February 2012 www.bodyshopbiz.com
Bodyshop CANADA’S MAGAZINE FOR COLLISION REPAIR PROFESSIONALS SINCE 1970
Plus: Developments In OE Metals The Art of Paintless Dent Repair New Prep Station Technology CCIF Toronto Report
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Fab
Ontario metal fabricator uses traditional techniques to bring vintage cars back to life
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Bodyshop CANADA’S MAGAZINE FOR COLLISION REPAIR PROFESSIONALS SINCE 1970
contents
February 2012 l Volume 42, Issue 1
Features 10
Open Mike
12
CCIF Hits Toronto
19
Not So Heavy Metal
22
The Art and Science of Paintless Dent Repair
24
High Tech Prep
Mike Papoff, a soon to be licenced collision repairer, shares his fresh perspective on the industry
CCIF’s first meeting of 2012 attracted over 300 industry professionals
How advancements in OE metals are changing repair methods
An alternative to traditional repair methods, PDR takes dexterity, mental stamina and artistic flair
New technology allows refinishing to be done in prep areas
10
22
Cover Story
19
14
Old School Rules A southwestern Ontario metal fabricator uses traditional techniques to rebuild classic cars
In Every Issue 4
Viewpoint
29
Advertisers Index
6
News
29
Internet Directory
28
Products
30
From the Publisher
visit us at bodyshopbiz.com In the next issue: Going Green on the Shop Floor, Frame and Alignment Equipment, Spray Booth Development, Hazardous Material Handling. www.bodyshopbiz.com l February 2012 l Bodyshop 3
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Bodyshop CANADA’S MAGAZINE FOR COLLISION REPAIR PROFESSIONALS SINCE 1970
viewpoint
Welcome to the Metal Issue O
ver the years, I’ve researched and reported on automotive manufacturing processes, advanced technology and innovations in metal development. What I find fascinating is not so much the vehicle that rolls off the line, but the metallurgy, stamping processes, and engineering that’s involved in creating them. With the push to light-weight vehicles to meet fuel efficiency standards driving the engineering, manufacturers are trying everything—mixing high-strength steel, aluminum, boron, carbon fibre, and even magnesium. Do you know what could happen if you try to weld magnesium? Kaboom. It’s highly combustible. That is why some manufacturers are only using it in instrument panels, seat structures, etc. Although, according to Steve Rodgers, president of the Automotive Parts Manufacturers’ Association (APMA), there are some Chinese mills that are making quality magnesium alloys that have an equivalent performance to steel parts, and are formable and stampable. McMaster University’s automotive research centre has been working on new generations of high-strength steel for a number of years now. But it is still a true research animal. It’s going to take years to come up with the right recipe for the new-gen steel, and even longer before it makes it to mass production. If there’s anything the autobody industry is used to, it’s change. With every evolution of vehicle design, collision repairers have rolled with the learning curve. But not all of the cars coming into the shop are new and repairers must deal with limitations imposed by insurance companies when fixing older models. Too often, if a vehicle is three-years-old or older, bodyshops are ordered to use aftermarket parts rather than OE parts. At the Toronto Canadian Collision Industry Forum (CCIF), Rich Zamperin from Allstate Insurance Canada says that for rating and pricing, insurers need to consider the impact on the consumer. OE parts can take some time to order, depending on availability. So basically, if the price is right and the vehicle is repaired in a timely manner, the consumer will be happier, and therefore more likely to re-sign on the insurance policy. On the bright side, the collision industry is far from dull and monotonous. But to stay in the game, it’s essential that repair shops have the dough to invest in training and new equipment. [Check out Not So Heavy Metal pg. 19] On a completely opposite note, remember when vehicles were actually built by people? Back then, you could spot any model from a few kilometres away just by its silhouette. Cars were beautiful, majestic and had so many curves, they could put burlesque dancers to shame. Last November, I had the honour of meeting Craig Campbell, a southwestern Ontario metal fabricator. [Cover Story pg. 14] Campbell builds classic cars using traditional techniques. By hand, he’ll shrink, stretch and form each panel of a car. Talk about having the patience of a saint. One of his current projects is a ’62 Ranchero, a custom build with hot rod qualities. And if you want to check out Campbell’s work, this Ranchero will be showcased at SEMA in November. Within these pages, you’ll find new cars, old cars and even a feature on paintless dent repair. I hope you have as much fun reading this issue as I did putting it together. Send me your thoughts, jokes, and critiques; I want to hear from all of you. B
PUBLISHER Andrew Ross 416-510-6763 aross@bodyshopbiz.com MANAGING EDITOR Noelle Stapinsky 416-510-6839 nstapinsky@bodyshopbiz.com CONTRIBUTORS Martha Uniacke Breen Nate Hendley SALES MANAGER Jay Armstrong 416-510-6745 jarmstrong@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. 80 Valleybrook Drive, Toronto, ON M3B 2S9 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: 416-442-2191 E-Mail: privacyofficer@bizinfogroup.ca Mail to: Privacy Officer, Business Information Group, 80 Valleybrook Drive, Toronto, ON M3B 2S9 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, 80 Valleybrook Drive, Toronto, ON M3B 2S9 We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund (CPF) for our publishing activities.
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Stay ahead of the curve in a changing world.
Changes have driven the automotive finishing business in new directions. With DuPont™ Cromax® Pro waterborne basecoat, you can speed up your operations and increase productivity, without compromising the quality of work you demand. It’s part of an integrated DuPont Refinish system designed to keep you ahead. Make sure your business stays ahead of the curve. Talk to your local DuPont Representative or call 1.800.668.6945.
Products change. High standards don’t.
The DuPont Refinish Logo, DuPont™ and all products denoted with ™ or ® are trademarks or registered trademarks of E. I. du Pont de Nemours and Company or its affiliates. DuPont Canada is a licensee. © Copyright 2011 DuPont Canada. All rights reserved.
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I-CAR Programs Available En Francais
he Government of Quebec and CSMO-Auto have agreed to translate 10 I-CAR courses. Throughout the year, the translated courses will be made available to the Quebec collision industry, as well as additional new courses in 2013. CSMO-Auto, which unites labour and management in the automotive industry in Quebec, has partnered with the Automotive Industry Association of Canada (AIA) and I-CAR to bring these courses to Quebec.
Class is in Session at Sherwin-Williams
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o help Canadian automotive collision professionals enhance productivity, maximize profitability and meet regulations, Sherwin-Williams Automotive Finishes is offering a number of training sessions over the next few months. These courses will mix classroom learning with hands-on exercises and training, along with business-building theories. Classes will be held at training centres or community training facilities in Mississauga, Ont., Sherbrooke, Que., and Vancouver, B.C., and will include painter certification, AWX waterborne system applications and colour blending. Training Schedule: Vancouver • February 21 – ATX Refinish System [two-day course] Mississauga • February 21 – AWX Waterborne Painter Certification [three-day course] • March 6 – AWX Application and Colour Simplicity [two-day course] Sherbrooke • March 6 – AWX Colour Adjustment and Blending [three-day course] • March 27 – Jobber Level 1 [two-day course] To register, contact Sherwin-Williams Automotive Finishes by visiting www. sherwin-automotive.com
“This agreement directly benefits our industry—the collision sector is in need of advanced training,” says Danielle Le Chasseur, director of CSMOAuto. “Remaining competitive and viable in an ever-evolving industry requires constant training, and it’s important that it’s offered in the language of their choice.” The original proposal was prepared by AIA Canada, I-CAR Canada and the Quebec I-CAR Committee, which is
headed by Patrice Marcile of Dupont Canada. “This agreement is terrific news for the industry in Quebec—our shops, insurance people, recyclers and distributors will all benefit from the most up-todate information in both official languages,” says Marcile. “Part of the agreement is to also make the curriculum available to trade schools throughout Quebec.”
