 2025, if negotiations to finalize a new contract fall through.
“There has been no movement on the biggest sticking point, which is the pledge for no further automation,” Horn said.
The strike was initiated after an Alabama port violated the union agreement by implementing automated gate checks to inspect cargo and confirm the bill of lading matches the contents.
“Ports are a big security threat to the U.S. in general, so automated gate checks are more secure. There
In Germany, Volkswagen’s announcement that it is considering closing factories there for the first time in its history, citing high energy and labor costs, has sparked tension with the IG Metall union.
The union has threatened a strike at all German VW factories if any plants are closed, and is demanding the reinstatement of a 35-year job guarantee recently eliminated by Volkswagen.
Horn said VW produces a lot of parts in Mexico, but the bigger potential threat for collision repairers in the U.S. is that IG Metall has a history of “sympathy strikes,” which could halt parts production for other German automakers like MercedesBenz and BMW.
“I lived in Germany, and IG pretty much shut down production to argue for a 37.5-hour work week ages ago. And they brought most production to a standstill,” Horn said. The report said the situation in Germany “remains tense.”
A forklift driver moves racks of Jeep Cherokee body side panels at the FCA U.S. Sterling Stamping Plant in Michigan.
2002 romcom “Punch Drunk Love.” The shop was also in an issue of Autobody News in February 2001.
The film involves a withdrawn man, played by Adam Sandler, in a chaotic family — seven sisters! — hatching a grand plan to score a planeload of frequent flier miles and finding love when stranger Lena Leonard, played by Emily Watson, wanders into a space he rents in an industrial park. A piano — technically a harmonium, as Leonard knows — plays a role, as does a furniture salesman, played by Philip Seymour Hoffman, who menaces Sandler’s Barry Egan.
We said it was quirky.
Written and directed by Paul Thomas Anderson — “Hard Eight,” “Magnolia” and 2025’s “The Battle of Baktan Cross” — the flick also features Luiz Guzmán, as well as the Eckhart digs, filling the big screen some six minutes in. The building is right there, in 30-foot-tall grandeur at the film’s original release, as Sandler’s character runs the entire length of the building to an auto wreck -- because, of course.
“The notoriety is interesting,” Cardella said. “This film has a big cult following.”
One day just recently, “I came in, about 7 o’clock in the morning, had a guy who’d come from Providence, Rhode Island, saying, ‘Can we come and look at the space?’”
Cardella said he’s gotten a couple looky-loos a month for more than 20 years. “This movie attracts a lot of interesting people.”
‘He Likes to Film in the Valley’ Among them was Anderson, who has set several films in the San Fernando Valley.
“The location guy said the director found us,” Cardella said. “They wanted long shots down a driveway” — and the Jeep crash on the street that jars open the film.
There’s also “the blue sky, the mountains, the palm trees in the morning when you first get up — and I see it every day.”
A truly significant part of the movie involves the six-unit building, and the fees paid by filmmakers helped pay down some debt on the shop and put Cardella’s son, now grown and in the banking industry, through college.
Cardella thinks the blue suit Sandler wears through the film might have been hued to match the shop’s paint.
“It’s not a lot of money-making,” he said, of the nearly quarter century of visitors, “other than what we got for
being the location.”
Cardella and his wife and coowner, Pamela, saw the trailer for the movie on a trip to Boston, and there it was, big as — bigger than — life.
The Cardellas moved the shop for the 10 months of filming to smaller space at the front. “They were in the back two spots, and there were six doors,” he said.
From the full 15,500 square feet, he went to about half that, and Cardella learned the business could work in a smaller space, saving on rent. Later he bought the building, keeping space for the shop, leasing out the rest.
“We never missed a job while they were here,” he said.
And the visitors kept coming.
Fade to Grey; No Sequels on the Way
A few years ago, a film-focused podcast, “On Location,” with Jared Cowan, hosted a screening of the movie in the parking lot at the shop. Anderson’s location manager for “Punch Drunk Love,” Larry Ring, also came.
If you’re onsite and know the film, Cardella said, “you can almost envision [Adam Sandler] running down the parking lot, see him running past you.”
He’s seen Sandler in the flesh
Spin the Wheel.
sometimes, out in public, and “saw Paul at a showing of ‘There Will Be Blood’” some years back.
“The whole group was wonderful [during filming]; it worked out really great,” Cardella said. “It’s a once in a lifetime opportunity to be around that kind of thing.”
The shop’s in movie buff books. The building remains a Hollywood favorite. Until recently, TV show “NCIS: Los Angeles” did special effects work in two of the spaces.
The Cardellas recently sold the property, drawing the curtain.
Now 65, Mark Sr. looks to retire. His dad passed away in January.
“I love this industry,” he said. “But I needed a life change.”
The Cardellas have owned the shop for nearly 30 years. The plan is to turn Eckhart over to longtime foreman Elmer Henriquez, a fan favorite on Yelp.
The current shop has six employees doing 40 jobs a month at an average ticket of about $3,000.
“The building’s new owner bought the equipment; they’re leasing it as turnkey,” Cardella said. “Elmer can handle it.”
Cardella has the space through year-end.
Scholarship America Makes Pitch To Close Collision Repair Talent Gap
by Ben Shimkus Autobody News
The collision repair industry could soon be facing a deep workforce shortage. While experts expect the industry to grow in the short and long term, shop owners have expressed concerns about a need for more skilled labor, particularly with more vehicles deploying tech-based features like advanced driver-assisted systems (ADAS) and battery-electric vehicles (BEVs).
Recent studies by CCC Intelligent Solutions said the shortages are hitting collision shop’s bottom lines. The study found a 4.9% year-over-year wage increase, partially due to a shorter availability of workers. Individual shops are already spotting the education gaps between younger technicians and the current strains in the repair industry.
“This is going to be a real struggle for the industry, to keep and get people that are willing to learn new technology,” John Ling , the owner of NEK Collision Repair in Lyndonville, VT, told Autobody News. “It’s always been a hands-on work industry, and now it’s going to
be a technical industry.”
However, Scholarship America believes it has a solution.
The Minnesota-based organization, which started in 1958, has awarded more than $5 billion of scholarships to more than 3.1 million students across the U.S. since its inception. Scholarship America works with member companies, offering students from diverse backgrounds
“This is going to be a real struggle for the industry, to keep and get people that are willing to learn new technology,”
JOHN LING OWNER OF NEK COLLISION REPAIR
financial rewards to limit the high costs of higher education. The organization has worked with manufacturers like Mercedes-Benz and Toyota on previous projects. During their four-year programs, students in Toyota’s program received scholarship rewards
between $5,000 to $20,000.
The organization made its pitch to auto manufacturers and vehicle maintenance companies in a recent blog post for the National Automobile Dealers Association (NADA). The organization explained that targeted scholarships can help businesses train future technicians, upskill existing employees, and establish a philanthropic presence in their communities.
“Investing in educational support like scholarships for your employees can have a two-fold benefit: you’re assuring new members of the workforce that they can continue to grow, learn, and develop on the job,” explained Claire Berge Schmidt , associate vice president of marketing for Scholarship America. “And, by supporting them as they complete certifications, acquire new skills and move up the career ladder, you’re also upskilling your own workforce.”
Many students, particularly those from low-income families and historically marginalized communities, face the tough choice of taking on debt or working fulltime jobs alongside their studies, Schmidt explained. Scholarship
programs aimed at historically underfunded groups could provide a pathway into the automotive workforce while alleviating some burdens of student loans.
For private businesses, Scholarship America hopes the upfront costs of early-career investment could alleviate the financial hardships associated with wage inflation and worker shortages.
“In addition, by creating scholarships for employees’ families, you’re also providing a benefit that can help them as they move further into their career and as their own kids grow up,” Schmidt added. “No other benefit keeps on giving quite like a scholarship program.”
More than 3.4 million students are expected to graduate from American high schools each year between 2025 and 2028, according to the National Center for Education Statistics. According to Scholarship America, the hope is that automotive companies at all levels will recognize the benefits of supporting future technicians, help close the skills gap and give back to the communities that support their business.
DEKRA Introduces QCARE To Help Collision Repairers Manage Assets, OEM Certifications
By Stacey Phillips Ronak Autobody News
With body shops placing greater emphasis on obtaining OEM certifications, collision repairers can feel overwhelmed when deciding which program is the best fit for their facility. Those who are already OEM certified may find it challenging to manage the programs they are part of. At the same time, shops often manually collect the information, while trying to complete timeconsuming reporting with valuable resources.
and standards.
“As a safety and standards company, we leveraged our expertise to bring more real-time verification and processes to our partners and provide an opportunity to repurpose important resources like valuable team members who spent a lot of time with spreadsheets trying to stay compliant,” he said.
Whether it’s an independent shop owner deciding which program is the best fit or an MSO that needs traceability throughout two to 2,000 shops, Morley said QCARE brings everyone together so less
“This can be highly inefficient and costly,” said Gabriel Morley, vice president of DEKRA North America. Morley said DEKRA was committed to finding a solution to address the challenges of pursuing OEM certification. Working with its partners and the industry, the company created DEKRA QCARE (Quality Compliance and Risk Evaluation).
