Bodyshop August 2010 by Media Matters

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Booth Review: Spraybooth retrofits and more

%RG\VKRS CANADAâ&#x20AC;&#x2122;S MAGAZINE FOR COLLISION REPAIR PROFESSIONALS SINCE 1970

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Working On

:DWHU We present the results of our annual waterborne benchmark survey

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Bodyshop CANADAâ&#x20AC;&#x2122;S MAGAZINE FOR COLLISION REPAIR PROFESSIONALS SINCE 1970

contents

August 2010 l Volume 40, Issue 4

Features 10

I-CAR Conference Preview

Booth Review New paint means new painting equipment, technology, and standards. Is your current spraybooth up to the task?

A Measured Response Let the technical experts at I-CAR walk you through the diagnosis of a bent steering knuckle, using the proper alignment data.

Cover photo courtesy of PPG Industries

Cover Story

Working on Water

Where does the Canadian collision industry stand in terms of its conversion to waterborne paint? We take a closer look at the numbers in our annual Waterborne Benchmark Survey report.

In Every Issue 4 6 23 24

Viewpoint News Products Photo File

29 29 28 30

Advertiser Index Internet Directory Subscription information From the publisher

visit us at bodyshopbiz.com In the next issue: The Second Annual Canadian Custom Bodywork and Refinish Awards; OE and Aftermarket Parts Outlook; Rental Partners, NACE Preview, and more. www.bodyshopbiz.com l August 2010 l Bodyshop 3

Bodyshop CANADA’S MAGAZINE FOR COLLISION REPAIR PROFESSIONALS SINCE 1970

viewpoint

EDITOR J.D. Ney 416-510-6839 jdney@bodyshopbiz.com

The Cost of Progress Growing up in southern Ontario, I spent a lot of time at racetracks. My father was in the car business, and was peripherally involved in motorsport, which meant long summer weekends were spent at Mosport, Shannonville, and at least once a year, in Mont Tremblant, Quebec. As a result of these pilgrimages, I developed not only a great fondness for racing, but also for the various developmental series that used to fill the Canadian motorsport landscape. One in particular, the Honda Michelin Series, featured ostensibly stock, off-the-line, late-1980s Honda Civic hatchbacks, which made a horrible noise when stripped of their mufflers, but were so evenly matched that the racing could be highly entertaining. But then a few things happened. Firstly, the series, originally made up mostly of amateur drivers racing largely on their own dime, started getting much more professional. Serious young drivers with serious ambitions joined, bringing with them sponsorships and increasingly large race budgets. For a time, this was not a game changer for the series as a whole, but the writing was on the wall. The death knell for many of the small-budget race teams (if you could call them teams) came when the governing body decided to change the spec standards for the cars prior to the start of the season. The changes meant the cars would be faster, but it also meant that they would no longer be street legal, which they had always been up until that point. The result was unfortunate for some drivers. A true track-only racecar meant teams had to trailer their car to the venue, which obviously meant new equipment costs, and what’s more, the material costs to run the cars themselves increased significantly. Predictably, many teams were forced out, deciding to retire from

the series rather than upgrade their equipment—some of my personal favourites, which I had watched for years, included. The end result: faster cars, professional drivers, and corporate sponsorship. The cost: years of driving experience, and the characters who made the series what it was. Was it worth it in the end? At the time, yes, but the professionalization and systemization of what was once a free-wheeling, less regulated outfit did not come without its regrettable loss. By now, I think you can see where this is headed. In compiling the results from our most recent Waterborne Benchmark Survey, I came across a number of respondents who said simply that they have not yet converted, nor do they intend to. On the contrary, they intend to paint away until the December deadline, and then stop what they have been diligently doing for so long. For the most part, the shops that can’t, or won’t, convert get lumped— sometimes justifiably, but often not— with the law-skirting shops of ill repute, and that’s patently unfair. The kind of investment the legislation requires, for an owner who may not be working nearly long enough to pay for it, is understandably off-putting; and as a result, this industry is going to lose a lot of experienced people. I suppose it’s part of the natural evolution of the business, and most will agree that the transition to a more sustainable and environmentally responsible practice is the best course of action, and should be celebrated. It’s the sign of an industry that’s becoming more efficient, more regulated and more professional; but as with any evolution, it will come at the cost of some of the people who have spent decades working to make it that way. B J.D. Ney, Editor jdney@bodyshopbiz.com

PUBLISHER Andrew Ross 416-510-6763 aross@bodyshopbiz.com SALES MANAGER Jay Armstrong 416-510-6745 jarmstrong@bodyshopbiz.com ACCOUNT MANAGER Jim Petsis 416-510-6842 jpetsis@bodyshopbiz.com PRODUCTION MANAGER Steven Hofmann 416-510-6757 shofmann@bizinfogroup.ca ART DIRECTOR Choo Hwee Kuan PRINT MANAGER Phyllis Wright CIRCULATION MANAGER Selina Rahaman 416-442-5600 ext.3528 CUSTOMER SERVICE Roshni Thava 416-442-5600 ext 3555 VICE-PRESIDENT Alex Papanou PRESIDENT Bruce Creighton

BODYSHOP is published by BIG Magazines LP, a div. of Glacier BIG Holdings Company Ltd. 12 Concorde Place, Suite 800, Toronto, ON M3C 4J2 Phone 416-442-5600 Fax 416-510-5140 Subscription rates: Canada – $39.95 (add applicable taxes) per year, $62.95 (add applicable taxes) for 2 years, single copy $7.00. USA and all other foreign – US$61.95 per year. U.S. single copy US$10.00. All rights reserved. Printed in Canada. The contents of this publication may not be reproduced or transmitted in any form, either in part or full, including photocopying and recording, without the written consent of the copyright owner. Nor may any part of this publication be stored in a retrieval system of any nature without prior written consent. US Office of Publication: 2424 Niagara Falls Blvd, Niagara Falls, NY 14304-1118. Periodicals postage paid at Niagara Falls, NY. US Postmaster: send address changes to Bodyshop PO Box 1118, Niagara Falls, NY 14304-1118. From time to time we make our subscription list available to select companies and organizations whose product or service may interest you. If you do not wish your contact information to be made available, please contact us via one of the following methods: Tel: 1-800-268-7742 Fax: 416-4422191 E-Mail: privacyofficer@bizinfogroup.ca Mail to: Privacy Officer, Business Information Group, 12 Concorde Place, Suite 800 Toronto, ON M3C 4J2 ISSN 0045-2319 Online 1923-354X Canada Post Canadian Publications Mail Sales Product Agreement No. 40069240 Return postage guaranteed. Send change of address notices, undeliverable copies and subscription orders to: Circulation Dept. — Bodyshop Magazine, 12 Concorde Place, Suite 800, Toronto, ON M3C 4J2 We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund (CPF) for our publishing activities. PAP Registration NO.11024 Member of Member of Inc. Inc.

4 Bodyshop l August 2010 l www.bodyshopbiz.com

Association of Association of Business Publishers Business 205 East 42ndPublishers Street East 42nd Street New205 York, NY 10017 New York, NY 10017

Paint cars faster than ever before. Speed up your operations and increase productivity with DuPont™ Cromax® Pro waterborne basecoat. With 1.5 coat coverage, wet-on-wet application and no flash time between coats, it’s easy to see why leading shops are making the switch to DuPont™ Cromax® Pro. And for even faster results, DuPont™ ColorNet® Color Proofing can give you great color matches before a single drop of paint is mixed. Just a few of the ways that DuPont Refinish can help you reach your operational goals today— while getting ahead of tomorrow’s environmental regulations. To learn more about increasing your productivity visit www.cromaxpro.dupont.com or speak with a DuPont Refinish waterborne conversion specialist at 1.800.668.6945, prompt 5.