CARSTAR Welcomes Gerry Hughes
C
ARSTAR Automotive Canada recently appointed Gerry Hughes as its new regional manager in British Columbia. Hughes will be responsible for heading up the automotive network’s store sales efforts in the province, as well as working to build and maintain strong relationships with CARSTAR’s existing franchise, insurance and fleet partners. “This appointment is very important for our B.C. market,” says Larry Jefferies, executive vice-president of CARSTAR. “Gerry’s experience and expertise will be invaluable to our current and future partners in the B.C. area.” Having worked for companies such as Akzo Nobel, Lordoco, and BASF, Hughes has over 25 years of experience in sales and account management in the B.C. collision marketplace.
Portable colour-matching tool B
ASF Automotive Refinish’s COLOR-MAXmobile2 portable solid-colour tool provides 531 colour chips to easily compare against vehicles, with up to five colours on a single swatch. BASF’s advanced design includes a larger range of chips for white, red, and black colours, with the whitest whites and the darkest blacks available in refinish technology today. Using the COLOR-MAXmobile2, a paint technician can scan the entire range of colours simply by fanning out the swatchbook. With a hole in each chip it’s easier to view against a painted surface. The innovative case allows the user to open the deck past 90 degrees for improved visibility.
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Five New Locations For Fix Auto
ix Auto recently added five new locations to its Canadian network roster—Fix Auto Okotoks; Fix Auto Medicine Hat; Fix Auto Thunder Bay South; Fix Auto Ottawa Innes; and Fix Auto Port Perry. In Alberta, the Fix Auto Okotoks location is just south of Calgary and is owned and operated by Morley Barnaby, who has been a long standing part of the collision community of Southern Alberta. “I am very excited to be part of the Fix Auto brand network,” says Barnaby. “Fix Auto is excellent support for any independent shop looking to succeed in the new generation of collision repair.” Fix Auto Medicine Hat is the most recent location in Alberta to open this year. Owned and operated by the Lant family for over 27 years, this shop has experienced a tremendous level of growth. In March 2011, the dealership moved into a brand new facility to serve their expanding business.
We are very excited about the Medicine Hat market,” says Peter Polito, general manager of Fix Auto Alberta. “Fix Auto Medicine Hat was built on a solid reputation, ready to take their collision repair facility to another level.” Third generation Pelletier family is proud to announce the opening of Fix Auto Thunder Bay South. For over 35 years, this business has been known for innovation and exceptional customer service. The new Ottawa Innes location is the third Fix Auto location to service the
Detroit Auto Show: Bigger Than Ever
Engineers check out a new Audi at NAIAS.
city. This shop has been part of the collision industry since 1989. “There are many benefits of being a member of the Fix Auto Network—professional best practices, well placed processes and focus on technology, just to name a few,” says Scott Noseworthy, Fix Auto Ottawa location manager, who is ICAR Platinum certified and an ICAR instructor. Owner William Halteh’s mission to further grow his shop within the auto industry became the central focus for the Fix Auto Port Perry location. The operator of the shop, Ron Klett, is a 30-year veteran who is passionate about his work with a great focus on quality and details of repairs. “High quality skill and customer commitment is the standard at Fix Auto,” says Mike Kaplaniak, director of operations for Fix Auto Ontario, Alberta and Atlantic Canada. “This is what makes Fix Auto Port Perry a good fit within the Fix Auto network.”
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he North American International Auto Show 2012 (NAIAS) expanded its footprint inside Cobo Center and used Facebook and Twitter to spread the word for the infamous Detroit show in January. With an additional 25,000-square-feet of exhibit space, and the highly-anticipated unveilings of dozens of the most exciting production and concept vehicles in the world, the nine-day event had a record attendance of over 700,000. The show featured over 20,000 auto suppliers, designers, and engineers. And over 5,000 journalists from 61 countries attended the press preview. “From the press to the public, everyone realized that this was a very special show,” said Bill Perkins, chairman of NAIAS 2012. “People want to feel good again about the industry, which is now obviously in a better place than it was a few years ago. As a result, this year’s show was a ‘must-see’ event, as the attendance numbers indicate.”
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Trailblazer Ronald Bryson Morton Passes Away
onald Bryson Morton, founder of Dominion Sure Seal, passed away December 29, 2011. He was 71. Born in Glasgow, Scotland in 1940, Morton was a well-known figure in the automotive aftermarket. He was known to attend formal industry functions in full Scottish regalia. Dominion Sure Seal, a supplier of many products for the aftermarket and in particular the collision repair industry, grew to be an international player under his leadership. He is survived by wife Anna, children Cara (Bruce), Greg (Sonia) and Derek. He was proud grandfather of Aila, Calen, Adrian and Ryan. Survived also by brother Brian (Marion) of New South Wales, Australia. He will be sadly missed by all whose lives he touched.
A
ALLDATA Expands in Canada
LLDATA LLC, the provider of manufacturers’ automotive repair information and solutions for the professional automotive service and collision repair industries, is expanding its direct presence in Canada to better serve its growing customer base. Canadian subscribers will now be offered billing in Canadian dollars, customer service in both French and English, and comprehensive training and support. “We feel the time is right to strengthen our position in the Canadian market,” said Kevin Culmo, ALLDATA’s group vice-president of sales, operations and strategic planning. “Previously, ALLDATA products were sold through a third party distributor in Canada. The marketing effort was limited, and many prospective customers were not aware of our repair, shop management and customer relations products. We now have a tremendous opportunity to build brand awareness and communicate the advantages of our full ALLDATA product suite to shops throughout the country.” Twenty-five years ago, ALLDATA was the first to market electronic repair information. Today, its systems are used by more than 80,000 repair shops in North America. Its core product, ALLDATA(R) Repair (SM)S3000, provides original vehicle manufacturer’s (OE)diagnostic and repair procedures, specifications, diagrams and technical service bulletins on more than 33,000 engine-specific vehicles. ALLDATA(R) Collision(SM) S3500 includes all that, plus detailed collision
repair procedures. ALLDATA(R) Manage (SM), an increasingly popular shop management system, offers features proven to increase productivity. ALLDATA(R) Market(SM) helps shops build longlasting customer relationships. The company will operate as ALLDATA Canada Services Ltd.