The cloud-based platform was designed to assist independent repairers and MSOs in proactively streamlining the management of their assets and certified networks. Morley said QCARE connects OEMs, repairers and other valuable thirdparty partners.
“QCARE can help with holistic network management, facility and asset management, mergers and acquisitions, and OEM certification and compliance,” explained Morley. “It also was designed to leverage the ability to track compliance against both internal and external standards, streamline asset and training management and enhance an organization’s field operations.
Morley said the product aligns with DEKRA’s core values around safety
The following year, the Deutsche Kraftfahrzeug-Überwachungs-Verein (German Motor Vehicle Monitoring Association) was founded and soon became known as “DEKRA.”
The company has grown to include about 49,000 employees worldwide and assists more than 500,000 customers in 60 countries on five continents.
“Through the company’s commitment to cybersecurity and the regulation of artificial intelligence (AI), DEKRA is helping to build trust in new technologies and to master the related challenges, such as future mobility,” noted Morley.
Morley said DEKRA has long supported OEMs in the testing and building of automobiles.
Initially, Morley said attention was focused on technical safety, primarily in the automotive sector.
DEKRA has since expanded its activities into many diverse aspects of daily life “on the road, at work and at home,” all focused on safety.
“Through this experience, the company has helped develop and verify OEM programs in collision, service and sales,” he explained. “Today, we provide various support from technology, audit and personnel services, as well as strategic consulting.”
Morley acknowledged that everyone’s business is different.
“As a result, the company has been cognizant of providing flexibility to QCARE and a feature-rich environment that can be adapted to many market variations,” he said. “However, solutions need to be affordable if we want to see adoption, so we’ve been very mindful of balancing cost with value.”
time is spent on managing program participation and more time can be dedicated to customers and proper repairs.
“Challenges with redundancy, cost and a lack of transparency and insight in the collision repair industry with the current way of administrating a certified network often make it hard for programs to scale,” said Morley. “There is also a level of liability for 364 days after a single yearly audit is complete.”
He said QCARE tracks and manages the critical elements that contribute to compliance, such as assets, tools, people and training. Features include connecting valuable industry partners, self-service capabilities to reduce costs and delays associated with traditional IT development, and the ability to improve operations. QCARE also provides customizable reports and configurable program tracking so that organizations can build upon QCARE’s functionality.
DEKRA was established in 1924 when an industrialist named Hugo Stinnes came up with the idea of creating a voluntary technical monitoring service for motor vehicles.
For nearly 100 years, Morley said, DEKRA has been committed to ensuring people’s safety in all of life situations. What started in 1925 with the technical monitoring of motor vehicles today comprises a wide range of services, notably for
inspecting, testing and certifying vehicles, products, processes and facilities, as well as initial and further training.
The company’s portfolio includes vehicle inspections, expert appraisal reports, industrial and building inspections, advisory, training and personnel management services, as well as testing and certification of analog and digital products and systems.
With more than 500 services offered, Morley said DEKRA assists in transforming sustainable management.
Working alongside its partners, DEKRA provides self-assessment opportunities to help clients make better-informed decisions about certification pursuit, repair quality improvement and shop operations. Future goals include continuing to support partners with a strong foundation and expanding DEKRA’s connected industry partners, which include equipment, paint and distributors. In addition, Morley said DEKRA’s 2025 plans include helping to move certification programs from the expectations of tools and training to more qualitative standards and insights. Additionally, the company will shift its focus to incoming regulatory standards like supply chain risk management, environmental, and information security.
During the 2024 SEMA Show, Morley took part in a panel discussion focused on OEM Audit Tips/Tricks. Christian Ruecker, vice president of mobility sales at DEKRA North America, took part in the Society of Collision Repair Specialists (SCRS) IDEAS Collide Showcase to discuss “Sustainability’s Role in Every Layer of Collision Repair.”
For more information about DEKRA QCARE, email Gabriel Morley at gabriel.morley@dekra.com.
Connectors in Collision Repair: What Every Technician Needs to Know
In collision repair, precision and quality matter at every stage. Among the critical components are automotive pigtail connectors, which play an essential role in restoring a vehicle’s electrical systems. These small but vital parts ensure that everything from airbags to headlights functions at peak performance. When you understand how to select and source the right connectors, you save time, reduce costs, and improve repair outcomes. Here’s everything you need to know about choosing the ideal connector for your next repair.
Why Connectors are Vital in Collision Repair
After a collision, the integrity of a vehicle’s electrical system can be compromised, making reliable automotive connectors, sometimes called pigtails, essential for restoring proper function. They connect various components within the car’s wiring harness, including sensors, lights, and control modules, to maintain proper functionality and safety. A damaged or unreliable connector can jeopardize these systems, putting repair quality and safety at risk. This makes choosing high-quality connectors an important step for any repair technician looking to complete repairs with confidence.
The Challenge of Finding the Right Connector
Finding the right replacement connector is a common challenge for repair shops, with so many makes, models, and connector types on the market. Some shops may use generic parts, but an improper fit can compromise safety and repair quality. FindPigtails.com simplifies this process, offering over 350,000 connectors and multiple search options so you can quickly find the right match. You can search by keyword, VIN, make/model/year, pin count, or even upload a photo of the connector you need. Our reverse image search automatically identifies the exact part, streamlining your search so you can focus on getting the job done right.
● Comprehensive Database: Over 350,000 connectors to cover a wide range of makes and models.
● Flexible Search Options: Search by keyword, VIN, make/ model/year, or pin count.
● Reverse Image Search: Upload a photo of the connector, and our system automatically identifies the correct part.
● Pigtail Pros Support: Expert help is available via text, phone, and live chat to answer any questions.
The Value of a Trusted Connector Specialist
Partnering with a trusted connector provider can significantly impact your repair efficiency and quality. Look for providers with deep industry knowledge, rigorous quality standards, and a vast catalog that ensures you’ll always find what you need. FindPigtails.com stands out as a trusted resource, offering connectors that meet or exceed OEM specifications, so you can be confident in every repair.
Our Pigtail Smart App and intuitive search tools help technicians on the job quickly locate specific connectors. With live support from our knowledgeable Pigtail Pros, assistance is just a text, phone call,
or chat away. Working with a reliable source like FindPigtails.com means you get the parts you need with speed and accuracy, avoiding the trial and error that can delay repairs.
Repair vs. Replacement: A Cost-Saving Approach
Repairing individual connectors is often more cost-effective and practical than replacing entire harnesses, which can be costly and labor-intensive. Sourcing high-quality connectors lets you restore functionality without extensive modifications, making this approach both economical and efficient. FindPigtails.com carries a wide selection of connectors across makes and models, allowing you to replace only what’s needed while keeping repairs high-quality and budget-friendly. This approach reduces your repair cycle time and enhances productivity in your shop
Supporting Repair Specialists with Powerful Tools
At FindPigtails.com, we make connector sourcing simple with tools like our Pigtail Smart App. With search options by keyword, vehicle details, or image, we give technicians quick access to exactly what they need. Our customer support team, accessible via chat, text, or phone, provides on-demand assistance, ensuring you have expert help throughout the process.
For readers from Autobody News, we’ve set up a special page with an exclusive offer. Visit our Autobody News page to see how we can help make your next repair even smoother.
Trust FindPigtails.com for Quality Repairs
In collision repair, reliable connectors are key to completing quality work. FindPigtails.com provides the tools, selection, and support to make every repair seamless and effective. Visit us to discover the difference our products and expertise can bring to your next project.
Four Ways To Engage, Retain Apprentices in Your Auto Body Shop
By Leona Scott Autobody News
Here are four practical ways Oklahoma and Texas auto body shops are teaming up with local vocational schools, offering flexible schedules, providing mentorship and focusing on hands-on learning to help shops build a strong, skilled workforce for the future.
As the collision repair industry faces an aging workforce, recruiting the next generation of skilled technicians is crucial for the longevity of auto body shops.
Shop owners like Brian Davis of Davis Paint & Collision Auto Centers in Oklahoma City, OK, and Body Shop Manager Joey Walker of Huffines Chevrolet Plano Collision Center in Plano, TX, are paving the way by embracing apprenticeships and creating opportunities for students to enter the field. Both Davis and Walker have decades of experience and recognize that nurturing talent early on ensures a steady pipeline of skilled workers.
Here are four practical ways to hire apprentices and work around student schedules, helping auto body shops build a sustainable future workforce.
Collaborate with Vocational Schools
One of the most effective ways to recruit apprentices is by building strong relationships with local vocational or technical schools. With more than 30 years in the industry, Davis has made this a cornerstone of his approach. He actively engages with schools by visiting classrooms, hosting lunchand-learn sessions, and even judging at SkillsUSA competitions. These interactions allow shop owners to identify promising students early in their education. Davis emphasized connecting with teachers to understand which students are committed and driven.
“The biggest advantage of working with vo-tech schools is that we get to vet the students while they are in school,” Davis said.