QHZV

CARSTAR’s Soap Opera

ARSTAR Collision Centres have once again made magic happen for children in need across North America for the Canadian Cystic Fibrosis Foundation, the Make-A-Wish Foundation in the U.S., as well as local fundraising groups. Final numbers show that volunteers helped wash more than 5,500 cars and raised more than $150,000 across North America. In Canada alone, more than $117,000 was raised. “Over the past seven years the CARSTAR Soaps It Up for Cystic Fibrosis campaign has grown and become an important fundraising event for our customers, employees, and partners,” says Sam Mercanti, president and CEO of CARSTAR Automotive Canada Inc. “We’re very honoured to have our franchise partners and

All Round Success

On Friday June 25 and Saturday June 26, AADCO Auto Parts collected used tires free of charge to raise money for the Sunshine Foundation of Canada. The initiative was conducted in partnership with the Ontario Automotive Recyclers Association (OARA) and Ontario Tire Stewardship (OTS). All tire fees associated with each tire dropped off were donated to The Sunshine Foundation of Canada, and OARA matched the donation made from all tires collected. The Sunshine Foundation of Canada is a national charitable organization that makes dreams come true for children living with severe physical disabilities or life-threatening illnesses.

6 %RG\VKRS l August 2010 l www.bodyshopbiz.com

staff who take the lead in their markets and are committed to finding a cure for this disease.” The theme for this year’s event was “A Splash of Magic,” held on June 12, 2010 at over 80 CARSTAR locations across Canada. In keeping with the magical theme, CARSTAR enlisted Canada’s premiere

event illusionist, Brian Michaels, as spokesperson for the national charity event. Michaels has cystic fibrosis, and is encouraged by all the community support behind making this fundraiser a reality in so many locations across the country each year. “Thanks to events like Soaps It Up, I’ve been able to live with CF for over thirty years, and pursue my dream to become an illusionist, performing all over Canada and the world,” says Michaels. “The funds raised will support significant research advances and will continue to aid our ultimate goal of finding a cure for the disease.” Sponsors for this year’s Soaps It Up included BASF, Quiznos, Nolitours, King Rose Travel, The DAC Group, Domino’s Pizza Canada, and Air Miles.

&R $XWR 2Q &RXUVH As tough as it has been for the auto industry, CoAuto president and CEO Tom Langton told attendees at the company’s annual golf tournament that the group has continued to grow its shareholder base and deliver increased savings, rebates, and yearend profit distribution. What’s more, he said, with the addition of over 50 new shareholders and over 100 members, the future for continued growth is promising. Over 200 guests on the day also came to see Frank Romeo of Pineview Auto Sales retire as Chairman after serving his term from 2008 to 2010. The gavel was handed to Peter Johnson of London Honda, who accepted his new position as Chairman of the Board. Following the meeting, the shareholders enjoyed a barbecue lunch on the terrace at Copper Creek and then teed it up for the annual golf tournament. This year, the winning team was David McGee and Tyler Desautel of Jack McGee Chevrolet Cadillac in Peterborough, Angelo Vilardo from Douglas Ford in Barrie, and Peter DeGiuli of BASF Canada.

Paint and Pine Trees

Dana Alexander, general manager of Danaâ&#x20AC;&#x2122;s Collision Centre, has announced all customers who have their vehicles repaired this summer will receive a free tree seedling as part of his firmâ&#x20AC;&#x2122;s commitment to the environment. â&#x20AC;&#x153;This idea began as an initiative for Canadian Environmental Week; however, due to an outstanding response

from our customers, we have decided to extend the program until September 30, 2010,â&#x20AC;? says Alexander. â&#x20AC;&#x153;Each tree planted will help reduce the carbon footprint for both our customers and our firm, helping make the local community and planet a better place.â&#x20AC;? Danaâ&#x20AC;&#x2122;s Collision Centre has been a leader in the auto body repair industry by converting to waterbased paints and low-VOC (volatile organic compound) products in 2007. Danaâ&#x20AC;&#x2122;s recycles all metal, cardboard, and paper, and has also reduced paper consumption in the office by 50% using the latest digital technology. Danaâ&#x20AC;&#x2122;s Collision Centre is proud to be a silver member of the Fredericton Green Shops Program and was the first recipient of the Mayorâ&#x20AC;&#x2122;s Environmental Award. â&#x20AC;&#x153;We believe by reducing our carbon footprint, Danaâ&#x20AC;&#x2122;s Collision Centre is doing our part to help make Fredericton a greener place to live,â&#x20AC;? says Alexander.

Automotive Recyclers Association Urges Fraud Prevention Measures The Automotive Recyclers Association (ARA) has reaffirmed its call for U.S. lawmakers to review and update gaps in laws that help perpetuate fraudulent car sales and related illicit activities; one reported case saw that seven cars with the same VIN were found in five states and two Canadian provinces. â&#x20AC;&#x153;The cash-intensive nature of motor vehicle sales makes them vulnerable to a number of criminal activities including money laundering, drug trafficking, automotive theft, and fraud,â&#x20AC;? says Michael E. Wilson, CEO of the Automotive Recyclers Association. â&#x20AC;&#x153;This is a position widely held in state and federal law enforcement circles in this country,â&#x20AC;? Wilson adds. As a result of current regulatory gaps, says the organization, criminals

are using the current salvage pool auction landscape to pursue their criminal activities. Salvage pool auctions acquire damaged cars from a variety of sources in order to sell them in one central location, attracting a larger number of buyers than a local auction. The largest vehicle auction operator in the United States estimates that five million total loss/salvage vehicles are sold annually, when all sources are included. One of the most significant activities is VIN cloning. VIN cloning is when thieves copy a VIN from a legally owned vehicle and use it to replace the VIN from a similar, stolen vehicle. Severely damaged vehicles provide criminals inexpensive access to VINs, and more importantly the corresponding paperwork, so they can register stolen vehicles.

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news

Summer Refinishing School

Auction Action Openlane, Inc., an online auction company for automotive dealers to buy and sell wholesale vehicles, has announced significant enhancements to its U.S. open auction site, www.openlane.com, and has launched a new auction site for Canadian customers, www.openlane.ca. Openlane’s online auctions provide dealers and consignors in the automotive industry throughout North America with a comprehensive and feature-rich platform for seamlessly buying and selling highquality wholesale used vehicles. With everything from title processing, vehicle condition reports, transportation and financing options, the new enhancements to Openlane.com and the introduction of Openlane.ca include a complete redesign of each site’s Vehicle Detail, Search, and Bid/Buy Confirm pages, all featuring a fresh, easier-to-read interface. Dealers and regional sellers will also benefit from site enhancements including a new one-screen web-listing page that replaces the former five-web page listing process, making it faster and easier to list vehicles. “Our goal is to provide a seamless experience for dealers and consignors who buy and sell quality wholesale vehicles on our open auction,” says Peter Kelly, president and CFO of Openlane. “With the new enhancements to both sites, we are evolving our technology to meet the demands of today’s challenging and fast-paced marketplace and serving the needs of our valued customers.” The newly streamlined Openlane.com and Openlane.ca sites feature enhancements for ease of use and efficiency for both buyers and sellers.