I
Ingersoll Rand Lands Innovation Award
ngersoll Rand, a global manufacturer of vehicle service tools and equipment, has been awarded Professional Tool and Equipment News Innovation Award for its 2015MAX and 2025MAX Hammerhead low-profile Impactools. This annual award recognizes new products that help automotive technicians complete their jobs more quickly and efficiently. Ingersoll Rand won in the power tool category, and was presented with the award during the 2011 Automotive Aftermarket Industry Week in Las Vegas. “We wanted to create a revolutionary product that improved productivity for technicians and made it easier to do their jobs,” says Nate Schmid, marketing manager for vehicle services with Ingersoll Rand. The Hammerhead low-profile Impactools are designed for optimal performance in confined spaces, delivering 180 ft-lb of torque. It also features a conveniently located forward/reverse collar, and a knuckle-saver reactionless torque to eliminate kickback.
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1 866 414-2435 www.bodyshopbiz.com l February 2012 l Bodyshop 9
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live off the floor
Open Mike I
n an industry struggling to hire new talent, the skilled and dedicated can be hard to find. Meet Mike Papoff. He’s been in the industry for more than a decade, working in various shops, big and small. But it was his natural enthusiasm towards the trade that inspired him to get his licence. This month, the 33-year-old Papoff—a London CARSTAR East employee—is finishing the apprenticeship program at Fanshawe College in London, Ont. Papoff shares his fresh perspective on the industry. Bodyshop: What made you want to get into collision repair? Mike Papoff: I loved cars when I was young. I used to build models and paint them. I’ve always liked painting and how cars look. BS: Was there ever a decision between collision vs. mechanics?
TOOLBOX Favourite paint colour Seafoam green. That pale 50s type of green. I also like deep emerald metallics. A friend of mine says green is for grass and garbage bags. I disagree. Green is where it’s at!
Working Tunes I listen to everything from Punk Rock to Prince. I’m also addicted to pod casts. I like history, mystery, technology and comedy. NPR has a great show called Car Talk. It’s hilarious. I usually listen to pod casts in the morning and music in the afternoon.
Favourite repairs There really isn’t a job I don’t like doing. I want any job that rolls into the parking lot that challenges me, either by sheer severity of the hit or a colour that I know will be tricky to match. Every vehicle is damaged differently and that’s what makes working in this environment so fun.
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MP: I’ve always jokingly said I went for collision because I didn’t want to get my hands greasy. As you can see, my hands are pretty clean. BS: You’ve been working in the industry for more than a decade, what made you decide to get your licence? MP: I’ve devoted most of my working life to this industry. There are a lot of painters in the trade that aren’t licenced—it’s not structural and besides, no one has ever died from a bad paint job. But I was one of those guys. I decided that it would be in my best interest to have my licence. I want that piece of paper that says I’m qualified. BS: What is your perspective on the industry and the lack of new talent? MP: I think a lot of people get frustrated with the trade because it’s tough. In order to make money you have to work for it, be fast at it, but overall you need to do the job right. You can make a really good living if you’re willing to put in the work. What appeals to me is the challenge of repairing a car…one little mistake can create such a massive repair. BS: Having so much experience on the shop floor, what did going to school do for you? MP: The theory behind the hands-on skills that I learned on the shop floor is what I really began to understand at school. There was a lot of “ah ha” moments in the classroom. It really surprised me how much there was to know about certain procedures within the collision/refinish industry. It was also great to learn new ways of doing things from both the instructors and the other apprentices. Everyone has had different experiences and it was cool to pick each other’s brains for tricks and tips. BS: You mentioned that one little mistake can cause a massive repair. Do you have an example? MP: I’m almost too embarrassed to mention this, but within the last year I was painting the front end of a car with all new parts—the front bumper, hood and fender. During mixing, I added the wrong activator to the sealer. Unaware of this, I continued with the spraying process. After the sealer, I managed to get the colour on without any visible problems and moved on to the clearcoat. That’s when I noticed that the finish was starting to wrinkle. You can imagine the feeling when I realized my error. Upset and frustrated, I spent the next two hours wiping it off with lacquer thinners and cleaner. What a mess. BS: What keeps you going and interested? MP: What’s cool about this trade is that it’s constantly changing and there is always something new to learn about. For starters, cars are always changing. And products and technology are constantly changing. Waterborne is only a couple years old and now we’re seeing new clearcoats and primers. There’s UV primers that dry in two minutes and computer systems for measuring frames. This stuff is new to everyone, even the guys that have been doing this for 50 years...we all need training.
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CCIF Hits Toronto
he Canadian Collision Industry Forum (CCIF) held its first meeting of 2012 at Toronto’s Sheraton Airport Hotel, packing the conference facility with more than 300 energetic attendees. The day was kicked off with message from the CCIF chairman, Tom Bissonnette of Parr Auto Body, followed by a colourful presentation by motivational speaker Richard Flint of Richard Flint International. Flint’s session, entitled The Power of Being Connected, focused on strengthening relationships with all involved in one’s business and how his formula for success can help the collision repairer industry to clarify, simplify and focus on priorities. Andrew Shepherd of I-CAR Canada announced that the training program has increased by 10 per cent [more classes] across the country to better meet the needs of the industry. I-CAR is also working with the Automotive Retailers Association (ARA) to make it a national program. The CCIF Skills Program, headed up by Leanne Blackborow has brought collision repair to the centre stage at the National Skill
Competition. What was once out shone by trades such as electrical and industrial, the CCIF skills program worked diligently over the past four years—attracting students with a virtual painting simulation and collision repair competitors working on vehicles— making the collision repair section a high traffic area. For the first time ever, the CCIF Skills Program will hold its painting competition on-site. It has partnered with DuroAir—a manufacturer of retractable spray booths— which will supply a portable spray booth with transparent sides for attendees to get a better look at the competition. Next, attendees were presented with Carpart.com by Roger Schroder. This online service offers shops access to OE number parts and recycled parts with warranty information in real time. During the afternoon, the highly anticipated panel discussion on Advanced Vehicle Technology took centre stage. Don Strong, owner of Concordia CARSTAR Collision, Ottawa, Ont., represented collision repairers, discussing how technology
has changed. He recalled the days of tweaking a door that didn’t fit with a two-by-four. But with the training and resources available today, “we’ve never been in a better position to restore vehicles back to specifications,” he said. Representing the insurers, Rich Zamperin of Allstate Insurance Canada, spoke on adequately rating and pricing products. “The customers experience at a collision repair shop reflects on the insurer. That experience can determine if that customer will re-sign on the policy.” Michelle Matte of BMW, who represented the OE side, stated that BMW certified repair shops are trained on its repair standards and procedures. Retaining a customer and upholding the reputation of the brand in number one. Other presentations throughout the day, included: The Women’s Industry Network and the Recycled Parts Summit. To stay informed on CCIF meetings and communicate with other members, join the CCIF Facebook group.
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cover
Old School
Rules
A southwestern Ontario metal fabricator uses traditional techniques to rebuild classic cars, one panel at a time.