He often starts students with entry-level work, such as detailing cars, and as they gain more experience, they transition into more complex roles. This process allows students to grow within the company, creating a strong sense of loyalty and job satisfaction.
Walker, who manages an auto body shop in Frisco, TX, shared a similar sentiment.
“Everyone who works here has come well recommended from the school,” Walker explained. By working closely with collision programs, he can identify students who are skilled and passionate about the industry.
Offer Flexible Scheduling Flexibility is key when working with student apprentices. Many young adults balance their education with part-time jobs, so offering adaptable work schedules is essential.
Walker has embraced this by allowing students to work around their school commitments. He recalled a paint prepper who works in the shop three days a week, scheduling his hours around his classes.
“We need to be more flexible if we’re going to be prepared with personnel,” Walker said. This willingness to accommodate students’ schedules allows them to gain valuable hands-on experience without sacrificing their education.
Davis has also mastered the art of flexible scheduling, often working with 17-, 18- and 19-yearold students who are still becoming young professionals. He typically pairs students with an experienced A tech, allowing them to learn while gradually increasing their responsibilities over two to three years. This approach benefits the
student and ensures they are fully prepared to transition into full-time roles upon graduation.
Create Mentorship Opportunities
Mentorship is vital in helping students transition from the classroom to the shop floor. Both Davis and Walker stressed the importance of pairing young apprentices with experienced technicians.
Davis highlighted the need for mentorship, noting that many students still develop individually.
“You’re not just turning out technicians; they could be a team lead, an estimator, a painter, a prepper — there are many possibilities,” he explained.
By pairing students with seasoned professionals, shop owners can ensure apprentices learn technical skills and develop soft skills, such as patience, communication and leadership. These mentorship opportunities foster a sense of belonging and commitment, leading to higher retention rates.
In Davis’ shop, 40-45% of students stay on after their apprenticeships, and many return after brief absences because of the strong support system they experienced during their training.
Walker has witnessed similar benefits. He has seen multiple generations of technicians work side by side, including a body technician and his son. This family atmosphere extends beyond blood relations, as Walker treats every apprentice as part of his shop’s “family.” This inclusive environment helps retain young talent and builds a strong team culture.
Invest in Hands-On Learning
Davis and Walker agree that hands-on experience is critical to
developing skilled technicians. While classroom education is important, practical application in a real-world setting is where students truly hone their abilities.
Davis works closely with instructors to ensure students are gaining the right skills. “I tell the instructors, don’t focus so much on welding — focus on disassembling a car,” he said, emphasizing the need for practical, hands-on tasks.
Davis’ shop also organizes field trips to give students a sense of what working in a shop is really like. These trips help bridge the gap between theory and practice, allowing students to become comfortable with the shop environment before they start their apprenticeships.
Walker has seen firsthand how hands-on learning benefits students, especially during busy seasons like after the Texas State Fair, when his shop experiences a surge in business. He ensures students get ample opportunity to engage in meaningful work, helping them grow their skills and confidence in real-world scenarios. Involving students and apprentices in your auto body shop is not just about filling immediate vacancies — it’s about building a sustainable workforce that will keep your business thriving for years.
By collaborating with vocational schools, offering flexible scheduling, creating mentorship opportunities and investing in hands-on learning, shop owners can cultivate a new generation of skilled technicians passionate about the industry.
As Davis put it, “We are breeding our own by hiring students and apprentices,” ensuring the next generation is prepared to take the reins in the collision repair industry.
Brian Davis
Joey Walker
Suits Related To Non-OEM Parts, Insurers Suing Shops, Crash Reports See Court Activity
By John Yoswick Autobody News
There was recent activity in five industry-related lawsuits as they proceed through the process in U.S federal courts around the country.
The Florida Supreme Court in September ruled that GEICO cannot sue an auto glass company in that state under the Florida Motor Vehicle Repair Act (FMVRA). Glassco, Inc., had originally sued the insurer over what it called “deeply discounted” reimbursement for insurance claims. GEICO countersued, alleging Glassco would have insured customers assign rights to all insurance payments for repairs without informing the customers what services would be needed.
“GEICO concedes that it is not a ‘customer’ under the statute’s definition of the term.”
FLORIDA SUPREME COURT OPINION
A federal appeals court ruling in the case asked the Florida Supreme Court whether the FMVRA gives an insurer the right to sue the shop for failure to provide a written estimate. That court now has answered “no” to that question, saying the law in question focuses almost exclusively on the interactions between a “repair shop and the person who presents the car for repair.” It mentions insurers only once, relative to prohibiting substitution of used parts for new without notifying the insurer.
“GEICO concedes that it is not a ‘customer’ under the statute’s definition of the term,” the opinion said, and the FMVRA only gives a shop’s customer the right to sue. Glassco may have violated the FMVRA, the court said, but that doesn’t give GEICO a cause of action.
The ruling also said violations under FMVRA do not necessarily render “a subsequent repair invoice entirely void,” the other issue the appeals court posed to the Florida Supreme Court. The case now returns to the appeals court.
Dealer Group Gets Its Management System Data
Any body shop that has struggled
to get a copy of its data from an estimating or management system provider when switching to another provider may appreciate that a federal judge in Georgia has ordered the dealership management system firm CDK Global to provide four Asbury Automotive Group dealerships with their data as those dealerships prepare to switch from CDK to the Tekion dealership management system.
information on an accident report “to persons it knew were acquiring the information for marketing purposes,” violating the Driver’s Privacy Protection Act.
State law requires filing of a police report after any accident involving an injury or property damage exceeding $1,000.
Although Durham claimed she was contacted only by an attorney who allegedly obtained her
Asbury, which has used CDK’s system for more than a dozen years, has said it plans to switch all of its dealerships over to Tekion by 2027.
“CDK’s intent has become quite clear, that it intends to quash its competitor, Tekion, and force Asbury to stay on CDK’s platform by holding [Asbury’s] data hostage in direct violation of the parties’ agreement,” Asbury’s lawsuit alleged.
CDK countersued, accusing Asbury of using software to improperly collect its information stored within CDK’s platform, and saying if Asbury had wanted its data, it needed to switch its customer status with CDK in advance, foregoing special pricing and other perks it had in its current agreement.
Consumers Sue Over Release of Accident Reports
In late September, a North Carolina federal judge said the City of Charlotte violated federal privacy law by making car accident reports public in a way that law firms could use the disclosed data for marketing purposes, granting summary judgment and certification to a class of drivers. The city plans to appeal the ruling.
Heather Durham sued the city, saying its police department improperly disclosed her personal
this past summer, a week before the trial was set to again, Repairify agreed to settle the portion of the lawsuit related to two of the patents when the court found the documents Repairify produced did not establish the company owned those two patents. In light of the new document, Repairify is now asking the court to reverse its dismissal related to those two patents.
Counter Suit Against GM Can Continue
Also recently, a federal judge in Michigan denied General Motors’ motion to dismiss an aftermarket parts retailer’s claim that the automaker was behind a government raid of its warehouses. GM is suing Quality Collision Parts for patent infringement, saying the company sells non-OEM parts that violate GM’s design patents.
information through the accident report, others who could potentially be part of the class action say they were contacted by body shops that had similarly obtained accident report information.
New Documents May Revive Lawsuit
In a possible turnaround in another lawsuit, Repairify, parent company of asTech, told a federal court in Texas that its new counsel has identified a document it says unequivocally demonstrates the company’s rights to patents it argues were violated by LKQ Corporation subsidiary Keystone Automotive, doing business as Elitek Vehicle Services.
Repairify had sued LKQ related to violations of three patents, but
Quality Collision Parts earlier this year counter sued, challenging the validity of the patents and arguing GM “has unclean hands in the way it pursued whatever patent rights it had before the present case started.” Its tortious interference counter suit says GM used “false or misleading allegations” to “improperly influence the Department of Homeland Security to conduct a raid on Quality Collision’s warehouses.”
While dismissing some claims in Quality Collision’s counter suit, Judge Denise Hood allowed the tortious interference allegation to stand, saying Quality Collision had adequately stated a claim that GM had known in advance about the raid, cooperated with the government, and knew it would be disruptive to Quality Collision’s business and would help the automaker with its planned design patent infringement lawsuit.
In seeking to dismiss the counter suit, GM’s filing stated Quality Collision’s “delusional allegations are not grounded in reality.”
How To Prepare For Collision Industry Innovations, Transformation
by Stacey Phillips Ronak Autobody News
Mario Dimovski’s experience working as a 16-year-old plastic repair technician over three decades ago taught him about the importance of innovating to succeed. In his current role as director of circular and repair innovation at The Boyd Group, Dimovski oversees more than 900 collision shops in the U.S. and Canada. He is dedicated to advancing the collision repair industry and focuses on sustainability, plastic repairs, the evolving nature of work and digital transformation, especially in automation and artificial intelligence (AI) platforms.
In addition to his role at Boyd Group, Dimovski is a member of Auto Additive’s 3D Printing Advisory Council and is a global ambassador for the International Bodyshop Industry Symposium (IBIS).