Shuffled Deck at PPG PPG Industries’ automotive refinish business has announced a restructuring of its North American sales and marketing organization, with a number of key 8 Bodyshop l August 2010 l www.bodyshopbiz.com

leadership changes. “PPG refinish is committed to maintaining a strong, dynamic management team,” says Greg Benckart, PPG general manager, refinish, United States and Canada. “These new appointments, together with key strategic realignments, will help us maintain our leadership in providing the right products and support for our refinish customers.” Bob Burgess has been appointed director, training and sales development. He will be responsible for the development of training and strategies for the refinish sales force to ensure sales performance excellence and consistent valueproposition delivery. Brett Candler was named to replace Burgess as sales zone director, zone 1. The zone will be realigned to add region 2, headed by Randy Koch. According to Benckart, the realignment will enhance PPG’s ability to support customers in their transition to using waterborne basecoat in the northeastern United States. Steve Zweig joins the refinish business as sales zone director for zone 3, which has been realigned to include PPG’s refinish business in Canada. Zweig, who replaces Candler in this position, was formerly with PPG’s Architectural Coatings business as zone sales director, Midwest and West, with responsibility for more than 130 company store locations in 20 markets across the United States. Jean-Guy Rosa has been appointed director, refinish, Canada, after serving in this role on an interim basis since December 2009. Rosa joined PPG in 1992 and has held positions of increasing responsibility within training, value-added services and management, most recently serving as regional manager for Quebec and the Atlantic Region of Canada. He will report to Zweig. John Parran is appointed director, marketing, refinish, United States and Canada. In his new role, Parran will oversee strategies and initiatives encompassing product marketing, customer service, communications, and pricing. Mark Juell was named to replace Parran as sales zone director, zone 2. He joined PPG in 1991 as a technical sales instructor and most recently worked as a regional manager.

Sherwin-Williams Automotive Finishes has announced it will offer a dozen classes and training sessions in the third quarter of 2010 designed to help Canadian automotive collision professionals enhance productivity and maximize profitability. Sherwin-Williams professionals will provide guidance and share best practices on an extensive number of topics including lean shop production and waste elimination, painter certification, its AWX waterborne system, colour adjustment and blending, fleet refinishing, OEM certification training, accurate repair estimating, and workshop efficiency, according to Bob Leibel, Sherwin-Williams Automotive Finishes director of sales and operations, Canada. The upcoming courses will blend classroom learning with hands-on exercises to introduce businessbuilding theories that can be augmented through production excellence. Sherwin-Williams Automotive Finishes training centres are located conveniently in metropolitan areas including Winnipeg, Mississauga, Anjou, East-Sherbrooke, Calgary, and Langley. Third Quarter Training Schedule: 08/24/10 Jobber Level 1, 3: Mississauga 09/14/10 AWX Waterborne Basecoat Painter Certification 3: Mississauga 09/14/10 AWX Waterborne Basecoat Painter Certification 3: East-Sherbrooke 09/20/10 Express Scratch Repair Maaco 1: Maaco Training Centre 09/21/10 Fleet CFR 3: Mississauga 09/27/10 AWX Application and Colour Simplicity 2: East Sherbrooke 09/28/10 Staff Product Training 1: Calgary Branch 09/29/10 Staff Product Training 1: Langley Branch For more information about SherwinWilliams Automotive Finishes training or other products, visit www.sherwin-automotive.com or call 1-800-SWULTRA (1-800-798-5872).

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i-car preview

SEPTEMBER 24, 2010

PALAIS DES CONGRES, 1001 Place Jean-Riopelle, Montreal, Quebec

A New Direction for I-CAR in Quebec I-Car Collision Training Conference

ttend the I-Car Collision Training Event on September 24, 2010 at the Palais des Congrès in Montreal and learn more about collision repairs with the help of two feature courses. You will also have the opportunity to network with other collision shop owners and technicians! Discover the quality of these first-rate courses, now tailored for the linguistic and regional demands of Québec! Program at a Glance Continental Breakfast Welcome Remarks I-CAR Course: DAM-08 — Advanced Material Damage Analysis This course will enable you to: • Identify advanced materials for vehicle construction • Explain how advanced vehicle construction materials affect collision energy management • Make repair versus replace decisions and understand damage analysis considerations for advanced materials • Describe the effects of heat and straightening on materials • Explain advanced materials recycled parts considerations, joining methods, corrosion protection and refinishing considerations. Course available in English and French Lunch-Speaker: Marc Brazeau, President, The Automotive Industries Association of Canada: “A New Direction for I-CAR in Quebec” I-CAR Course: FOM-01 – Automotive Foams This course will enable you to learn about: • The Overview of Automotive Foam • Structural Foam Considerations • Removing Expandable Foam • Choosing Replacement Expandable Foam • Installing Expandable Foam 10 Bodyshop l August 2010 l www.bodysh opbiz.com

• Working Safely Around Foam Closing Remarks CCIF Reception at the Delta Hotel I-CAR Training Participants are welcome to attend!

THE SPEAKERS AND TRAINERS

Marc Brazeau — President, Automotive

Industries Association of Canada Marc Brazeau is the President of the Automotive Industries Association of Canada (AIA). AIA’s mandate is to promote, educate and represent members in all areas that impact the growth and prosperity of the industry. Mr. Brazeau has a wide range of experience in the automotive industry and in associations, having worked four years with the Transportation Association of Canada and two years with the Canadian Advanced Technology Association. Recently, AIA and the Inter-Industry Conference on Auto Collision Repair (ICAR) have reached a licensing agreement by which AIA will assume operations of I-CAR training in Canada. “ICAR has built a solid reputation over the years for its development and delivery of first-rate training courses” said Mr. Brazeau. As a national trade association representing the entire automotive aftermarket distribution chain and with over 1,100 corporate members, AIA, with Marc Brazeau as President, is ideally positioned to manage the size and scope of the I-CAR training operation. During this event, attendees will have to the opportunity to hear Mr. Brazeau explain AIA’s commitment to deliver high quality training, tailored to the linguistic and regional demands of the Quebec marketplace. With AIA’s extensive experience in the delivery of bilin-

gual services and in working with Canadian partners, there is no doubt that this endeavour will be successful.

Claude Fortier

Mr. Fortier is a proven leader in the training industry, having acquired his Bachelor’s Degree in professional teaching at the Université du Québec à Montréal. His extensive automotive experience goes back to his certification in training with I-CAR since 1983. He was a trainer in collision repair from 1982 to 2002 for the Commissions scolaires de Montréal et St-Jérôme as well as a first class auto body painter and technician in collision repair. His additional experience as a trainer in automotive material damage assessment as well as in framing and structure recovery will bring hands-on experience as well as professional knowledge and understanding of the necessities of delivering a course in an efficient and interesting way.

Raymond Bourgeois

Mr. Bourgeois, having graduated with honours within the body work and painting program at Polyvalente Grande Rivière, has a broad knowledge of auto body work. His numerous years of hands-on experience as a body repair man and painter led him to manage several body shops. In addition, Mr. Bourgeois has also owned and operated an independent appraisal firm. Mr. Bourgeois’ experience also extends to organizational work; he worked as an Administrator for the Pro shop as well as the Pro-con Contractor programs for the province of Québec. Mr. Bourgeois has been providing his services as a remarkable I-CAR trainer since 2006, making great use of his experience as a craftsman, administrator, owner and manager.

feeling isolated?