By Noelle Stapinsky
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here’s a Tim Horton’s on the main drag in Blenheim, Ont., that, like many small rural farming communities, is bustling with pickup trucks, minivans and Detroit Three sedans. But this particular coffee hut location has a special distinction: it sees a lot of rare classic cars, such as a boattail Auburn, a ’21 International Pickup, and a 1930s Duesenberg, visit the drive-through. But they’re not driven by car enthusiasts passing through town. These are the cars that Craig Campbell built. And taking a spin through the Timmy’s drive-through is a tradition he started when he finished building his first classic car, a 1957 Corvette, at his home fabrication business. “The first cars I built at my shop were the Corvette and a 1965 Renagade dragster,” says Campbell, who adds wistfully, “that Corvette is a beautiful car.” Campbell began his love affair with the classics in the autobody repair industry. “I liked working on old cars. I started to read articles on panel fabrication and restoration, and decided to pursue that path,” he says. “You don’t just walk into it. It takes hours of work.” In the early years, he worked for locally owned restoration shops, including Classic Coach and Restorations Unlimited, and he took sheet metal classes in the U.S. from Ron Fournier, a renowned metal fabricator and founder of Race Craft. But his education has been ongoing. “I think it takes most of your life to figure out how to do everything that’s involved in it,” he says. “I find it very therapeutic.” He bends and shrinks metal manually—using mainly 19-gauge cold rolled steel and 3000 series aluminum—with traditional tools such as an 80-year-old English Wheel and applying his talent for oxy-acetylene (OA) welding. “I find traditional OA welding works best for all of my skin work, body panels, and even aluminum parts,” says Campbell. “You can make all your panels in pieces and join them together using OA. It’s a nice soft weld and when you planish it out, it doesn’t crack—[unlike] TIG welds that are brittle and can break.”
Of course for anything structural, such as chassis work, he uses gas metal arc (MIG) or Tungsten Inert Gas (TIG) welding. Also in his arsenal of tools, he favours a Metalcraft Power Hammer, which he has modified with a gas pedal to be able to work with both hands, and a PullMax machine, used for shrinking metal and making his own tooling. “The PullMax is a reciprocating machine that moves up and down, and I can make different tooling for different bead work and accents— such as those bead lines you see on old cars— and create louvres for hoods,” says Campbell. “It’s a lot of work to make a car,” he says, “rolling it out, welding it together, and making everything function properly.” To get a more in-depth look at Campbell’s intricate operation, Bodyshop Magazine spent an afternoon at his shop. The exterior of his shop, behind his home off a rural road near Lake Erie, looks like a big garage, revealing little about what goes on inside. It’s rare to find someone remanufacturing parts that have deteriorated or are no longer available and doing full restorations. But even more surprising, in the 30 years Campbell’s been in business, he has never advertised. Most of his business involves creating parts, one-of-a-kind pieces, and pretty much anything else that would be next to impossible to manufacture in any kind of volume. His clientele ranges from custom shops in the U.S. and Canada to car enthusiasts and weekend warriors looking for that vintage car they’ve always dreamed of. They pay him by the hour, plus materials. To gain access to his expertise, it’s all by word of mouth. He produces about three cars per year and he has a waiting list; within the next month Campbell has a 1937 Cord and a ’36 Packard scheduled to come in. His eyes sparkle with pride as he discusses his latest projects, which include a 1931 Auburn speedster, a ’68 Corvette, a ’33 Ford that he will transform into a hot rod, a ’62 Ranchero—which will be Continued on page 16 www.bodyshopbiz.com l February 2012 l Bodyshop 15
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Continued from page 15
showcased at SEMA in November—and a ’70s 442 Cutlass says it has some unique features, making it more of a hot rod. recently painted black and gold. This car was built with a unibody frame with a Mustang II front The Auburn, owned by a commercial pilot from Tennessee, end and a nine-inch Ford rear end for the suspension. needed everything from the firewall back: hood, sides, front “A lot of hot rods have a Mustang II front end. And the fenders, side-mount spares, and even the wooden carriage nine-inch rear is pretty much bulletproof,” he explains. structure. “They’re nice and strong and you can put a lot of horsepower Yes, Campbell also does a lot of woodworking. on that without worrying about breaking anything. This car “I made the carriage out of ash because that’s what was used also has air bag suspension and its own compressor.” originally,” says Campbell. “And the steel panels are actually Jim Trenoey, a local electrical inspector and owner of the nailed to the frame. I use lead and OA welding to cover [the Ranchero, is custom-machining the hinges, brackets, valve spots] where the nails go in.” covers for the engine and strut supports, and an aluminum He’s worked on the speedster on and off for a couple of dash. He even handmade an aluminum grill and front bumper. years. “I’ve had to build a couple of bodies for these cars “It’s going to have a modern Chevrolet 6.6-litre engine before, but I’ve never had to finish one. Usually mechanical with a six-speed standard transmission,” says Campbell. “That components are done by someone else, but now I’m trying thing’s going to haul.” to figure it out,” he says, pointing to the convertible top held Continued on page 18 together by clamps. This car will have a standard V12 engine, which was rebuilt by the owner and will be shipped to Campbell for installation. The Corvette is a restoration job that will take three to four months to complete. He’s building new fibreglass panels and using a gluing process. He points to a seam on the panel and explains, “This panel glues into a bonding strip and there’s a two-part epoxy adhesive used to stick them together.” Campbell has done a lot of work with fibreglass and sheet-mould composites, but for obvious “itchy” reasons, he prefers working with metal. he Auburn-Cord-Duesenberg Company was an amalgamation of three The ’33 Ford would originally have car manufacturers. The Auburn Automobile Company made cars from had a wood and steel frame with the 1903 to 1936—with its most familiar models in the last six years of proskins nailed to it, but the owner wants duction. Duesenberg’s were manufactured between 1921 and 1937, and the to street-rod it. Campbell is fabricating front-wheel drive Cord, made from 1936 to 1937, came in two series—the L29 everything—chassis, skins, etc.— and and V8-powered 810 and 812. adding crash bars. It will also feature The phrase “It’s a Duesy” was derived from the Duesenberg, used to describe suicide doors and a big block engine. something that’s the finest of its kind or truly remarkable. Over on a rotisserie, the Ranchero can be rotated 360 degrees. Campbell
T
It’s a Duesy
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IN LOVE WITH COLOUR
We share your passion for perfection. That's why we created Standoblue® basecoat: to put great paint in shops that elevate refinishing to an art. Standox is consistently enhancing its portfolio of products to give you a solid foundation for the success of your business. It's also why we developed best-in-class colour tools specifically designed to help master craftsmen achieve an outstanding colour match—each and every time.
The Art of Refinishing.
Standox® and Standoblue® are registered trademarks of E. I. du Pont de Nemours and Company or its affiliates. DuPont Canada is a licensee Copyright© 2011 DuPont Canada. All rights reserved.