At the recent Automechanika Frankfurt show in Germany, Dimovski presented on “Innovations & Transformation in the Collision Repair Industry.” Dimovski talked about how the industry is transforming and what shops need to know to prepare for the future.
With the fast-paced lifestyle common today, Dimovski said many people are on the run and out of time, both in their personal and professional lives.
They are also reliant on electronic devices and connectivity. “We’ve become a culture of instant gratification and social media is a huge influencer,” he noted.
While shop owners and managers expect new employees to dedicate themselves to hard work and training, he finds many don’t have that level of commitment.
Dimovski recalled when he interviewed prospective employees in the past and asked about their goals, which he found to be ambitious. However, he often notices newcomers lacking focus and patience.
“Everybody wants a pay raise tomorrow and be a boss tomorrow,” he said.
He said this mindset is hampering the industry. At the same time, new digital careers — such as professional gamers — are evolving. “This is forcing our industry and others to transform,” he explained.
Technology & Automation
Dimovski discussed the future impact technology and automation will likely have on the collision industry. “There is a disconnect between where we’re
headed and where the collision industry is today,” he noted.
To help address that disconnect, he said the industry will need to find ways to transfer knowledge to technicians.
He encouraged the industry to watch a video about the Audi Smart Factory (https://www.youtube. com/watch?v=ZXOb7yH1Yeo), illustrating how some OEMs are using augmented reality and AI to fix cars. In contrast, most collision repair facilities are unfamiliar with these methods or technologies.
In terms of climate change, he shared that it is driving consumers and big business to be more ecoconscious. At Boyd Group, for example, the company produced an Environmental, Social and Governance (ESG) report stating the company is going to be conscious about the environment and ensure plastic is handled responsibly.
“No matter where you sit on the fence about it, climate change is happening and impacting our lives,” he said.
“The actual push for us to transform is being led by the OEMs,” said Dimovski.
He pointed to the increase in electric vehicles (EVs) and cars with autonomous features. “There’s an abundance of them, which is forcing us to change our repair methods,” he added.
The use of AI and machine learning are also becoming more commonplace. Although Dimovski uses AI in some instances, such as creating the images he used in his presentation, he acknowledged it can create issues and challenges.
Other technological innovations he mentioned are wearables, like watches, and devices, such as augmented reality glasses.
He noted that companies like Tesla are building humanoid robots for home and work that will likely be used in the future. 3D printing technology is on the rise, which he said is a huge opportunity for the collision industry.
“Everybody talks about how all these technologies — especially automation and AI — are going to create job losses, but maybe job losses in one sector will be job gains in another,” he said.
Environmental Impact
In his current role at Boyd Group, Dimovski is very involved in sustainability. He said it will play a significant role in future business.
“If you compare a vehicle that was manufactured 10-15 years ago to one that is manufactured today, it’s literally a computer on wheels,” he said. “We need to think about how we fix and calibrate these vehicles.”
Technological changes are also increasing costs, according to Dimovski, leading to more vehicles going to salvage and creating an e-waste issue.
Dimovski commented on new developments in vehicle materials, such as plastic, which is lightweight.
“It’s an easy material to recycle and to source and is growing in abundance,” explained Dimovski.
Previously, an automobile might have a plastic bumper cover. Now, there are trims, side panels, roof panels and fenders made of plastic.
“Metal was the No. 1 component that we repaired and our body techs were trained to repair it,” he said. “Now, we have a fleet where we have so much plastic.”
With many in the industry unaware of how to fix plastic parts, Dimovski said new skills are needed.
People: Our Problem, Our Solution
As a result, he encourages the industry to be more climate-conscious.
“The collision industry is the second biggest industry that produces polypropylene waste in the world,” he said. “Millions of parts go straight in the ground… we’re probably one of the only industries that actually throws away perfectly good parts.”
He said that circular economies — economic systems based on the reuse and regeneration of materials or products to continue production in a sustainable/environmentally friendly way — are on the rise, and used Apple as an example.
“They [Apple] are constantly running programs where you can hand in your phone and they recondition and refurbish it,” he said.
Dimovski talked about the environmental impact of repair versus replace.
“We just can’t keep replacing; it’s hurting the environment,” he said. “We have to start repairing.”
He said the push to repair is being driven by transformation and technology.
Driving Transformation in Collision Repair
Dimovski discussed technological advancements in cars with advanced driver-assistance systems (ADAS) features and radar.
Dimovski noted the industry has an aging workforce with technicians on the brink of retirement. “They’ve been doing repairs the same way for so long that they are comfortable and aren’t open to innovation,” he said. At the same time, new technicians are joining the industry and need to be trained on the “latest and greatest” to work on today’s cars, which is creating a skills gap.
Another challenge with an aging workforce is that it’s leading to a shortage of mentors and trainers, which Dimovski said is critical for success.
He recalled his first job as a technician and being asked to recondition plastic bumpers. He finished the day proud that he completed 10 more than his quota and would receive a bonus. When he went to work the following day, he learned he had been using the wrong side of the sandpaper.
Dimovski said his boss was a great mentor who realized the company lacked a process. He received his bonus and found a new procedure was put in place.
“That was a great example of not assuming that people know,” he said. “Now, every time I’m involved in recruitment training, I cover even the most basic things because they’re important.”
However, he said shops are so
Mario Dimovski, director of circular and repair innovation at The Boyd Group, presented “Innovations & Transformation in the Collision Repair Industry” at the Automechanika Frankfurt show in Germany.
3M, Axalta Announce Collaboration on New Training For Collision Industry
by Stacey Phillips Ronak Autobody News
3M and Axalta announced a collaboration to introduce a new training content series for the collision repair industry focused on automotive refinishing.
“It is meant to focus on the best practices of process optimization possible for an impactful enhancement to the body shop process around the themes of productivity, efficiency, quality, as well as safety and sustainability,” explained Corey Munn, 3M’s Automotive Aftermarket global commercial director.
“It was a natural fit to work together on this initiative. We wanted to work together to share our insights and guidance to any body shop looking to improve their operations in an accessible format,” said Patricia Morschel, vice president of marketing and commercial operations at Axalta. “With the current labor shortages and challenges of attracting and retaining talent, it’s important to continue to provide resources to body shops to ensure the industry’s long-term viability.”
About a year ago, 3M and Axalta discussed the importance of helping the industry understand the proper repair process in a constantly changing environment.
As leaders in training and education, both companies recognized their synergies and decided to collaborate to tackle the challenge together and help drive the industry forward.
An essential aspect of the program was to ensure it was process-based and not product-focused.
“This initiative is not about selling more products,” noted Munn. “We truly wanted to bring together competencies, capabilities and shared values to address the real needs of our industry and help body shops understand how they can optimize their processes.”
He said the output of the collaboration reflects the best in refinish process expertise. 3M and Axalta brought together application engineers with decades of refinish process experience to share
fundamental refinish practices and methodologies.
“With the breadth and depth of refinish knowledge that both companies possess, our teams codeveloped the content based on proven processes,” said Morschel, adding, “These modules are designed to be brand agnostic, so no matter which products are being used, the overarching takeaways can be implemented to help improve efficiency and increase consistency while reducing errors.”
“For the past several years, we have heard more than ever from our mutual customers that their body shops are challenged to maintain the same levels of productivity, efficiency and quality as ever,” said Munn. “Today, it takes longer to do a repair, and it’s a more complex process.”
As a result, the training series was designed to help address these challenges. The companies took a unique approach when creating the program.
“Historically, a lot of training has been centered around the appropriate use of specific products,” said Munn. “This training is specifically based on the underlying processes.”
The objective was to provide understanding and education around common refinish practices irrespective of the products used.
Five co-branded training modules are being developed to help technicians and shops improve their understanding of repair process practices and, ultimately, have greater operational outcomes.
The modules, which range from five to 10 minutes, will include practices that shop leaders and technicians can implement to optimize the refinish process. The first three are planned to be launched in the fourth quarter of 2024. Two additional modules will be available in the first quarter of 2025.
The content will be accessible through both organizations’ learning management system platforms, which include the 3M Academy and Axalta Academy.
There is no cost associated with the education, which is available to all industry stakeholders, whether or not they are using 3M or Axalta products.
“As a steward of the industry, it’s important that we challenge ourselves as to how are we helping to look after the most pressing needs and challenges of the industry,” noted Munn. “It’s no secret that there is a significant need in the industry for skills development, specifically around the growing shortage of skilled labor.”
The process-based modules are intended to support the technical advancement and career growth of collision refinish technicians.
and body shops will take this content and apply it.”
“Between Axalta and 3M, we share over 300 years of industry expertise,”
Munn said that to preserve the industry, everyone must come together to ensure a vehicle is returned to its pre-accident condition as productively and efficiently as possible, while adhering to OEM repair procedures.
“I’m very proud of this collaboration that is truly focused on advancing the industry,” said Munn. “I’m excited to see how technicians
said Morschel. “It’s our responsibility to continue to pass that knowledge along to the next generation of refinish professionals. Our vision for this joint initiative is to set a new standard for how knowledge is shared throughout the industry.”