Connect with the leading group of experienced collision repair professionals. CSN Collision & Glass offers national presence while maintaining community independence. Our foundation is built on years of providing the highest quality repairs and exceptional customer care. We are DEDICATED TO EXCELLENCE.

Make the RIGHT connection.

For more information visit:

CSNinc.ca Collision Solutions Network 377 Evans Ave, Suite 102 Toronto, ON M8Z 1K8 866 400 4CSN

training

Upcoming I-CAR Courses in Canada September to November

SEPTEMBER Advanced Restraint Systems September 13

Language: English Location: UNIFUND CLAIMS INC. Closed Session — Unifund Personnel Only Address: 1595 16th Ave., Ste 500, Richmond Hill, Ont., L4B 3S5 Instructor: Saeed Ahmed Time: 09:00-12:00

Recycled Parts for Collision Repair September 13

Language: English Location: Unifund Claims Inc. Closed Session — Unifund Personnel Only Address: 1595–16th Ave., Ste 500, Richmond Hill, Ont., L4B 3S5 Instructor: Saeed Ahmed Time: 13:00-17:00

Drivetrains and Engine Mounts September 14

Language: English Location: The Cooperators (Edmonton office) Closed Sessi on — Cooperators Staff Training Session Only Address: 500 West Tower, 14310 – 111 Ave. N.W., Edmonton, Alta., T5M 3Z7 Instructor: Sid Petrisor Time: 09:00-12:00

Structural Straightening Aluminum September 20

Language: English Location: Fix Auto Toronto Centre Address: 257 Queen Street East, Toronto, Ont., M5A 1S6 Instructor: Saeed Ahmed Time: 09:00-17:00

12 Bodyshop l August 2010 l www.bodyshopbiz.com

Vehicle Technology and Trends 2010 September 20

Language: English Location: Windsor Bodyworks Address: 10530 Tecumseh Rd East, Windsor, Ont., N8R 1A7 Instructor: John Pellerito Time: 09:00-17:00

OCTOBER Advanced Material Damage Analysis October 14

Language: English Location: The Co-Operators Insurance Address: 1720 Bishop Street, Cambridge, Ont., N1T 1J4 Time: 09:30-13:30

Fault Code Retrieval, Diagnosis, and Testing Electronic Systems October 18

Language: English Location: F & J Collision Address: 4350 Tecumseh Road East, Windsor, Ont., N8W 1K3 Instructor: Enrico (Rico) Lopez Time: 18:00-22:00

Waterborne Products, Systems, and Application October 18

Language: English Location: Fix Auto Toronto Centre Address: 257 Queen Street East, Toronto, Ont., M5A 1S6 Instructor: Saeed Ahmed Time: 18:00-22:00

Fault Code Retrieval, Diagnosis, and Testing Electronic Systems October 18 Language: English Location: Marcel’s Collision Address: 5584 Tecumseh Rd East, Windsor, Ont., N8T 1C7 Instructor: Enrico (Rico) Lopez Time: 18:00-22:00

Fault Code Retrieval, Diagnosis, and Testing Electronic Systems October 25

Location: F & J Collision Address: 4350 Tecumseh Road East, Windsor, Ont., N8W 1K3 Instructor: Enrico (Rico) Lopez Time: 18:00-22:00

NOVEMBER Frontal Impact Analysis November 22

Language: English Location: Division Collision Address: 1717 Division Road, North Kingsville, Ont., N9Y 2H1 Instructor: John Pellerito Time: 09:00-17:00

Frontal Impact Analysis November 22

Language: English Location: Division Collision Address: 1717 Division Road, North Kingsville, Ont., N9Y 2H1 Instructor: Enrico (Rico) Lopez Time: 18:00-22:00

Visit www.aiacollisiontraining.ca for updates and to register

THE FOCUS IS ON YOU Maintaining your competitive edge takes focus. You must focus on continuing your skill-set development, mastering the latest repair techniques, improving customer service procedures and staying in-tune with the industry. This year’s CARS shares your focus and is all about YOU. CARS is your resource for everything related to automotive service and repair. CARS delivers high-quality education, unmatched networking opportunities and exhibits featuring the top industry manufacturers and suppliers.

CARS 2010... Focused On Being Your #1 Resource For Getting Answers And Solutions ALL NEW! ASRW Forum and Reception – addressing the most important industry issues and best practices Essential educational sessions led by experts in their field Power-packed schedule – four full days of value and take-away techniques 3-hour class times for technical topics requiring more detailed instruction Valuable networking time with industry leaders and fellow colleagues Top manufacturers and suppliers exhibit the latest equipment, products, services and technology Free on-floor education, product demos and OEM Pavilion with brand reps on-hand for expert consultation Co-located with NACE - The World’s Collision Repair Event - giving you an all-access pass to more exhibits and industry training

Visit www.CARSevent.com for all the details and program information.

EXPOSITION: October 11-13, 2010 CONFERENCE: October 10-13, 2010 Mandalay Bay Convention Center Las Vegas, Nevada USA

972.536.6425 www.CARSevent.com

CARS is held during Automotive Service & Repair Week (ASRW) and co-located with NACE.

REGISTER ONLINE TODAY! Go to www.CARSevent.com to register by the August 17th “Early Bird Deadline” to get the best deal – the best value – and to book your housing early!

FRYHU VWRU\

full compliance should also be raised, and our survey can shed at least some light on this matter. Much like an unemployment rate of nil would be unrealistic and frankly impossible, Canadians have a generally accepted number—around the 5% mark— that they might consider to be full employment. In this case, it would be equally unrealistic to assume that every shop that responded has made the time-consuming and costly investment to keep their business compliant. What’s more, not all of these refusing shops are of any ill repute; they have simply chosen to use this opportunity as their exit from the business. In fact, when asked for further details, answers such as “I have a small shop. (Work alone). I started in the trade at age 13 part-time. I have been in the trade for 42 years and am going to quit when I can no longer buy the paint that I am using,” are prime examples of this sentiment. In fact, the government of Canada was keenly aware of this possibility when it drafted the legislation, building in large one-time equipment costs to be amortized at 5% interest over the next 10 years, as well as the general assumption that the cost of paint products would likely be higher, at least in the interim. For owners close to retirement, this combination of long-term price increases, along with the prospect of incurring more long-term debt in order to update and upgrade equipment, is clearly more than they are willing to bear. However, according to the survey, there were some shops across the country for whom the capital investment was not a terribly painful prospect. That says little about the increase in paint cost, but at the very least, the big-ticket items were simply not required, likely due to constant investment over recent years, which meant that waterborne paint could be more seamlessly integrated into the shops’ existing infrastructure. In fact, nearly 24% of those who responded said their conversion equipment needs came out to $5000 or less, which is a significantly smaller number than Environment Canada had pegged as the likely average. However, a similar number of shops, 20.4%, claimed their equipment conversion bill surpassed $20,000. For many, the conversion was expensive, to say the least. But what of overall satisfaction with the transition? When we asked