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cover
Continued from page 16
Trenoey and his long-time friend Skip Adair are also the owners of the Renagade dragster. They raced it in 1965, setting a Canadian record in Montreal. “Customers come in sometimes to help me with their cars,” says Campbell. “Jim has wanted to build this one for a long time.” Unlike many metal fabricators, Campbell also does all his own painting and refinishing. The Ranchero will be painted a dark green/black metallic and the Auburn just might end up being burgundy with black or silver accents. “The owner of the Auburn is trying to decide on the colour right now,” says Campbell. “Colour is pretty emotional. People have to really think about it because it means so much.” The first Auburn he built belonged to a client from Chicago. It was painted yellow with a black belt line. “It was a really cool-looking car,” he says with a smile. Campbell has photos of the vehicles he’s built or worked on displayed around the shop, and hundreds of images are stored on his laptop computer. Among his favourites are a 1930 Duesenberg that he built last year, and a complete restoration he did on a 1962 190 Mercedes, which was for a Hamilton, Ont. couple. “The Mercedes was a huge job. Every conceivable part of the car had to be repaired or built.” And one year, he worked with Stan Uher, owner of Classic Coach Works, to restore a 1921 Lorne Fire Truck, commissioned by the Ingersol, Ont. community for its fire department. Above his work bench area is a shelf holding handcrafted wooden bucks that are used for measuring and consistency when forming identical parts. One’s for an Auburn, the other is a Duesenberg, and the one on the end is to a Ford pickup. “The only time I have to build a buck is if I don’t have a pattern
or the pattern is too dilapidated to copy,” says Campbell. “But if I have a fender, even if it’s rusty, I can usually fill in the blanks.” If Campbell were to build a car for himself, it’s no surprise that he’d choose the Auburn. “The Auburn-Cord-Duesenberg (ACD) company was way ahead of its time. The Auburn with a boat-tail backend was a neat looking car for the ’30s. There’s not a straight line on it. The styling of it is just beautiful.” Of course, Auburns were a limited-production vehicle. In the 1930s, when Ford was banging out cars for $800, ACD was selling these luxurious, sporty cars for about $3,000. Even movie stars wanted to be photographed next to them. When asked about his Tim Horton’s tradition, Campbell says people certainly notice and often stop to look or wave at him. “One year, Stan [Uher] and I took the ’21 International pickup through the drive-through. Everyone was looking out the window when we came through with that old girl. It’s a wonder people were able to get around in those things. It was functional, but it rode like a lumber wagon,” he laughs. “I like all old cars, pretty much,” concludes Campbell. “Compared to new ones, old cars have a lot of personality. It’s hard to tell a new Toyota from a Honda, or a Ford from a GM. I think everything changed when humans quit designing cars and computers started. You used to be able to look at a car and see a smile or a face…when there was a person who designed it.” There might not be many movie stars looking for photo ops in downtown Blenheim, but when he finally gets around to building his Auburn, and cruises through Tim Horton’s for the first time, his smile and personality will radiate from every curve, dip and bend.
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metal
Not so HEAVY
METAL
Advancements in OE metals are significantly changing repair methods for collision professionals By Noelle Stapinsky
C
ollision repairers have always been forced to adapt their repair methods to keep up with new technology—an evolution driven by automotive manufacturers’ changes in vehicle design. Remember when the unibody car was introduced? How about front-wheel drive and four-wheel alignment? Today, manufacturers are even outfitting standard domestic cars with high-end safety technology, navigation systems, and Bluetooth and smart-phone functionality. And consequently, structural designs need to accommodate the sensitive gadgetry. When it comes to the exterior, manufacturers are increasingly using more mixed material, combining aluminum, high-strength steels, and carbon fibre; there are even rumours about using more magnesium. To repair a vehicle with such a variety of materials, collision repairers need training, and shops need to invest in equipment and gain access to manufacturer specifications. Don Strong, owner of Concordia CARSTAR Collision in Ottawa, Ont., remembers when the times were easier. “Frame damage? No problem, we’ll hook a chain on it, wrap [the chain] around a tree, fire it up, and give’er. It just took a little practice to get the speed right,” said Strong, while taking part in a panel discussion on Advanced Vehicle Technology at the Canadian Collision Industry Forum (CCIF) in Toronto. “Adjustments? Well, that was easy. If a door didn’t fit right, grab a two-by-four and give it a tweak. Is that 150-pound chrome bumper a bit off? Get a longer two-by-four.”
Although many collision repairers most likely put up a fight, those old methods just won’t fly in today’s high-tech landscape. “Now there’s training and a better understanding about the equipment needed to do
the repairs,” said Strong. “And in my opinion, we’ve never been in a better position to accurately repair vehicles back to true pre-accident condition.” Continued on page 20 www.bodyshopbiz.com l February 2012 l Bodyshop 19
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metal Although high-strength steels, plastics, aluminum, and various compounds have been around for years, shops repairing vehicles are experiencing an increase in these components. “In most current vehicle designs, you’ll find high-strength steels, in particular Dual Phase and Martensitic steels,” says Dr. Joseph McDermid, a professor in the department of mechanical engineering at McMaster University in Hamilton, Ont. “The main driving force for using this is light-weighting for increased fuel efficiency while enhancing safety.” Dual Phase steel, McDermid explains, is mainly used for structural applications. It’s high-strength, but is used to make structural tubing thinner while preserving its strength. And Martensitic steel is an ultra high-strength steel used for side impact beams and roof beams for rollover applications. “The emphasis is on preserving the dimensions of the passenger compartment during a collision.” In regards to body panels and other exterior components, McDermid says OEs are still using traditional steel materials, although he also acknowledges that more are integrating aluminum into the designs. Clearly more overall aluminum is being used, but OEs can only use it for certain panels due to the cost of the material and repair issues. BMW is renowned for using aluminum and carbon fibre in its designs. In 2003, the E60 6 series’ entire front-end section was aluminum, including the firewall, front engine rails, and upper strut mounts. And the Z8 series had an entire aluminum chassis. Since then the company has reduced its use of aluminum for structural components. “On some models, we used plastic [composite] for the front fender. And other current models do have aluminum roofs, door skins, hoods, and trunks,” says Shawn Stephens, BMW Business Development Service. And coming to the market in 2014, the marque’s I3 and I8 electric vehicles will feature a carbon-fibre passenger cell, including the floor, A- and C-pillars, roof, and firewall. “Yes, carbon fibre is more expensive, but by reducing the weight, you can extend the range of the vehicle,” says Stephens. For the collision industry, BMW has its own repair methodology. If a front rail, for example, is knocked out of spec in a collision, a traditional steel component could be pulled back to spec rather easily. “But with aluminum components and high-strength steel, you can’t do that,” says Stephens.