For more information about the training modules, visit: axaltalearning. netdimensions.com/index-sso.html or 3MCollision.com/Learn.
Automotive Parts Supply Chain Withstands Port Strike
by Ben Shimkus Autobody News
Catastrophic weather and union strikes put the automotive parts industry on edge, but fears of temporary inflation in the collision repair segment seem to have been avoided.
The International Longshoremen’s Association (ILA), which represents port workers along the eastern U.S. coastline, initiated a strike Oct. 1, halting work for 50,000 members and stalling operations at 14 major ports along the East Coast and Gulf of Mexico. The strike came as regional hubs grappled with the aftermath of Hurricane Helene and prepared for Hurricane Milton.
These concurrent events alarmed automotive analysts. European manufacturers ship vehicle parts to the East Coast, and a prolonged strike could have impacted parts availability across the segment, raising prices for repair shops and customers. The automotive parts industry had already been dealing with inflationary pressures for years due to supply chain disruptions, severe weather patterns and the workforce’s return after COVID-19 shutdowns.
“The timing for the strike couldn’t
have happened at a worse time [for automotive parts]. Right when there were ships bound for the East Coast, the storm was shutting down ports proactively,” said Greg Horn, chief industry relations officer at PartsTrader. “We dodged a bullet here. It could have been a very devastating strike for the U.S. economy in general.”
Fortunately for the automotive parts industry, the strike ended after three days, with a temporary deal between the ILA and the U.S. Maritime Alliance. The agreement, which will last until January 2025, has helped prevent further supply disruptions. According to Horn, prices have remained stable despite the turbulence.
PartsTrader operates an online marketplace that connects repair shops with parts suppliers, streamlining the process of sourcing and purchasing components. The platform optimizes repairs and improves cost efficiency by allowing businesses to compare prices and availability in real time.
Horn explained that PartsTrader tracks two key metrics to assess market health: the number of quotes per part and delivery timelines. By analyzing these data points, the
company can diagnose potential disruptions and evaluate the impact of events like the ILA strike. However, he noted that advanced rerouting and sufficient stock levels helped suppliers avoid significant delays, minimizing the strike’s effect on parts availability.
In preparation for the strike, suppliers rerouted dozens of cargo ships from the East Coast to the West Coast in mid-September. Ports on the West Coast, which had been operating at 70% capacity, absorbed the increased load, reaching 80% capacity without major delays.
“I think the takeaway is the suppliers had enough advanced notice. They altered their plan. They had enough stock already that it is a non-event,” Horn said. “So, good news all around.”
Horn attributed the suppliers’ preparedness to investments made following the COVID-19 lockdowns and past union contract disputes. Asian manufacturers had planned shipments well in advance of strikes proposed by the ILA’s sister union, the International Longshoremen and Warehouse Union (ILWU), representing West Coast port employees. Meanwhile, American
manufacturers streamlined their distribution networks before the United Auto Workers (UAW) strike in 2023. While the limited impact from the
“I think the takeaway is the suppliers had enough advanced notice. They altered their plan. They had enough stock already that it is a non-event,”
initial strike shows that automotive supply chains are more robust than initially anticipated, Horn warned the union’s contract runs out in January. The ILA’s three-month agreement increased union wages by 61.5%, but negotiators remain divided over major disagreements that could send port workers away again in January. Mediators are hammering out disagreements over port automation and health care benefits.
“It isn’t over yet,” Horn said. “There is still a possibility that they won’t come to an agreement and they go on strike again after the 15th of January. It ain’t over until it’s over.”
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A:Lower interest rates are going to help everybody from a single shop owner to investment groups, I think, that are working not only in the collision space, but also the mechanical space. We represent both. Even though the mechanical partners have lagged behind collision on consolidation and MSO movement, it is there.
We’re seeing more and more of it — more interest from single shops, and hearing more interest in activity in M&A. So with the trends we’re on now, certainly the ingredients would be encouraging. I think this is going to impact a lot of different segments, not just the M&A piece.
The Federal Trade Commission, structure of the board and appointments and direction, that’s going to be a big change.
But I think it’s encouraging for small business. We did not take an official position [on the election]. We have people on both sides.
But I would say a majority of our folks would certainly recognize the [potential of a coming] shift in tax policy, banking policy and competition policy. And if the House keeps trending and does fold into Republican leaders controlling the House, I think you’re going to see an impact on auto policy that’s significant. And it won’t just be in the M&A space.
Q:Trump has criticized EV incentive programs in the recent past. What do you think a Trump presidency means for EV mandates, as well as the internal combustion engine (ICE) market?
A:I think we have to look back even at this Congress and the dissatisfaction amongst many Republicans in the House — and I’m speaking for them, but I’m saying we’ve heard them say it to us, in meetings and publicly — dissatisfaction with the amount of federal funding that’s gone into incentives and charging stations, for example.
They have a lot of questions about
that. We’ve even run up against it in EV training efforts in trying to get more funding in that space. Not opposition to auto technician training, but opposition to narrow EV training. We’ve got a lot of shops, particularly in rural areas, that may not have had the volume of EV training, EV cars in their shops.
And even up to today, a university town might have half a million people. So, access is what we’ve been worried about.
We’ve had a couple of pilot projects in Colorado and California on EV training. But it’s a funding issue. Paying for these things is hard, and the only way to do it is a public-private partnership. So that impact and the lack of focus on the EV piece amongst particularly many House Republicans, I think now will be incentivized. So, we’ll see.
Federal appointments are going to be critical. If you look at not just the FTC, but you look from our perspective at U.S. DOT. I don’t know who [Trump’s] going to pick. I don’t have an inside track on that. But I know that some of the names that have been thrown around are conservatives who are not advocates of huge federal subsidies in the EV space.
And I think you could see a real directional change in that area, not just in the House of Representatives and the Senate, but also with whoever’s appointed to run the DOT, I think it’s going to be big.
A:Q:What could the next Senate bring for the industry?
[Texas Republican Sen.] Ted Cruz will chair the [Senate Commerce] Committee. And we know Sen. Cruz. He’s been very helpful to us. He’s pro-small business. I can’t imagine a scenario where Sen. Cruz, who now will be Chairman Cruz, is seeking more federal regulation of shops or more federal incentives in the space. I just don’t see it.
Now, some lobbyists may be able to sell that, but I don’t think I can. So, I don’t see that. I think that what we’re watching for is what they’ll do in the auto safety space from our perspective.
We like inspection. We like state programs in the vehicle inspections space. We like states having a lot of rights relative to vehicle safety inspection.
But the federal government certainly has a role in that and what that should look like and any incentives in that area for states that want to do it. That includes post-repair inspections, programs like in New Mexico, where it’s on resale, the vehicle has to have a post-repair inspection after a collision.
I think it’s going to be very different
[in the Senate]. I was surprised at the Pennsylvania Senate seat flipping.
But I’d be surprised if one of the first things out of the box is broad auto policy. When it comes up, I do think it would be in the EV space, but I don’t see a broad automotive emphasis, which we could’ve had under Democratic control.
And in the House, I don’t think so either. We don’t know who’s going to be chairman, but if you look at the mix of potential chairs, I don’t see that as a priority.
Q:
What about federal right to repair legislation? Some view it as favorable to small business and mom-and-pops in collision repair. Do you think there could be pushes to get those efforts off the ground?
A:We talked some about this within ASA this week, after the election with our executive committee informally. But we have an agreement with the Alliance for Automotive Innovation and with Society of Collision Repair Specialists to address the vehicle data access issue.
And we are still working on implementation for the agreement we signed in July 2023. That will be very important for ASA implementation of the agreement, making sure that our shops have access to the data they need.
We like exhausting an industry agreement or an industry process if it’s possible, and it’s not always possible. But that’s always our first choice. If it doesn’t work, you go to Congress, or on this issue, right to repair, in Massachusetts and Maine, you have laws.
What we’re trying to avoid is any activity on this at the state level that will wind right back up where we’ve been with the insurer-repairer-consumer relationship, with it regulated with the authorization being at the state level, a 50-state checkerboard footprint of regulation. And that’s a hit and miss.
A:Q:How might other regulations be affected by the election?
But even not knowing who will chair the House Energy and Commerce Committee or the subcommittees — because that does matter, the committee leadership — I still don’t see the administration encouraging any legislative effort within their own party that dramatically expands the role of the federal government, particularly at the Federal Trade Commission.
Certainly, [car] dealers have taken their share of hits from the current Federal Trade Commission in the regulatory space. I just don’t see, from a direction perspective, that continuing. I may be wrong, but I don’t see that.
One of the things that has concerned us, because we were victims of it, independent repair shops, collision and mechanical, after the 1990 Clean Air Act Amendments, in the service information regulation, the U.S. EPA in a Clean Air Act Amendment said emissions data must be given to independent repair shops, collision and mechanical, across the board, and that repair shops should get the same service information that franchise car dealers got. The Department of Commerce released further rulemaking on data access. Well, the OEs dumped all the info at Commerce.