people in July of 2009 to rate the overall experience, nearly 82% of those polled told us that on a scale of one to 10, the experience rated seven or better, with nearly a quarter giving it a perfect 10 out of 10. With everyone now one year older and one year wiser, it appears as though that satisfaction has slipped. In this year’s edition of the survey, 78.8% of respondents gave the whole experience a rating of seven or higher, while the number of respondents who said their transition was a perfect 10, also slipped to 17.3%. Despite the drop in ecstatic converts, the overall numbers do suggest at least a solid passing grade for both the process and the product. When asked for the new products’ most redeeming quality, nearly 27% of respondents said that waterborne paint simply colour-matched or covered better than their previous solvent-based paint, and a further 40% said that the environmental and employee health benefits of the new system were its greatest attribute overall. The positives aside however, it is worth pointing out, that when asked to expand a little on their answers, 7.2% of those who answered the question identified either “compliance with the law” or “none” as the

leading advantage to the switch, pointing to at least some significant dissatisfaction with the law, the product, the transition, or all of the above. In the end, the transition for the vast majority of shops appears to have been a smooth one, although not universally so, or even universally undertaken. As with any change to the status quo, disapproval and discontent along with the positives of moving forward are bound to be a part of the process, which is why we find it so important to bring you these survey updates. As we near full compliance, stay tuned for more polling and mood taking from our publication, as we ourselves transition the Waterborne Benchmark Survey away from questions like have you switched, to what has the switch done to your bottom line, or has it affected your profitability? What’s more, when those surveys find their way to your inbox, we hope you’ll take the time to fill them out. We can’t report the findings accurately without you. Thanks to all of you who participated this time around, and we look forward to hearing from you next time. %

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While the various laws and regulations have been outlined in the past, the exact order in which they fall is still somewhat complicated, given that there are three separate dates of significance, one of which passed earlier this summer. In order to help keep the other salient dates in order, here is a brief recap: According to the Organic Compound (VOC) Concentration Limits for Automotive Refinishing Products Regulations, restrictions on the manufacture and import of these products came into effect on June 19th, 2010. Restrictions on the sale and offer for sale of these products will come into effect on December 19th, 2010. As stated in Environment Canada’s executive summary, “This will allow a one-year transition period [for] automotive refinishing product manufacturers and importers.” In addition, for each automotive refinishing product category, there will be an 18month sell-through period after the regulations are registered. The sell-through period is intended to provide the industry with time to sell automotive refinishing products manufactured or imported earlier, and to provide sufficient time to all repair shops to transition to low-VOC automobile refinishing products prior to the implementation date set out in the regulations. This change is expected to allow automotive repair shops adequate time to convert their equipment to use low-VOC automotive refinishing products. The regulation also allows for a six-month sellthrough, ending on December 19, 2010, to use up all non-compliant products in the distribution channel.” The complete regulation is available in Gazette II Part II, July 8, 2009, Vol. 143, No. 14, available at http://www.gazette.gc.ca/rp-pr/p2/2009/2009-07-08/html/sor-dors197-eng.html

www.bodyshopbiz.com l August 2010 l %RG\VKRS 15

equipment feature

Where does the industry stand on upgrading spraybooth technology?

Booth Review By J.D. Ney

s part of our annual Waterborne Benchmark Survey, circulated throughout the industry in July, we asked shop owners and operators to let us in on some of their purchase decisions when it came to upgrading the technology in their spraybooths to keep up with the new drying demands of the latest waterborne paints. With the results now tabulated, the survey gives an interesting snapshot of where the industry currently sits in terms of its financial investment into the complicated technical world of airflow technology. As discussed in the full article on the survey, some 83% of shops have now made the switch to waterborne paint, which has also led to plenty of upgrades in terms of other equip16 Bodyshop l August 2010 l www.bodyshopbiz.com

ment. Compressors, filters, air blowers, and spray guns were all common purchases for the average shop, but when it comes down to the sprayboothâ&#x20AC;&#x201D;the unmatched big-ticket item on the paint side of the businessâ&#x20AC;&#x201D;owners had several options to weigh: primary among them, does one opt for a new booth, or does one work with the current set-up, albeit with some more modern and technologically advanced retrofits? According to our survey, the decision made by the vast majority of owners was definitely the latter. In fact, when asked about their purchase decisions, 87% of respondents said they were able to do some retrofitting to the booths they already had, while only 13% said they bought entirely new booths.

The reason for this was quite plainly cost, first and foremost but not entirely. In fact, around 44% of shops who responded said their retrofitting saved them only about $1000, but, more importantly, it greatly reduced downtime. In fact, when asked to expand on their reasons for selecting the retrofit route, just over 35% of respondents identified less downtime as the primary decision driver, versus purchasing and installing a brand-new system. Of course, it can be argued that downtime is itself as much a cost consideration in the grand scheme of things as any capital investment. But seeing as these mandatory conversions were taking Continued on page 18

End the guess work on how to complete your waterborne system with Col-Met TWS…your Total Waterborne Solution. TWS is a combination of technologies, configurations and systems that meet your specific waterborne flash-off requirements. Consult your paint supplier or jobber and ask for their personal recommendation for what fits your specific finishing requirements and let Col-Met fill those needs. It’s not one idea that’s “made for everybody”, but instead it’s a set of solutions designed just for you. Achieve the optimal waterborne flash-off process with Col-Met’s TWS. EvO Portable

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Continued from page 16

Quality Control F

or better or worse, retrofitting tends to a have a “secondbest” feel to it. Who wouldn’t want the fancy new booth with the latest technology, after all? However, for those con-

place during one of the worst recessions in recent memory, coupled with an extremely mild winter with little snow across Ontario (where 44% of survey respondents do busi-

cerned by the upgrade decision, our recent Waterborne Benchmark Survey revealed that 70.2% of respondents felt that after the appropriate retrofits, their booth performed like new.

ness), a general mood of austerity is not surprising. Given that retrofitting appears to be the way most of the industry elected to go, and

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assuming it will be the preferred direction of the remaining shops who intend to convert in the coming months prior to the final deadline, we also reached out to several industry experts on the manufacturers’ side to get their take on the process, and perhaps some pitfalls to avoid when it comes to retrofitting. “Waterborne paint dries or ‘flashes’ best in a turbulent air environment,” says Mike Lampshire, refinish division manager with Global Finishing Solutions. “Creating this drying environment isn’t a matter of simply speeding up the air that passes over the car. Instead you need an additional source of accelerated air. This type of system delivers air in a 90-degree direction to that of the booth’s airflow, resulting in a collision of the two. The result is turbulent air on the surface of the vehicle, which is what provides such a significant improvement in the drying times,” he adds. Charles Makad of Paintline Products Inc. agrees, citing the various technologies that have been employed successfully around the world for some time now. “The critical issue is dehydrating the finish coat,” he says. “In Europe, waterborne technology has been in use for several decades. High-end refinishers usually use downdraft booths with elevated air velocity, forming an envelope of air around the vehicle. Most recommendations today involve the use of equipment that will increase air velocity, whether that be fans, venturi nozzles, etc., or elevated air flows in the booth drying mode.”