BMW recently introduced using bonding and riveting materials in a cold-jointing process. Welding a vehicle component can burn off the e-coat or primer, opening it up to corrosion. And if an aluminum part is deformed and heat is used to fix it, you can lose up to 40 per cent of the original strength of the part. BMW’s sectioning procedures allow a component to be cut off and replaced using its bonding and riveting process. With every OE putting out its own repair procedures, it’s created a huge learning curve for many repairers. Strong recalls a vehicle that came to his shop that had no fewer than 12 different steel elements. “It’s only a matter of time [before] these sorts of vehicles make their way into all our facilities.” To get the specifications to repair such vehicles, Strong relies on ALLDATA. Mitchell International Inc. offers a similar service with its Tech Center. Repairers are all too familiar with stringent OE guidelines and the frustrating battle between using OE parts and those price-sensitive aftermarket parts. But seeing the significant use of highstrength steels used in door structures, more specifically the A-, B- and C-pillars, and throw into the mix aluminum and steel body panels, OEs argue that aftermarket parts don’t contain the same materials and can compromise the overall safety of the vehicle. Steve Rodgers, president of the Automotive Parts Manufacturers’ Association (APMA), agrees. “[Parts] go through a hot-stamping process to get that high-strength and Martensitic structure. For the aftermarket, the limitation is really in the cost of investment and process control. To go through the whole process of heating, quenching, and dies—the secret is in the quenching, which needs to be done for a specific amount of time to get the true Martinsitic structure—it’s simply more difficult to do in an aftermarket parts configuration set-up.” Stephens agrees, pointing out that BMW’s aluminum parts might be a metal/aluminum combination when made by an aftermarket manufacturer. “They either don’t have the technology or the engineering to do a one-toone reproduction of our components, so they look at cutting costs and they can interchange certain materials.” “Replacing an original part with something that’s ‘similar’ can have an overall affect on the performance of the vehicle during a collision,” says Stephens. “And if you’re replacing aluminum with steel, there’s no way to
calculate the effect in a collision.” According to Doug Staddon, business planning manager for Honda Canada Inc., the company is increasing its use of high tensile or high-strength steel for some body structures, including some boron-alloy applications. “This allows us to balance light weight with excellent crash protection.” “But it’s difficult to comment on the quality of aftermarket parts, as it varies from supplier to supplier. Honda has designed its vehicles to behave in very specific ways in the event of a collision to offer maximum protection to the occupants. Seemingly minor variances in part thickness or material specification can have a significant impact,” says Staddon. But with insurance companies imposing conditions on bodyshops—such as if the value of the vehicle is low, they have to use aftermarket parts—repairers aren’t left with much choice. General Motors saw an opportunity, and has launched a program to compete with aftermarket parts manufacturers. “The aftermarket is trying to compete mainly on price—first with material, and second with process, which is faster. Colours can be different and holes slightly off,” says Dinal Peramune, marketing manager, GM Parts Aftermarket Growth. “Their parts are cheaper, but there’s a reason it’s cheap... it’s not the same quality of metal.” The GM program will match aftermarket prices for its OE parts. “Right now, it’s done at the dealer level, but we’re working on it to make the program more efficient.” Peramune also said that there are other OEs following suit with similar programs. In fact, Honda is currently rolling out its Honda/Acura Advantage program to select dealers across Canada. “This is a comprehensive collision program that combines unique software to allow collision shops to send estimates to Honda or Acura dealerships with one click, and a conquest program allowing dealers to offer competitive pricing on a group of collision parts. We are in the early stages of the program, but initial results are very promising,” says Staddon. Indeed, the most important factor for repairers, customers, and OEs is to restore the integrity and safety of the vehicle to pre-accident condition. As technology continues to advance and insurers persist in scrutinizing shops on training and equipment, the resources to excel have never been so readily available to keep your shop on top.
20 Bodyshop l February 2012 l www.bodyshopbiz.com
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paintless dent repair
The Art and Science of
Paintless Dent Repair By Nate Hendley
A
dent technician stands by the driver’s door of a black Yukon SUV, carefully adjusting a portable fluorescent light. Under the glare of the light, two small dents, each the size of a quarter, can be seen on the surface of the door, which is propped open, window rolled down. The technician scrutinizes the dents, then inserts a metal sheet inside the window well to protect the glass. Once that is done, he selects his weapon of choice from a series of rodlike tools and begins probing inside the window well. The goal is to gently massage and push the panel behind the dents until they literally disappear. All of this is done without removing or adding any paint. The process is called paintless dent repair (PDR), and it’s both a science and an art form. Doing it properly requires intense concentration, excellent dexterity, physical and mental stamina, and artistic flair. Advocates say it’s a faster, cheaper, and more environmentally friendly alternative to traditional dent repair. “All we’re doing is manipulating the backside of the metal until it’s flat,” explains Richard Fenton, gesturing at the Yukon. Fenton owns Dent Doctor Canada, a small chain headquartered in Thornhill, Ont., that specializes in PDR. The Yukon being serviced is in a work bay at 427 Auto Collision (CSN), a huge bodyshop in Toronto that Dent Doctor is partnered with. While it isn’t new, PDR didn’t become popular until recently. Part of the problem was that the paint used on older vehicles didn’t lend itself to the technique. “Paints were very brittle; lacquers didn’t flex as much,” says Fenton. PDR’s appeal has also been limited by the fact it’s a tough craft to learn, meaning few people know how to do it. Training takes months, even years. “I learned alongside a master technician who taught me [PDR] for three years,” says Fenton, who is also a licensed mechanic. Once he achieved a certain level of prowess, Fenton purchased his mentor’s company, Dent Doctor Canada, in 1992. Today, the firm has storefront outlets around Ontario and a presence at 427 Auto Collision (CSN). “I felt PDR was a very good niche. I did a bit of research and found very few people were doing this, and even fewer were good at it,” says Fenton.
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f
r
Some specialists believe PDR is vastly superior to traditional dent repair. Traditional dent repair involves “priming, painting, curing, drying, and detailing,” among other steps, and can take days, says John D’Alessandro, whose family owns 427 Auto Collision (CSN). By contrast, with PDR, “a very small dent the size of your baby finger could be done in 45 minutes, from start to finish,” says Fenton. Other PDR specialists report equally speedy results. “The average door dent, we could have in and out within an hour,” says Mark Armstrong, owner of a Dent Clinic in Calgary, one outlet in a cross-country chain that does PDR and other repair work. Then, there’s the dramatic price savings. “Our initial starting costs for an average everyday door dent start at $140 for the first dent,” says Armstrong. An equivalent dent repaired in the traditional manner could come in “around the $1,000 mark,” he estimates. PDR tools include items such as glue-stick guns, whale tails, dent mallets, door punches, and door hooks, and are often homemade. “When we first started, no one was manufacturing these tools. A lot of these tools weren’t even available 15 years ago,” says Fenton. “I probably make 40 per cent of my tools now. I used to make 100 per cent,” echoes John Marsh, owner of London, Ont.-based Dents Unlimited. While the Dent Clinic and Dent Doctor Canada chains operate from storefront locales, Dents Unlimited is a completely mobile operation. Marsh and a partner offer PDR services across southwestern Ontario, driving to locations on demand. Marsh relies on verbal agreements and word-of-mouth referrals—not written contracts—for jobs. All three companies do “retail” work for the public and “wholesale” work for rental car firms, bodyshops and new and used auto dealerships. “You’d be amazed how many brand-new cars we fix,” notes Fenton. Given that all cars, domestic or foreign-made, have to be shipped to dealerships, it’s not surprising that some collect dings and dents along the way, he explains. A new, somewhat controversial PDR repair technique called glue-pulling has experts divided. As the name implies, the technique involves adhesive—a glue-stick gun used on the outside metal skin of the car. Glue is affixed to the surface of the car and dents and dings are, more or less, pulled into proper shape instead of being manipulated from behind. Armstrong dismisses the technique as “unpredictable.” “You could easily pull the paint off or create damage you didn’t intend to do, because of a lack of control,” he says. “The only reason you would do the glue-pulling technique is if you were in a situation where you couldn’t get a tool in.” Marsh, who isn’t quite as down on glue-pulling, concedes the technique is best reserved for roof rails or other hard-to-access places.