They were understaffed, didn’t have the funding, and had no clue what they were doing. It was a complete failure. We met with the U.S. EPA. They reversed that policy. It took years to get this new law into a regulatory space that worked, which are the websites that you go to now, the OE websites, are a product of that 1990 Clean Air Act amendment. So, the federal government regulating this and disseminating our data or what we need to repair cars is risky.
And I’m going to be very surprised if we see the House or the Senate, particularly the Senate, going full bore to expand the number of personnel, funding and authority of the Federal Trade Commission to run these kind of programs.
For legislation and laws that are too aggressive and can try and cap out what you as a collision shop owner charge for storage fees, if your storage fee is too high — this is our view — then the consumer or the insurer should tell you, “That’s too high,” and not the government. Then, it’s up to the shop what they want to do.
But controlling prices at shops is not something we want the federal government involved in. And that was clear in our pre-meeting with the panelists, clear from our members over the years and our leadership that these capped storage fees -- in Oklahoma that was proposed, and that legislation could come up again, even though it died this next year -- that is something that we just don’t support.
We think that’s too much of government.
If we go too far on the Federal Trade Commission as a police officer under, whether “Joe Shop Owner” gets data or information from a third-party provider or the OEs or whatever, then that’s a little too much interference.
Q:Trade officials during Trump’s first term prioritized the auto industry, negotiating new bilateral trade rules and imposing more restrictive tariffs. What do you expect to see in the trade landscape under a second Trump term?
Bob Redding.
A:I think it’s anybody’s guess right now. There’s no U.S. trade representative yet. Bob Lighthizer [under Trump’s first administration] did a fantastic job.
I thought, for Trump’s first appointee, he was experienced. I’m not sure how much. He was involved in steel [litigation before serving as USTR], and I think he had some other clients where he had a lot of interaction with the [U.S. International Trade Commission] and other entities.
I’m just a big fan of theirs. Also, President Trump’s first chair of economic advisors, Gary Cohn, was one of the most inclusive senior staff people at the White House I’ve ever seen.
Where they brought small teams in — not always the same industries in the room — they might have five people from different sectors running things by them that might not be not be a priority for the industry, but had some impact. So, I was impressed with those administration appointments last time.
The establishment of the House Select Committee on the Chinese Communist Party is a big deal. They have a serious chairperson there with [Republican] Congressman [John] Molinar of Michigan.
He’s a serious person, very smart, very educated and works well with
the ranking member. There are a lot of members from both parties that are very focused on the China piece.
I can’t imagine a scenario where the Congress doesn’t, as a majority, support what the president tries to do on China. That would be a surprise. Could we see, I mean, China is focused on specifically in the automotive context.
Q:Pundits have raised the possibility that Chinese cars, including EVs and autonomous vehicles, could be exported more to the U.S. in the future. Do you expect automotive trade with China to be a focus area in the trade conservation?
A: If you go back to the U.S.-Canada-Mexico agreement, some of the positions that USTR put on the table that were not accepted, really, I think, are precursors towards a willingness for an aggressive protectionist approach.
I think it’s going to be a very different approach. As you know, [current USTR] Ambassador [Katherine] Tai has been less assertive on trade agreements and certainly that’s just a really different approach than what Ambassador Lighthizer did or others, even going back to [former USTR] Mickey Cantor with Bill Clinton, who was very aggressive in the space, a Democratic USTR. But it’s going to be
different.
I don’t know who [Trump’s] going to pick. He certainly has some good choices out there, including former deputies that may have an interest.
Q:
In September, Trump tweeted that auto insurance rates were up 73% and he would cut them in half once he gets into office. Obviously, that can’t be a clean guarantee for every auto insurance holder. But is there any change that such a rate cut at least progresses toward being a reality, in the case of, say, deflation, or a deregulated supply chain?
A:I hope he does. I mean, my insurance rates are up. They’re certainly going to have a very, very different antitrust division at the Justice Department, a very, very different attorney general.
So, in the FTC piece, you’re going to have a lot of different federal policies. But as you know, the bulk of the regulation of these companies is at the state level. And despite having those major insurers that we focus on at various conferences and symposiums, there are a lot of small companies out there.
They’re small, local and state entities. And that is going to be a really hard job. And, you know, we have a
mix of insurance commissioners, a lot that were in the industry or going to the industry when they leave, as well as consumer activists.
That’s a tough job [to rein in insurance rates].
It’s hard. But it is, as you know, in many states, Pennsylvania, New Jersey, Florida and California, insurance rates are high.
Q:
Do you have anything else to add?
A: I think that generally, we are going to see some very probusiness initiatives.
I do think auto will be in the line of things that Capitol Hill addresses relative to the EV piece. I think you’ll see legislation introduced out of the box.
I think this applies to any industry sector: Whatever administrative agency that they follow, whatever cabinet official, but not just that — all the way down to Schedule C’s — I think the Trump administration has been working early, diligently, on the personnel piece, gathering names and gathering policy ideas, and I think it will be a much more hit-the-groundrunning, versus last time when it was slow getting people in place, slow getting appointments to the Senate. I think it will be very different this time.
Brightpoint Auto Body Repair Betting Big on Idaho, Buys 3 Shops in 11 Months
By Paul Hughes Autobody News
Memphis-based Brightpoint Auto Body Repair acquired Uria Auto Body in Nampa, ID, its third deal there.
The MSO bought Franklin Auto Body in December and Capital Auto Body in March, both in Boise.
“We’re trying to get a fourth by the end of the year,” President Paul Williams said.
Brightpoint now has 11 locations in six states, according to its website — double what it had near the beginning of the year.
Williams has eight more in its purchase pipeline.
“I sometimes lose track,” he said.
‘You Gotta Come Back’ Several will close by year-end.
Brightpoint’s financial backer is SouthWorth Capital Management, a family-run financial management firm led by Jeff Presley.
Merrill Olson, who sold Uria Auto Body to Brightpoint, had bought the shop in 2015 from founder Tony Uria, who started it in 1985.
Olson had taken body shop classes in high school — Idaho still sports quality body shop education programs — and his brother had
painted a car for their dad.
“It turned out real nice for a high school kid, and I thought, ‘Heck, I’m going to start doing that,’” Olson said.
He spent time in Montana for work, “but like everyone else who leaves Idaho: you gotta come back.”
Olson started working as a painter at Uria Auto Body in 2001. As the founder and owner neared retirement “getting a little beat down,” Olson would joke, “When I buy this place, I’m going to do this, I’m gonna do that.”
One day, Uria asked Olson to stay after work. Waiting for them were “a banker, a real estate agent and an accountant, and they put together a plan for me to buy the shop.”
Uria Auto Body turns 40 next year.
‘And That Dream Goes Away’
Olson was there for more than half that.
He was 32 in 2001, in his mid-40s when he bought it, his mid-50s now that he’s selling.
The Idaho market is strong, and even in a wait-and-see election season slow-down, the shop is still booked out more than a month. The center has 10,000 square feet, 14 employees, 100 jobs a month, with an average estimate of $3,000.
“It’s an excellent shop with a great reputation. Tony was well-loved in the community and by his employees,” and Olson has kept that up. “It’s full throttle all the time.”
So, why stop?
He’ll tell the usual tales of a changing body shop business, but the full truth is more personal.
good life, but for the future, your kids, for everybody, and that dream goes away.”
Olson found the technical stuff wasn’t tough — “we could do the certifications, get our OEMs done” — but after his son died two Christmases ago, “I lost a lot of interest in going forward.”
Tony Uria “had a short retirement,” Olson said, and died about a year ago. Olson’s shop operator peers have seen serious illnesses as they age.
And he has endured the deaths of his three sons, including one who looked likely to succeed Olson at the shop.
“My life’s ambition was to bring my kids into this business,” he said. “You’re building it not just to live a
He said, “Fifty-five is a great age to retire, and I can’t think of one good reason not to do it.”
‘It’s kind of the Wild, Wild West’ Reputation is one thing Williams looks at when shopping for shops. It means returning customers, word-ofmouth, less reliance on scale.
“People came to us from everywhere,” Olson said. “Tony would Subaru of San Bernardino
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never — never — turn a customer away, so we didn’t either.”
Olson, for his part, never considered a big MSO buyer. He spoke with the former owner of Capital Auto Body, who also sold to Brightpoint, who confirmed the continuity in that shop under Williams’ stewardship.
“They’re everything they said they’d be,” Olson was told. “This was not the story I heard from others — technicians, service writers, parts delivery people” who worked in shops bought by the big guys.
Williams previously built a five-unit MSO, New Look Collision Centers, self-funded and with his father-inlaw, before selling to Gerber Collision & Glass in 2019. He was then a vice president with the buyer, overseeing more than 50 locations.
SouthWorth’s support means he’s in no hurry to sell and doesn’t have to be.
“We’re going back to the basics, taking care of people, and taking care of partners,” Williams said. “We’re not going to grind everyone. We want to be the difference in collision repair.”
Managers and workers often stay on after acquisitions, sometimes including family members of the seller.
Williams scours the “secondary” markets — think Fort Lauderdale, not
Miami; Indianapolis, not Chicago. He buys a shop, then pursues a hub-and-spoke strategy: Boise and Nampa; Las Vegas and Henderson, Nevada; Nashville and Smithville, in Tennessee.