equipment feature

However, just how accelerated that air velocity needs to be can vary widely, and even Makad and Lampshire have differing views on how much is enough. “Our testing, performed in conjunction with major paint manufacturers, shows that the air created by an accelerated air system needs to achieve between 450 and 500 FPM (feet per minute) in order to accomplish the rapid drying times that high-production shops are looking for,” says Lampshire. “When air speeds fall under 250 FPM, you’re just not creating enough turbulence to achieve a noticeable improvement in drying performance.” For his part though, again citing waterborne experience out of Europe, Makad says shops can sometimes get away with less. “Some paint companies have done equipment audits as part of their marketing strategy, and determined that consistent air flows of approximately 100 FPM would be adequate,” he says. In the end though, shop owners should consult with their paint manufacturer of choice, as the technical specs for the various waterborne and low-VOC paints on the market today can be quite varied in their unique requirements. Given the specific needs of waterborne paint, and the cost associated with bringing an older booth up to spec, there are other considerations as well. The bottom line, when evaluating your current spraybooth, is to determine its ability to run efficiently and cleanly. “Clean, clean, clean is the key to any dirt-free paint job of course, but especially so when using waterborne coatings. When evaluating your booth’s ability, you must start with the basics,” says Ken Weymouth, VP of Global Finishing Solutions. “Assess your booth’s spray zone in terms of proper air flow, booth balance and adequate filtration. But don’t stop at evaluating your equipment; you should also evaluate your work processes and habits. Good housekeeping, lint-free paint suits, suitable wipes, proper masking, and proper cabin loading techniques should all be reviewed and honed.” For his part, Makad agrees, suggesting the likely need for a compressed-air audit, but he also says that more retrofit or new-buy decisions have to come down to the individual shop and its business model. “It’s important that the bodyshop owner define his business. What is the volume of work, how many completes/partials, will additional drying times impact production, etc. Then a determina-

tion can be made regarding the extent of upgrades,” he says. “In many cases, existing equipment, if it has been well maintained and meets minimum performance standards, will work, but it all depends on the specific bodyshop. High-end/high-volume shops will most likely already have pressurized booths, whereas many older cross-draft spray booths may have been supplied with 24” exhaust fans and 2 HP motors,” he laments. “We still see quite a few of those, and they’re usually rusted out, as the substrate at the time was steel, not galvanized as it is today.” When it comes to older cross-draft models, GFS’ Lampshire shares a similar view. “Are there booths that shouldn’t be retrofitted? Of course,” he explains. “There are booths that are simply not safe, and others that just don’t move enough air, like some models that were required to move 100 ft. of air 15 years ago that could never actually do that. If you’re operating an old cross-draft booth, you really ought to think long and hard about any kind of retrofitting.” While the prospect of a brand-new booth, at least according to our survey, appears to be just about the last thing most owners want to bear at the moment, reps

from both companies have some final advice. “If the customer arrives at the conclusion that a new booth is required, in my opinion a pressurized booth is the minimum configuration. This can be a modified downdraft (semi-downdraft) or full downdraft,” says Makad. “Reputable equipment manufacturers and suppliers will work with an individual owner to determine his/her specific requirements based on business model, building configuration, budget, and his/her preferences. Each job is different.” At GFS, Weymouth says that when done properly, the conversion should not be anything to lose sleep over. “If you pay attention to the basics, spraying waterborne is not a difficult system to learn and adapt to,” says Weymouth. “As with any other change in processes and equipment, if you watch the proper details you will be very pleased. One final recommendation would be that if you do anything to your booth, do it with a focus on increasing productivity and achieving energy savings.” Given the propensity of picking a retrofit over new booths, as evidenced by the survey, that savings word is likely top of mind for owners across the county. B www.bodyshopbiz.com l August 2010 l Bodyshop 19

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For water or solvent Automatic or manual For more information about our bodyshop equipment, visit our web site at www.filcoinc.com or email-us at info@filcoinc.com or call-us at 1-888-837-6452

20 %RG\VKRS l August 2010 l www.bodyshopbiz.com

Questions and answers about banners, networks, and franchises

ollision repair industry entrepreneurs have a number of options when it comes to the type of business they want to run. Some across Canada choose to stay completely independent, but many others elect to align themselves, to varying degrees of commitment, with a larger group of shops. These associations take on several different forms, including banners and networks as well as outright franchises. In order to get a better appreciation for the pros and cons of each, we decided to ask three industry heavyweights, Larry Jeffries at CARSTAR, Steve Leal at Fix-Auto, and Bob Mauro at Maaco, for their respective points of view. Bodyshop: What are the key advantages of being part of a network, franchise, or banner? Larry Jeffries: Doing business in collision repair in Canada today is challenging. Profitability is the number-one concern of most repairers today, followed closely by a shrinking market in available work. Having access to resources that are committed to assist you in all aspects of your business ensures best results in building a sustainable

future. What we know is that franchise partners want assistance in improving profitability, effective marketing, and effective leadership. Couple that with ensuring harmony amongst the franchise network and responsive support, and you have what we have identified as what most repairers want. Steve Leal: Doing together what no one else can do alone, such as KPI technology, buying power, branding, and marketing support, national recognition, as well as [everything from] nationwide warranty promotion to insurance and operational support. Bob Mauro: By definition, a franchise has a repeatable system, a training program as a means of teaching this, an operations manual to offer ongoing reference, and ongoing support. The franchise group should offer economies of scale as well, be it in day-to-day material or inventory costs, equipment as required to set-up, [and] more efficient and professional purchase of media and creative. Also, the success rate of start-up franchises is measurably more successful than that of private ventures. The franchise has higher brand awareness, from

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management feature

years of presence and advertising and PR related to that. Again, the freestanding shop cannot afford, or for that matter, attain this level, especially nationally. Bodyshop: If independent operators were looking through the network, banner, franchise options for their business, what factors should they be taking into account before making a decision? Larry Jeffries: It starts with the independent operator being able to clearly determine what is most important to him. With a 15-year track record of delivering sustainable value, we know that the most important first step in exploring the fit between a prospect and CARSTAR is ensuring clarity of what “success” looks like for the prospect. Experience supports the fact that every prospect has different needs, [just] as his business is unique. What makes him unique? It can include the market he is in, as doing business in a given market in Canada is different, and the maturity of the business, whether just starting out or a 20-plus-year business. The prospect needs to make sure he understands himself what is most important to him, and how he will measure his return on investment over the long term. Once it’s clear that the prospect’s needs are clearly identified, then and only then can you move on to making a good decision for the future of your business. Steve Leal: They should look at things like: Strong sales team to insurance companies, a recognizable brand with marketing support, ongoing operations support, access

22 Bodyshop l August 2010 l www.bodyshopbiz.com

to tools for superior performance management, necessary tools to meet the constant challenges of the industry—such as improvement of their brand image and increasing the value of their company. Finally, [he should determine whether] the banner/network gives the bodyshop owner or manager the ability to have a voice among insurers, and to respond to requests from increasingly demanding customers in terms of service and quality, while ensuring the profitability of the bodyshop and fair cost to the insurer. Bob Mauro: When the smoke clears, they must have a truly open mind and then ask who offers the most ancillary business. Does this group just give me another approach to the business sector I am currently in, and which is diminishing, causing my current dilemma? Or does it truly offer a solution, by bringing me to a new and broader business mix? What we experience unfortunately is the owner who wants a solution, but does not want to change or learn a new approach. Bodyshop: Are there instances where a group, be that a franchise, a banner, or a network, is not the right fit? Larry Jeffries: Yes, for sure. We invest significant time during the discovery stage of building the relationship with the prospect on the “fit.” Without the right foundation, the relationship won’t work long-term. It is still possible today to operate independently in some markets, for a variety of reasons, but those opportunities are shrinking. The number of professional collision repairers needed in Canada today to effectively