Changing weather patterns are also boosting PDR’s appeal. Possibly because of global warming, hailstorms are becoming more frequent, leading to mass outbreaks of dings and dents in cars. And hail damage on vehicles has become so common now that it’s spawned its own breed of entrepreneurs, called “hail chasers.” They travel to areas that have been hard hit by hail and either steer business to PDR service providers or try to do PDR work themselves. PDR specialists seem ambivalent about hail chasers, who bring in new customers but can come across as crass hucksters. PDR experts occupy a more lofty status in the dent repair world. “PDR technicians have to be problem solvers. They need to have good dexterity and be in good physical shape. It’s very tedious work. You stand in the same spot for a long time and we often find ourselves in a lot of positions that aren’t natural,” says Fenton. Along with physical stress, the job demands extreme mental focus, excellent hand-eye coordination, and saint-like patience, he adds. Given the high degree of skill involved, it’s ironic that the PDR profession remains largely unregulated. “One of the biggest problems with this industry is there’s no regulating body, no certification process recognized by the government, and anyone can get two weeks of training and a set of tools. We’re actually trying to get a certification program through the government (of Alberta) to recognize this as an actual trade,” says Armstrong. Without such regulation, Armstrong fears that the trade’s high standards will be “diluted” by ill-trained hacks. It’s easy to see why he’s concerned; when done properly, PDR produces stunning results. In the 45 minutes it took to interview Fenton and D’Alessandro at 427 Auto Collision (CSN), the dent technician working on the Yukon SUV completely fixed the driver’s door. After the PDR tech is done with it, the door looks smooth, new, and never damaged. Although automotive technology will continue to advance, such sterling results, combined with human nature and nasty weather, will continue to propel the PDR business forward. D’Alessandro says, “People will still hit balls off a golf course, open their car doors into another car, and there’s going to be hail [storms]. This is a business where the future is bright.” www.bodyshopbiz.com l February 2012 l Bodyshop 23
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prep station
High Tech
Prep F
or modern bodyshops, time is as important a commodity as revenue. For small, localized repairs, many repair specialists have used the prep area of the shop not just for sanding, masking and other steps to prepare a surface for refinishing, but have also sprayed primer and paint there, rather than moving the vehicle into the spray booth. A well-equipped prep area is designed to vent sanding dust and other residues efficiently, but once you get into spraying, it’s a whole new ball game. According to Karen Winter of Global Finishing Solutions (GFS), “Many jurisdictions have changed the codes concerning
equipment for painting and priming operations. The codes now require prep work stations to be configured to meet higher standards for fire protection and air flow for finishing operations to be performed there.” When working with hazardous substances, from sanding residues to finishing materials, strict guidelines on ventilation, filtration, and enclosure have been in force in Canada since the introduction of NFPA 33 in 2000. The US EPA has been slower to catch up, but individual states such as California have regulations in place that are as strict as or
stricter than any of the Canadian regulations. If you’re planning on upgrading or purchasing a prepstation, it’s important to know what the rules are in your area, particularly if you plan to do any spraying Continued on page 26 in the prep area.
Photos courtesy of GFS, CARSTAR, PRO-TEK.
By Martha Uniacke Breen
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prep station
Continued from page 24
GFS and others have developed selfcontained prep stations that meet or exceed federal and local regulations, and can be installed directly in the shop. There are a number of configurations, including its Ultra Prep Station, which features downdraft or semi-downdraft options, a highperformance extraction system, four-stage filtration system, and sidewall curtains or metal walls. There’s also the option of CTOF (for Closed-Top, Open-Front), Universal and Excel Workstations, which have the added option of a high-efficiency heated air make-up system for accelerated drying. All models are code-compliant and feature the company’s AXIOM or optional LOGIC control systems, for fine-tuning energy efficiency and filtration settings. At CARSTAR University, the training centre at its new Vision Park facility in Hamilton, Ont., the company has installed a GFS Excel Limited Finishing Workstation that company spokesperson Matt Bell says gives them the flexibility to train workers in all aspects of the prep/refinishing process. “And when not in use,” he says, “it still allows us to take advantage of all available floor space in our shop,” an important consideration for smaller shops. Bell says that one of the most important features of an efficient prep station is proper lighting. “[Efficient lighting] helps reduce internal rework issues. In our new facility at Vision Park, we’ve installed T5 lighting, as many of our stores have in their locations.” According to Bell, efficient lighting, proper ventilation, and clear communication of standard operating procedures prominently posted in all areas of the production space, not only improve quality but can help improve employee retention. Whether you plan to install a complete, standalone prep station, or are looking to maximize efficiency and code compliance in an existing prep area,
one of the critical components is the air amplification system. According to Jack Vandervelde of Pro-Tek, which supplies a range of fans and air amplifiers for both spray booths and prep areas, demand for the company’s Jetair fan specifically for use in prep stations is increasing. Since time is money, he says, it simply makes good economic sense. “Handheld air amplifiers use anywhere from 8-20 cfm and only produce a small cone of air, so you have to be present and ensure the whole area is dry, which is inefficient. But in a prep area, a product like the Jetair fan uses about 4-8 cfm in a three-foot cone, so you can set it and move on to other tasks in the shop,” says Vandervelde. There is also a cost efficiency, he explains, that’s particularly suited to a secondary area like a prep station. “There are few [fullstrength] air movement systems on the market for under $5000; but in a prep area, where you’re generally doing smaller jobs,
there’s no need to spend that kind of money. You can install our fan for a complete set-up.” The old days of doing a quick touch-up (or even a larger repair) in an open prep area are over, and it may be not only contrary to regulations, it could be costing you time and money. Especially as vehicles become “smarter” in crash avoidance systems (and insurance companies are more inclined to write off rather than repair a vehicle that has suffered major damage), for many shops, the profits are in smaller and cosmetic repairs. By increasing throughput, providing a safe and comfortable work environment, and aiding in producing a highly professional result, this is where a high-efficiency prep workstation can really earn its keep.