‘Small-Town Feel, Good History’ States like California, Oregon, Washington and Colorado are nonstarters, not due to regulation, but because national MSOs consolidate there, cement relationships with insurers and parts suppliers, and make volume king.
Instead, it’s “where we can continue the reputation of a wellrun organization, that’s been in the community,” Williams said, as measured by five years of numbers, and for instance, online rep, such as Google reviews.
“Small-town feel, a lot of good history — and growth. Longevity and growth,” Williams said.
Boise-Nampa, for instance, is still ‘blue collar,’ Williams said — it’s a stop on the pro rodeo circuit — though the area has grown nearly 5% annually for two decades.
“It’s kind of the Wild, Wild West,” he said. “The city’s growing,” and there’s little consolidation.
“Nobody owns more than two locations,” he said. “Actually, nobody owns more than one.”
busy and understaffed they don’t have time or people to train new hires, which can lead to a high turnover rate. Poaching employees from other shops is also an issue.
For some businesses, he said the problem isn’t talent; it’s a lack of skills.
“That’s something we’re going to have to overcome quickly,” he said.
To help attract new talent, Dimovski stressed the importance of updating facilities to look their best, especially with other employment options available, such as Apple and Google.
“With a huge demographic of working at home, it’s critical to make the collision repair job more appealing and attractive,” he said.
He advocated focusing on employees’ well-being and building a good culture.
“People these days prefer to work in a great place where they can go and be happy and work with their friends and colleagues, then jump ship for more money, especially this younger generation,” he observed.
Repair Standards & Specialized Training
Dimovski mentioned the importance of standardizing repairs, adhering to
processes, and having compliance and auditing tools. He also addressed global versus localized training and advised repairers to adhere to quality and safety assurance.
To help build employees’ skills, Dimovski recommended segmenting training sessions so they’re shorter and more precise.
The Future of Collision
Looking to the future, Dimovski encouraged the industry to prepare for the digital transformation, address green initiatives and the environment and help reduce costs by repairing more than replacing. He advised owners to understand who their real competitors are and tap into new talent pools. Along this journey, he said there’s an opportunity to collaborate with insurance companies and OEMs. He said it’s essential that shops understand the tools, equipment and information needed to fix cars properly.
This requires a mindset of thinking differently, according to Dimovski.
“Innovation is all about preparing to fail,” he said. “The future is in our hands. We have the ability to change and to better our industry, but it’s up to us to make that happen.”
Collision Repairers Looking for More than Just Parts Discounts, Find Multiple Systems a Time-Suck
As I mentioned in previous columns, I’ve conducted more than a dozen meetings bringing together collision repairers with regional wholesale parts managers for one of the automakers. The key goal: to give both sides of the parts purchase transaction a better understanding of each other’s perspective, and a clearer understanding of how the parts processes work between all the various stakeholders.
In the most recent of those columns, I shared some of what collision repairers said loud and clear about what they are looking for in a best-in-class OEM wholesale parts vendor. When they decide who to buy parts from, what are the most important considerations? The list invariably included:
• Acceptance of electronic parts orders.
the discount.
• Knowledgeable, helpful staff.
• Accurate ETAs. Shops said some vendors receiving electronic
parts orders may not input the actual estimated time of arrival. The system may default to an ETA of the next day, when in fact that has not
been researched and verified by the parts vendor. As I said in my previous column, it is critical that wholesale parts departments understand that collision repairers make decisions based on parts availability. These decisions impact the shop’s employees and customers, their relationships with insurers, their productivity and their bottom line. Accurate communication is critical. If it were possible, shops would love to have the ability to know the part availability at the warehouse.
• Ability to scrub parts order by VIN.
• Prompt pick-up of returns and processing of credits. If parts are returned because the vehicle turned out to be a total loss, and the vendor can’t accept the returns without a parts return fee, shops said they can bill the insurer for that parts return fee.
• Email confirmation of orders
with no “orphan lines.” Let’s say a body shop orders eight parts, but the dealership sends them nine, perhaps because of a supersession. If the shop is electronically ordering parts, and electronically receiving invoices, there’s not a place for that orphan line to go. Tell the shop you’re sending an extra part so they can update the estimating system and have a place to receive all the items in that order. Again, it all comes down to great communication.
• Consistent delivery windows. Having drivers arrive at the shop within consistent windows of time each day helps shops plan production. I’ll discuss the issue of shops that have inefficiencies and fail to perform 100% disassembly leading to multiple parts orders in a future article.
• Accuracy of order fulfillment and billing. Most shops said they would like to receive credits back in 48 hours or less.
• It would be great whenever possible to have parts invoiced in sequential order to match the shop purchase order in the management system.
• Shops say it would be useful if a vendor can provide a monthly report showing their percentage of return parts for the month
(excluding core charges).
And yes, a “fair discount” always made the list. But I assure you, in meeting after meeting, among shop representatives from all types of shops, all around the country, “fair discount” was never the first expectation mentioned, not ever considered the No. 1 demand. It was usually the fifth, sixth or seventh thing that made it to the list.
The best discount in the world doesn’t matter, for example, if the part is wrong or it takes forever to get the part. I’m sure there are parts vendors reading this and thinking, “Mike, you don’t understand. All my shop clients care about is price or discount.” I promise we will address this in a future article.
Lastly, for any insurers or automakers reading this: Shops are just as frustrated as parts vendors at having to use multiple platforms to order parts. I’ll go into this more in a future column, but here’s a not-uncommon scenario one shop owner recently shared with me about the wasted time these multiple parts systems add to what should be a simple process.
Step 1: He wrote an estimate for a job that was going to require four parts, including a headlight. His estimating system’s parts locating
Audi Part Professionals are experts on collision parts, replacement components and mechanical items.
system — we’ll call it Parts System 1 — showed available parts, and he selected parts from that list.
Step 2: As a direct repair shop for an insurer that requires the use of another parts system — we’ll call it Parts System 2 — he dumped the estimate into that system and waited for bids to come back. For the headlight alone, that system found 45 options, so he went through that list to find the best options.
Step 3: Back in the estimating system, he deleted the previous headlight and entered the one from Parts System 2. By that time — which happened to be the following morning — the estimating system had refreshed its system and so presented new headlight options, including one that was less expensive. He went back into Parts System 2 to document why he was choosing the headlight from Parts System 1.
Step 4: He then scrubbed the estimate for compliance, and that report has its own parts search that has nothing to do with the Parts System 1 search. That identified a headlight that’s even cheaper, so once again he deleted the headlight and added the latest one found, again documenting within the systems why all these choices were
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being made.
Step 5: With the estimate written to comply with insurer requirements, he then sent the estimate to Parts System 3, one that’s required for the relevant automaker’s certification program. That system identified new OEM parts that match all the pricing on the earlier parts found, but to accurately reflect what is being done to the vehicle, he has to delete all the previous parts found and reenter all the price-matched parts from Parts System 3.
Fifty minutes later, he said, he could finally order the parts. In that amount of time, he said, he could have blueprinted another job. This scenario happened every single day. This is ridiculous. We need to work together on a solution.
I hope at least one person in the insurance industry will reach out to me to better understand the impact of this and how much this delays things for shops and customers. We are stepping over $100 bills to pick up pennies. There is a better way.
Next time: I’ll share what shop owners should understand about what makes them a good customer for a dealerships’ parts department, and what shops and their parts suppliers can do together to each improve their business.
Regardless of the age of your customer’s Audi, Audi dealers have access to over 200,000 part numbers and are supported by a nationwide network of distribution centers to help ensure non-stocked parts are delivered the next day.
State Farm has not admitted any wrongdoing but agreed to the settlement to resolve the claims.
Class members eligible for the settlement include individuals whose vehicles were repaired under the underinsured motorist property damage policy provision, where the repair estimate exceeded $1,000, the vehicle was no more than 6 years old, had fewer than 90,000 miles and suffered significant damage. Eligible claimants can expect payments of around $550, though the exact amount will depend on the number of claims filed and the details of repair costs.
To receive a settlement payment, eligible policyholders must have submitted a valid claim form by Nov. 12.
ProColor Collision Franchisee Javier Vargas Opens 2nd Shop in 18 Months
In less than 18 months, Javier Vargas has expanded his ProColor Collision footprint by opening a second facility in San Marcos, CA, continuing his rapid growth in the collision repair industry.
With more than 25 years of experience in collision repair, Vargas brings a wealth of industry
His new San Marcos location, at 1895 Diamond St., features the latest tools and technology, staffed by I-CAR Gold certified technicians dedicated to quality repairs.
“During my time as an employee of ProColor Collision, I focused on supporting franchisees as they transitioned to the ProColor Collision brand,” said Vargas. “I am so confident in the ProColor Collision business model, proven processes and support that instead of taking what I know and opening an independent shop, I committed to growing my own shops with this proven brand.”
knowledge to the table, including roles in insurance claims, corporate MSOs and independent body shops. From January 2022 to October 2023, he served as director of operations at ProColor Collision, helping franchisees transition to the ProColor brand.