service the market is a much smaller number than the number of repairers in business today. Each individual needs to assess his specific needs and market. Steve Leal: Absolutely, when you are not ready to embrace change. Otherwise, I only see beneficial factors for independent shops that are looking to become part of a larger entity. Bob Mauro: Absolutely! If [you] cannot or will not follow a system, do not become a franchisee, or a banner conversion. Bodyshop: Obviously a franchisor has responsibilities to the shop, but what responsibilities does the shop have to the franchisor, in order to keep a solid working relationship? Larry Jefferies: Putting it in its most simple terms, the ability for the franchise partner to move from “me” to “we” is the most important determining factor in ensuring the long-term success of the franchise relationship. It’s all about mutual commitments. Steve Leal: The shop’s obligation is to conform to the business model of the network/banner. The more uniform we are, the stronger the brand becomes and the more consistent the customer’s experience is. Bob Mauro: [The franchisee] must, above all, respect and preserve the brand. They must, above all, cut no corners. The more you deviate from the system, the more likely you are to fail. They must be accurate and honest in all reports. Without this, the franchisor is handicapped and likely cannot help. B

products

Perfect Match Coatings SEM Products has launched a new line of colour-matched coatings for trunk areas and support rails. EZ Coat is a direct-tometal coating designed to match the colour and gloss of today’s popular OEM primer and e-coat colours. EZ Coat is a quick and easy way to touch up support rails and trunk areas as well as engine compartments. The product is available in black, olive green, light green, and grey in convenient 16-oz. aerosol cans. EZ Coat cures quickly and is formulated to accept top-coating with automotive basecoat and/or seam sealers. SEM Products 866-327-7829 www.semproducts.com

Ball Peen Hammer Snap-on has launched a line of ball peen hammers designed to provide maximum power with minimal effort, giving you the perfect hammer to do more jobs quickly and efficiently. “Torpedo head ball peen hammers are the most comfortable, balanced, and toughest ball peen hammers Snap-on has ever made,” says Gary Petersen, product manager for Snap-on. “You can do more work with less effort when you use a Snap-on ball peen hammer.” Snap-on ball peen hammers offer a variety of features and are available in a range of sizes: eight-ounce (HBBD8), 16-ounce (HBBD16), 24-ounce (HBBD24), 32-ounce (HBBD32), and 40-ounce (HBBD40). Snap-on ball peen hammers can be used for a variety of repair jobs including brake rotors, brake drum removal, ball joints, tie rod removal, tires, seal installations, and loosening oil pans and covers. Snap-On 1-877-SNAPON2 www.snapon.com

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PrEP STATiOn POrTA-PrEP Leak Detection Kit Tracer Products has unveiled the affordable Tracerline TP-8627 EZ-Ject Leak Detection Kit that saves technicians time and trouble when trying to pinpoint leaks in air-conditioning and fluid systems. The heart of the kit is the OPTI-Lite high-intensity, six-LED blue light flashlight that is so powerful it makes even the smallest leaks clearly visible. Another important component of the kit is the EZ-Ject multi-dose dye injector, a fast and easy way to add fluorescent dye to multiple A/C systems. A simple turn of the handle injects an exact amount of dye into the system, with no mess to clean up. The kit contains a 0.5 oz. universal A/C dye cartridge that services up to 14 vehicles. All Tracerline universal/POE dyes have been laboratory tested and proven safe for use in hybrid vehicles. Tracer Products 1-800-641-1133 www.tracerline.com

Two stage disposable filtration system 575v ,220v or 110v available 3 hp motor • on/off switch On wheels, totaly portable For more information about our bodyshop equipment, visit our web site at www.filcoinc.com or email-us at info@filcoinc.com or call-us at 1-888-837-6452

www.bodyshopbiz.com l August 2010 l Bodyshop 23

photo file

Third Timeâ&#x20AC;&#x2122;s The Charm

427 Auto Collision~CSN, 2010 Bodyshop of the Year, hosted its third annual charity BBQ, Wednesday, July 7.

Fore!

More smiles from the Co-Auto Co-Operative Inc.Â Annual General Meeting and Golf Tournament.

24 Bodyshop l August 2010 l www.bodyshopbiz.com

THE FOCUS IS ON YOU Maintaining your competitive edge takes focus. You must focus on continuing your skill-set development, mastering the latest repair techniques, improving customer service procedures and staying in-tune with the industry. This year’s NACE shares your focus and is all about YOU. NACE is your resource for everything collision repair related. Still the only globally-recognized event specifically designed for the collision repair professional, NACE delivers high-quality education, unmatched networking opportunities and a comprehensive Exposition of top industry manufacturers and suppliers.

NACE 2010... Focused On Being Your #1 Resource For Getting Answers And Solutions ALL NEW! ASRW Forum and Reception – addressing the most important industry issues and best practices Essential educational sessions led by experts in their field Power-packed schedule – four full days of value and take-away techniques Unmatched networking with industry leaders and fellow colleagues Additional educational offerings by I-CAR, PCI and ASE Free on-floor education, product demos and OEM Pavilion with brand reps on-hand for expert consultation World-class Exposition – leading companies representing the latest collision repair equipment, products, services and technology Co-located with CARS featuring more exhibits and sessions geared for mechanical service and repair

Visit www.NACEexpo.com for all the details and program information.

EXPOSITION: October 11-13, 2010 CONFERENCE: October 10-13, 2010 Mandalay Bay Convention Center Las Vegas, Nevada USA

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NACE is held during Automotive Service & Repair Week (ASRW) and co-located with CARS.

REGISTER ONLINE TODAY! Go to www.NACEexpo.com to register by the August 17th “Early Bird Deadline” to get the best deal – the best value – and to book your housing early!

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Response

Diagnosing a Bent Steering Knuckle Using Alignment Data

hen performing steering angle diagnostics, it is not easy to verify if a steering knuckle is damaged. Due to their size and design, it is not typically obvious even when they are bent. Steering knuckles are heavy cast parts made of steel or aluminum. They are not repairable and should be replaced if damaged. A damaged steering knuckle could be discovered any time during the collision repair process. For that reason, often a damaged knuckle escapes replacement up to the point of the vehicle getting an alignment. That is the situation we will be addressing for this article.

5HDGLQJ $OLJQPHQW 'DWD For the purposes of this article, we are looking at the alignment data for a vehicle with a strut-type suspension. While trying to adjust camber on the left front wheel, the suspension cannot be adjusted enough to move camber to the specified value. There are a number of problems 26 %RG\VKRS l August 2010 l www.bodyshopbiz.com

that could cause this condition, so further diagnostics are required to identify what is damaged. We will take you through the actual steps of diagnosing this problem using an Alignment Angle Diagnostic chart (Figure 1) and the alignment printout data, both available on the I-CAR website. Even though we are doing this using a strut-type suspension, the same concepts can also be applied to solid axle and short-arm, longarm (SLA) suspensions. The Alignment Angle Diagnostic chart uses the steering axis inclination (SAI), camber, and included angle measurements to narrow down the possible list of causes for an alignment problem. To use the Alignment Angle Diagnostic chart, first start by locating the correct suspension type. Then look at the actual (Before) SAI measurement on the alignment report (Figure 2). Determine if SAI is greater than the specified angle, less than the specified angle, or the cor-

rect angle. In this example, the specification is 12.7 degrees, and the actual angle is 12.7 degrees. Therefore, mark the Alignment Angle Diagnostic chart in the multiple areas that indicate Correct SAI. Next, do the same for camber, and make marks on the Alignment Angle Diagnostic chart that correspond with the condition of the camber angle. In this example, the specification for camber is -1.2 degrees, and the actual measurement is -0.2 degrees. This makes the camber greater than specification. Therefore, mark the Alignment Angle Diagnostic chart in the multiple areas that indicate Greater Camber. Lastly, compare the actual included angle reading to the specified included angle, and make a check on the Alignment Angle Diagnostic chart that corresponds with the current position of the included angle. In this example, the actual included angle is 12.5 degrees, which is greater than the specification of 11.5

Figure 1

degrees. Therefore, mark the Alignment Angle Diagnostic chart in the multiple areas that indicate Greater Included Angle. Looking at the Alignment Angle Diagnostic chart for a MacPherson strut suspension, in the row where SAI is Correct and Camber and Included Angle are Greater, the listed possible causes are a bent strut and/or a bent knuckle.