Comments? Email
nstapinsky@bodyshopbiz.com
26 Bodyshop l February 2012 l www.bodyshopbiz.com
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g n i h t y r Eve , d e e n u yo d n u o r a t jus r. e n r o c e th
Think of us as an extension of your body shop. From automotive coatings to all of the repair materials and supplies you need to get the job done right. Low to high volume shops. Waterborne to solvent. We’ll match a refinish system to your shop to improve productivity and your competitive edge. Plus management tools like our Lean Stock™ Inventory System keep you doing what you do best. Paint – it’s what you do. It’s all we do. Visit a store, give us a call, learn more or share ideas: 800-798-5872 | sherwin-automotive.com |
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products
Breath Easy Optimal for spraying waterborne paints, Martech’s Model 50-WB system provides the proper filtration needed to remove moisture, oil vapours, gaseous hydrocarbons, dirt, rust, scale, and other potentially dangerous contaminants. It can also lower the dew point and relative humidity. The Model 50-WB can process up to 50 SCFM of breathable air or 35 SCFM of ultra clean and ultra dry air. The unit is designed to work with your existing compressed air source to properly filter and monitor the compressed air for Grade “D” Breathable Air, plus an ultra clean and ultra dry air supply during waterborne or solvent-based paint applications. Martech Services Company www.breathingsystems.com
Nitro Weld Urethane Supply Company’s 6056 Nitrogen Welding System is a complete and technologically advanced plastic welding repair system, with virtually everything a shop needs to make the highest quality welds to plastic parts in one package. The system includes a 5600HT Airless Plastic Welder and a 6053 Hot Air Welder coupled to a 6053N2 Nitrogen control box, along with a large supply of welding rod and a fully assembled welding cart. Right out of the box, the system requires minimal set-up. Just connect a nitrogen tank and compressed air supply, then plug and play for quality nitrogen welds. Urethane Supply Company www.urethanesupply.com
New Clears PPG’s HS Express Clearcoat P190-6800 is a premium, 2.1 VOC air-dry compliant clearcoat formulated for maximum process throughput. P1906800, part of PPG’s Nexa Autocolor line, is designed for use with the Aquabase Plus system, and delivers optimal productivity without compromising durability or final appearance. P190-6800 bypasses the baking cycle and is ready for polish in as little as 30 minutes. While most clearcoats need flash time between coats, spray booth heat time, and cool-down before polishing, P190-6800 sidesteps these requirements and reduces total process time. Despite the elimination of these conventional steps, this new clear delivers outstanding gloss and final appearance. PPG’s EC800 Ultra Fast Clearcoat is a high-production, 2.1, low-VOC, air-dry clear for use with PPG’s Envirobase High Performance system. The new clear is intended to support highvolume collision repair centres focused on cutting refinish cycle times while still delivering premium quality finishes. EC800 affords exceptional cycle time performance while meeting all VOC regulations, providing excellent gloss and appearance. It’s suitable for single- and multi-panel repairs, requires no flash time between coats, and dries dust-free in as little as 10 minutes. In addition, EC800 does not require bake time in the paint booth, allowing shop owners to save on energy consumption and costs. PPG www.ppgrefinish.com
28 Bodyshop l February 2012 l www.bodyshopbiz.com
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Automotive Internet Directory
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Duracool Refrigerants
www.duracool.com Nationally Distributed by: Deepfreeze Refrigerants Inc. The Leaders in Hydrocarbon Refrigerant Technology. Guaranteed In writing not to harm any Mobile A/C System. You can feel the Difference that Quality Makes. “Our Formula Never Changes”.
Carcone’s Auto Recycling and Wheel Refinishing www.carcone.com With over 32 years of experience Carcone’s Auto Recycling & Wheel Refinishing is your one stop for quality recycled products and wheel refinishing needs. Call today at 1-800-263-2022 or visit us on line at www.carcone.com
TOOLS & EQUIPMENT AIR LIQUIDE CANADA INC. www.airliquide.ca Your one-stop shop for all your industrial gases and welding supplies.
WAREHOUSE DISTRIBUTORS & BUYING GROUPS Bestbuy Distributors Limited
www.bestbuyautoparts.ca Independent buying group and warehouse distributor that allocates its profits to member shareholders and provides unbeatable value for independent jobbers. The E.R.I. Group www.theerigroup.com Canada’s Premier Machine Shop Buying Group Kerr Machine Shop Group Inc.
www.kerrmachineshopgroup.com Buying group for machine shops and performance shops.
advertiser index Anest Awata USA Inc
7
BMW
32
www.bmw.ca
Dominion Sure Seal
13
www.dominionsureseal.com
DuPont Performance Coatings
5
FBS
25
First Choice Auto Repair Systems Inc 9
www.anestiwata.com
www.cromax.dupont.com www.fbs-online.com www.EZpartorder.com & www.EZShopManager.com
Kennedy Paint
21
www.southernpolyurethanes.com
Mirka Canada
11
www.netstanding.com
Pro-Spray Automotive Refinishes
31
www.ProSprayFinishes.com
Sherwin Williams Automotive Refinishes
27
www.sherwin-automotive.com
Standox
17
www.standox.com
Toyota Canada
2
www.toyota.ca
Stay up to date at www. VOCcompliance.com
JOBBER NEWS / APRIL 2011
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www.bodyshopbiz.com l February 2012 l Bodyshop 29
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07/02/12 10:19 AM 01/04/11 7:44 AM
from the publisher
THE ESTIMATING CULTURE MUST GO
This industry needs to stop writing estimates, and start writing job costing. Let me explain. When you look at your facility and the flow of work that occurs there, what is the single most persistent bottleneck? What part of your business dictates your process more than any other? The estimating process does a lot to suck efficiencies away from your processes; its very “stop-start, wait” effect is undeniable—and the effect that the “estimating culture” has on your business is considerable. Driven by insurance company edicts and the old “three estimates” process that is really the exception and not the rule these days, “working” that estimate is historically so important to your business that I suggest your key goal as a business is not to repair cars, but to capture the repair. At the very least, the goal of the estimate isn’t to be as accurate as possible as much as it is to be accurate enough to be credible, but low enough to get the repair in the door. Recently I reviewed some data that said front and rear bumpers as well as radiators were among the most common supplements. It would seem that common sense would prevail, that these would be among the more commonly damaged components. But there must be a disincentive out there to ensure that estimates are accurate enough even to include these items. And, as if this weren’t bad enough, the very same process of estimates and supplements is commonly employed even when a shop knows it has won the job before the car arrives. The tyranny of this “estimating culture” kills your cycle times, efficiencies, and ability to deliver a car on time. Shops must break this cycle. And they’re going to need cooperation from their insurance partners to make it happen. The biggest problem with the estimating culture is that it stands firmly in the way of getting your process in order. Proper repair process planning—the only way I am aware of to really get lean— requires disassembly and comprehensive damage analysis. And you can’t do that if you don’t know if you’re going to win the job or not. I believe it’s time for this industry to stop producing estimates and to start presenting the “job costing” with a lot more assurance that this will be the final figure than is the case today. Accuracy of the final cost would increase dramatically. Efficiencies would increase. Supplements would decrease. Cycle times would improve, and so would the accuracy of when you told a customer his car would be ready. Of course, this would require insurers to accept the stated cost of the job. It would also force you to get the costing accurate. Insurers would still be able to choose which shops they wanted to work with based on cost and quality, but it would take away the incentive to lowball an estimate. Insurers know that the quality and reliable delivery of the repair reflects on them. That’s why they push so hard for improvements. If you knew a job was staying, you wouldn’t be in a rush to provide a number to an adjuster. You’d be able to slow down and properly analyze the repair. And you wouldn’t have a bunch of cars blocking up your bays or your lot waiting for a decision. It might take some getting used to—you might see fewer cars coming in, but you should see the same number or more going through your shop, and more efficiently at that. I know it would require in some ways a big shift in thinking, but the efficiencies gained for all parties concerned are, I believe, worth it. B Andrew Ross aross@bodyshopbiz.com 30 Bodyshop l February 2012 l www.bodyshopbiz.com
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06/02/12 11:30 AM
Meet Navigator™, the industry’s newest color matching tool. It’s the culmination of putting ourselves in your shoes and asking, “How can my job be made easier and more accurate?” What we came up with is a new generation of tool that is setting the standard for confidently selecting and matching color in any situation.
Features more than 5100 popular domestic and import colors.
Sprayed in actual Pro-Spray paint and arranged in chromatic order.
Matched in Pro-Spray H2O Waterborne and Solventborne colors.
Combine the Navigator™ with over 282,000 formulas in the included Pro-Spray PaintXpert™ software and you’ve got a powerful set of tools to work with.
Navigator™ by
For more information: NavigatorColor.com
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AUTOMOTIVE
FINISHES
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BMW p32.indd 32
10/02/12 10:37 AM