“We know that Javier and his teams at ProColor Collision San Marcos and ProColor Collision Escondido, which opened mid2023, are committed to delivering quality repairs, unmatched customer service and community support,” said Scott Bridges, senior vice president of Fix Network USA, ProColor Collision. “They understand all aspects of the business and have hit the ground running to benefit customers, carriers, their communities and their shops. We look forward to being an active part in their ongoing growth.”
For more information about ProColor Collision San Marcos, visit procolor.com/en-us/shop/sanmarcos.
His first ProColor location in Escondido opened in mid-2023, and the addition of the San Marcos facility further expands his ability to deliver comprehensive repair services for commercial and private vehicles. Vargas’s business partner, Rafael Romero, will join him in leading the team at the new location.
20900 Hawthorne Blvd. Torrance, CA 90503 (310) 542-2349
Victory Automotive Group Purchases San Leandro Mazda in
California
Harvey Auto Group’s San Leandro Mazda in San Leandro, CA, was sold to Victory Automotive Group, according to Steve Corle, director of the Plains Region for the Tim Lamb Group, who brokered the sale.
San Leandro Mazda is now known as Victory Mazda San Leandro and is located at 680 Marina Blvd. in San Leandro, CA.
The Mazda store includes a 13,000-square-foot showroom and 32,000 square feet of a parts and service center, which includes 14 bays. Staffing at Victory Mazda San Leandro will include a mixture of San Leandro Mazda’s 40+ employees as well members from the Victory Automotive team.
The deal went through Oct. 21, providing Victory Automotive Group with 53 stores in the U.S., 21 in California, and very first Mazda brand store.
Prior to being purchased by Harvey Auto Group in July 2018, the San Leandro Mazda showroom was an industrial facility. The facility
was fully transformed into a Mazda showroom, which opened its doors to Northern California residents in December 2020.
The family-owned Harvey Auto Group was started by Ken Harvey with his first motorcycle shop in 1954. As Harvey built his small business, his focus shifted from motorcycles to automobiles. More than 50 years later, the Harvey Auto Group currently consists of four Honda stores and two Mazda stores in Northern California.
The sale of San Leandro Mazda will allow Harvey and his son Taz to focus their efforts on running their remaining dealership locations.
Victory Automotive Group a family-owned company, started more than 25 years ago by Jeffrey Cappo, is headquartered in Canton, MI. Cappo now works alongside his sons Eric and Michael, who are involved in the daily operations of their 53+ locations in 11 states including Ohio, Michigan, California, Massachusetts, Florida, Texas, Indiana, Tennessee, West
Virginia, North Carolina, Illinois and Missouri, representing 14 automotive brands.
“The transaction went very smoothly for both Harvey Automotive Group and Victory Automotive Group,” said Corle, who has worked with the Tim Lamb Group for two years and now completed his third deal with Victory Automotive Group. “The team at Victory Automotive Group is always great to work with and I’m thrilled to have been the one helping them to acquire their first Mazda dealership.”
DataTouch announced the commercial release of “P-Pages AI,” an artificial intelligence (AI) technology offered to collision repair shops to efficiently convert estimates received in a PDF format from external appraisal sources into a sharable digital format based on CIECA Standards.
It was designed to correctly interpret and apply the existing Collision Estimating Guide (CEG) Procedure Pages (P-Pages) for each estimating system.
In just a few seconds, P-Pages AI generates an updated electronic estimate that identifies the “not included” operations and costs per the P-Pages that are frequently overlooked by the appraisal source. The P-Pages AI estimate also identifies the section within the CEG P-Pages that documents the operation required to complete the repair for each crash part.
For more information about DataTouch and P-Pages AI, visit www.datatouch.us.
California Autobody Association Announces New Sponsor Martin Auto Color
The California Autobody Association announced its newest sponsor is Martin Auto Color.
With more than 200 associates and 31 distributorships, as a Platinum partner, Martin Auto Color is one of the largest PPG paint distributors west of the Mississippi River. The company has faithfully served and earned the trust of auto body customers for more than 25 years, guided by its long-standing principles of tradition, experience, teamwork and fostering mutually respectful partnerships.
Martin Auto Color said its growth is attributable to the vast experience of its sales and tech teams, who exhaust all means in their efforts to supply their customers with only the efficiency.
Martin Auto Color regularly holds clinics in custom painting techniques and new product training. Additionally, it offers best-practice consultation in the areas of operations, process and inventory management, and advanced data evaluation. The results are streamlined body shop operations reflected in increased productivity and profit margins.
Martin Auto Color takes great pride in providing its customers with the highest level of service and support. In recognition of these efforts, the company has earned the prestigious PPG Platinum Distributor of the Year award.
CAA members are invited to experience what Martin Auto Color and PPG Refinishing
Classic Collision Acquires Carrillo’s Auto Body in Southern California
Classic Collision announced the acquisition of Carrillo’s Auto Body, a well-established family-owned business with locations in La Mesa and San Diego, CA.
The acquisition marks another step in Classic Collision’s ongoing expansion strategy, bringing its expertise to Southern California while incorporating Carrillo’s longstanding reputation for quality service. Carrillo’s Auto Body has been a trusted name in the region for more than four decades, rooted in the Normal Heights community on Adams Avenue and later expanding to La Mesa.
“We have stood by our commitment to quality and outstanding customer service and have complete faith in Classic Collision upholding our high standards as we join their forces,” said Tony Carrillo, former owner of Carrillo’s Auto Body.
The move is part of Classic Collision’s broader efforts to expand its geographic presence and leverage the strengths of
respected local operators.
“Carrillo’s Auto Body has been a high-performing family-owned business servicing San Diego and surrounding counties for years. We are excited to welcome them to the Classic family as we expand our presence into Southern California,” said Toan Nguyen, CEO of Classic Collision.
The acquisition reinforces Classic Collision’s mission to combine national resources with the personalized service of local repair operators, ensuring continuity of care for loyal customers while offering access to cutting-edge repair technologies and practices.
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U.S. Marine Vet Who Received Donated Vehicle Now Helping Fellow Vets in Need
Since coming home in 2004 after three tours in Iraq, Robert Olivarez has devoted himself to helping other veterans recovering the emotional and physical toll of war. It is a labor of love and dedication.
Oiverez was an infantryman for the U. S. Marine Corps. Being on the front line meant he was in constant danger. When an IED exploded near him, he caught shrapnel in his leg and arm, injuries which still cause constant pain 20 years later.
Despite his injuries, the Marine sergeant stayed with his troops to finish his tour. He was awarded the Purple Heart, the oldest military medal.
When he did return home, he found work, but his purpose in life was clear: helping other injured veterans recover.
“There are a lot of them who come home feeling empty,” Olivarez said. “They lose their sense of worth when they return to civilian life.”
He joined the Military Order of the Purple Heart, whose mission is to foster an environment of goodwill and camaraderie among combat wounded veterans. The organization, founded in 1932, has
more than 45,000 members.
Olivarez, who lives in Marysville, WA, north of Seattle, would get in his “beater” car and visit any veteran in need. That was, whenever his car was working. Reliable transportation was out of his reach.
In 2016, the local commander brought his service to the attention of the National Auto Body Council (NABC) Recycled Rides program, which works with insurers, collision shops and nonprofits to find veterans and others in need and present them with reliable transportation.
GEICO donated a 2013 Scion xB and the team at a Service King
(now Crash Champions) collision repair center refurbished it. On June 29, 2016, NABC Recycled Rides presented Olivarez with the car he would use for the next eight years to fulfill his commitment to his fellow veterans.
“I was able to travel more to see my fellow veterans, and also save money on fuel and repairs, and visit my children more frequently,” said Olivarez. He is the proud father of six, five of whom live with his ex-wife.
The donated car also helped him finish his degree in communications and public relations from Skagit Valley College.
But that’s not the whole story of Olivarez’s commitment. He visits high schools to talk to students about what it means to be an American and to help their Junior Reserve Office Training Corps (JROTC) chapters. He has been the Purple Heart chapter’s historian and welfare officer. If a veteran needs clothing or food, or medical or legal help, he makes it happen.
Olivarez served in several more roles on his way to becoming commander of Purple Heart Chapter 12 in Seattle and, recently, national
senior vice commander of the Military Order of the Purple Heart. He has now become the national commander of the organization, a two-year role that will make use of his strong leadership skills.
Every position he has held in the Military Order of the Purple Heart is volunteer. There is no salary, even for the national commander. He manages to excel at his job in the construction field, while dedicating all his free time to his family or to service to veterans.
Olivarez gave a poignant example of what motivates him. “I was told of a Marine veteran who was contemplating suicide,” he recalled. “I jumped in the Scion and drove to him. We talked about how his life was worth something and how important it was for his child to grow up with a parent.”
He keeps in touch with his Purple Heart colleagues. “Not only were we able to save a life, we have watched as this veteran started college and began living a positive life,” Olivarez said.
It is a positive life that Olivarez models for all Purple Heart medal recipients.
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