Visual Inspection To determine which of these parts is bent, additional diagnostics are needed. A detailed visual inspection may help uncover signs of damage and should be the next step in the diagnostics process. One way to look for signs of damage may include using an LED flashlight to look for signs of flaking coatings or corrosion on the steering knuckle. Some people prefer the use of an LED flashlight because of the blue-coloured light that the LED bulbs emit. When a cast part is bent, it may disturb and loosen any coatings or corrosion that has built up on the part if the degree of the bend is severe enough. Minor damage, however, may not show any visible signs and will require measuring to positively identify.

Measurement Checks Typically, there are no measuring data available for steering knuckles or struts. Therefore, measuring quick checks used to identify damage to these parts must be done comparatively to a known good part, such as the opposite side of the vehicle. To test the strut cartridge for damage, a straightedge may be placed along the side of the strut cartridge to look for areas where there are gaps between the straightedge and the strut. Another, and more positive, test that can be done to test for a bent strut cartridge is to measure from a straightedge placed on the hub face to symmetrical locations on the strut. When measuring the strut in this manner, make sure that struts that have camber adjustments, where the strut and steering knuckle are connected, are adjusted to the same position on the left and right side of the vehicle. The strut can also be tested by doing a strut-rotation quick-check. To do this, loosen the lock nut at the upper strut bearing one-half to one full turn. Do

not completely remove the lock nut. Then using a wrench or locking pliers, rotate the strut rod shaft a minimum of 360Â° while observing the top of the tire for in-and-out movement or camber change. Changes in camber as the strut rod is rotated indicate a bent strut rod shaft. Steering knuckle measuring quickchecks are done very similarly to those for a strut cartridge. A straightedge is placed against the hub or brake rotor, and measurements are made from the straightedge to points on the steering knuckle. If the brake rotor is used, ensure that it is held tightly to the hub with lug nuts. Measure to at least two different points, one where the steering knuckle and strut are connected. Differences in the measurements between the part being tested and a known good part indicate a bent steering knuckle.

Though not identified by SAI, included angle, or camber, the steering arm on the knuckle should also be measured to ensure it is not bent. To do this, the steering arm distance can be measured between the end of the steering arm, where the tie rod connects, and a symmetrical part attached to the knuckle, like the axle joint or bearing assembly. The steering arm position can also be measured to a straightedge placed against the hub or rotor. This measurement helps determine if the steering arm is moved in or out in relationship to its intended location. Also, the steering arm should be measured to a symmetrical location on the upper or lower control arm. This measurement checks for vertical movement in the steering arm. Continued on page 28 www.bodyshopbiz.com l August 2010 l Bodyshop 27

L FDU WHFK IHDWXUH

Continued from page 27

When measuring a steering knuckle or a steering arm for movement towards or away from the vehicle centreline, where the straightedge is placed is critical. Placing the straightedge on the face of the hub or against the rotor may not provide a true measurement if the rotor or hub assembly is damaged. Ensure that parts being used as a measuring reference are not damaged. In some situations, the diameter of the rotor or the dust shield may impede access to the steering arm. A small tram bar can be used to measure around obstacles, or the steering arm can be measured with the straightedge being placed on the front of the knuckle if the rotor and hub and bearing assembly are removed.

&RQFOXVLRQ When trying to determine if a steering knuckle is bent, multiple steps may be needed to either rule out or confirm whether the part needs replacement. Keep in mind that replacement is key. Steering knuckles are made of cast steel or

Figure 2

cast aluminum, neither which are repairable or should be heated. If the part is damaged, replacement is the only option.

Which process is used is your decision, but before a knuckle is condemned, make sure it was analyzed properly.

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from the publisher

The Quality Question It is one of the central issues of any business: quality control. As difficult as it is for a company in manufacturing to assure, quality is almost impossible to truly control when you aren’t the one building the components that your business relies on. For collision repair specialists, and the companies that supply them, this isn’t much in the way of news, of course. The battle to ensure the quality of both original equipment and aftermarket components required in repair consumers’ vehicles has been fought on many fronts. Over the years, I have been witness to words and actions from all sectors about quality. Sometimes these are intelligent discussions; sometimes, they are not. Despite assurances through the CAPA program, other quality assurance programs in the supply chain, and the push by OEs themselves, it seems the industry has made little progress in real terms. Now at this point it is only fair that I admit that I have had extremely positive experiences from all sectors over the years—both collision parts and hard parts. My experience is borne out by an ongoing Bodyshopbiz.com poll that says only 5% of shops switched suppliers due to quality, while 50% switched for reasons other than quality, price, availability, or delivery time. Still, it is easy for me to understand why shops squawk when something gets in the way of a shop executing an efficient repair: a part that doesn’t line up with existing mounting points, where the finish is substandard, where grease pencil mark-up adds a cleaning chore, when the wrong part arrives. The stop-start effect of these things saps efficiency and profit, and keeps the customer waiting. This is why it motivates shops to complain, and it is absolutely related to the upsurge in interest for repair process planning that we are seeing today. But what about when a part fits like a dream, looks great, but fails to perform in a subsequent collision the way the vehicle designers had intended? This is precisely the question being asked—mainly south of the border—most often in relation to bumpers, but also for a number of other components. Over the past year or so parts have been cut up in public, presentations have been made, engineering simulations have been run—all, it would seem, with the purpose of revealing what is not visible to the naked eye: that some replacement parts aren’t up to OE specs. To me, this is a no-brainer. There will always be some percentage of ultra-low quality, ultra-low cost parts out there for those who want them, but they are not the rule. Far from it. But I continue to believe that the percentage of ultra-low quality parts making their way into the supply chain is not as high as some would have you believe. Unfortunately, this fact is often what is missing from the discussion. Some, it seems from reports, seek to cast all non-OE original parts in a negative light. This is troubling, not just because it isn’t true, but because it’s impractical to expect the entire industry to move to an OE-only business; your customers at the insurance level and at the consumer level, especially in a world where the vehicle population is aging, wouldn’t stand for it. What is needed is reasoned discussion, with facts, not sweeping statements taking the lead, and theatre and anecdotal information left on the sidelines. I hope that’s not too much to ask for. B Andrew Ross aross@bodyshopbiz.com

30 Bodyshop l August 2010 l www.bodyshopbiz.com

y size of paint booth.