New Jersey Automotive May 2014

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Last Chance to Register for AASP/NJ’s 2014 Lou Scoras Memorial Golf Outing! - pg. 19 TM

THE OFFICIAL PUBLICATION OF THE ALLIANCE OF AUTOMOTIVE SERVICE PROVIDERS/NEW JERSEY (www.AASPNJ.org) AND THE AUTOMOTIVE RECYCLERS ASSOCIATION OF NEW JERSEY (www.ARANJ.org)

May 2014 $5.95

PLUS 2014 NJ SkillsUSA Coverage www.grecopublishing.com

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278 River St., Hackensack, NJ 07601

SERVING THE NORTH JERSEY AUTOMOTIVE INDUSTRY FOR OVER 30 YEARS

TOLL FREE PARTS HOTLINE:

1-888-PARTS-28 FAX:

201-487-2618

DIRECT:

201-488-5756

k c a s n e Hack Paul Cimillo Parts Manager

Multiple Deliveries Daily We Stock Just About Everything We ll Help You Get More Cars Out the Door Faster!

WWW.TOYOTAOFHACKENSACK.COM Ask us about

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P.O. Box 734 Neptune, NJ 07753 EXECUTIVE DIRECTOR Charles Bryant 732-922-8909 / setlit4u@msn.com 2013 - 2015 OFFICERS PRESIDENT Jeff McDowell, Leslie’s Auto Body 732-738-1948 / chacki@aol.com COLLISION CHAIRMAN Dave Laganella, Peters Body and Fender 201-337-1200 / petersbandf@gmail.com

VOLUME 44, NUMBER 5

May 2014

CONTENTS 8 OUT OF BODY (AND MECHANICAL) EXPERIENCES 10 PRESIDENT’S MESSAGE 14 EXECUTIVE DIRECTOR’S MESSAGE

MECHANICAL CHAIRMAN Keith Krehel, Krehel Automotive Repair, Inc. 973-546-2828 / krehelauto@aol.com

19 10th ANNUAL AASP/NJ LOU SCORAS MEMORIAL GOLF OUTING REGISTRATION

TREASURER Tom Elder, Compact Kars, Inc. 609-259-6373 / compactkars@aol.com

22 2014

SECRETARY Thomas Greco, Thomas Greco Publishing, Inc. 973-667-6922 / tgp22@verizon.net

FEATURE by Joel Gausten

BOARD Jerry McNee, Ultimate Collision Repair, Inc. 732-494-1900 / ultimatecollision@att.net

Sam Mikhail, Prestige Auto Body 908-789-2020 / mikhail@goldcar.com

Ted Rainer, Ocean Bay Auto Body 732-899-7900 / trainer@verizon.net

Anthony Sauta, East Coast Auto Body 732-869-9999 / ecabofnj@aol.com

Randy Scoras, Holmdel Auto Body 732-946-8388 / randy@holmdelautobody.com

Anthony Trama, Bloomfield Auto Body 973-748-2608 / anthony@bloomfieldautobody.com

Brian Vesley, Valtek, Inc. 973-278-1444 / bdvesley@valtekinc.com

BOARD ALLIED Joe Amato, The Amato Agency 732-530-6740 / joesr@amatoagency.com

Mike Kaufmann, Advantage Dealer Services 973-332-7014 / mkaufmann@advantageds.com PAST PRESIDENT ATTENDING Tom Elder, Compact Kars 609-259-6373 / compactkars@aol.com

PUBLISHER Thomas Greco (tgp22@verizon.net)

MANAGING EDITOR Alicia Figurelli (tgp2@verizon.net)

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NJ SkillsUSA Coverage

Repairer Roundtable Offers Straight Talk on Technical Revolution

NEWS & NOTES 28 28

Toyota Unveils Its Future at NY International Auto Show Pennzoil Introduces Natural Gas Products at NYC Event

COVER STORY 34

by Joel Gausten

New Design, New Demands: Ford Kickstarts the Future of Repairs

NO BRAKES by Ron Ananian 41

Keeping It Real

TECHNICAL FEATURE

by Larry Montanez, III, CDA, & Jeff Lange, PE

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Can Your Shop Handle Aluminum Repairs?

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AUTOMOTIVE RECYCLERS OF NEW JERSEY Legal Update Wharton Insurance Briefs

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NJA ADVERTISERS INDEX

EDITOR Joel Gausten (tgpjoel@verizon.net) ADVERTISING DIRECTOR Norman Morano (800)991-1995 (tgp5@verizon.net) ART DIRECTOR Lea Velocci (tgp3@verizon.net)

OFFICE MANAGERS Brandi Smith (tgpbrandi@verizon.net) Sofia Cabrera (tgp4@verizon.net)

CONTRIBUTING EDITORS

Charles Bryant • Tom Greco • Jeff McDowell Mitch Portnoi • Dave Laganella • Ron Ananian

Published by: Thomas Greco Publishing, Inc. 244 Chestnut Street, Suite 202, Nutley, NJ 07110 Corporate: (973) 667-6922 / FAX: (973) 235-1963 Advertising: (800) 991-1995 / FAX: (732) 280-6601

www.grecopublishing.com

The Alliance of Automotive Service Providers/New Jersey

HALL OF FAME Ron Ananian Jim Bowers Charles Bryant Don Chard Guy Citro Ed Day Dave Demarest Tom Elder

Bob Everett Thomas Greco Rich Johnson Wes Kearney Nick Kostakis Jim Kowalak Joe Lubrano

Michael Lovullo Sam Mikhail Ron Mucklow George Petrask Russ Robson Jerry Russomano George Threlfall

Cynthia Tursi Lee Vetland Paul Vigilant Rich Weber Brian Vesley Glenn Villacari Stan Wilson

NEW JERSEY AUTOMOTIVE is published monthly and is sent to AASP/NJ and ARANJ members free of charge. Subscriptions are $24 per year. NEW JERSEY AUTOMOTIVE is published by Thomas Greco Publishing Inc., 244 Chestnut St., Nutley, NJ 07110. The editorial contents of NEW JERSEY AUTOMOTIVE are copyright © 2014 by Thomas Greco Publishing Inc. and may not be reproduced in any manner, either in whole or in part, without written permission from the publisher and/or editor. Articles in this publication do not necessarily reflect the opinions of Thomas Greco Publishing Inc. Image Credits: Cover, Page 34: thinkstockphoto.com/archerix; Page 41: thinkstockphoto.com/anfisa_focusova; Page 46: thinkstockphoto.com/Edward White

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OUT OF BODY (AND MECHANICAL) EXPERIENCES

The T-Shirt Story By now, you probably know I was never a big fan of high school…or of school in general, for that matter. I can remember not wanting to get out of bed (some things NEVER change) for school as far back as sixth grade. My mom used to have to pour water on my head just to get me to get up. Then I’d head to the couch in the living room. She’d pour another glass of water when I refused to get off of that. Hell, she used to put on my shoes and tie them because I wouldn’t move. I think that was through ninth grade. LOL. In 10th grade, I came up with an idea that actually got me interested in going to school. The spring before my sophomore year, my brother graduated from college and came home with a dozen bags of clothes. Since he was in a fraternity at an Ivy League school, he had what seemed like hundreds of crazy T-shirts with all

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by Thomas Greco, Publisher

kinds of funny stuff on them. By that time, I had put together my own little collection of tees (mainly Beatles shirts, of course). To top it all off, a brand new store that printed custom-made tees while you waited opened right by the high school. With that in mind, I decided to see how many days I could go to school with a different Tshirt. It wasn’t much, and it sure wasn’t going to help my lousy grades. But it did get me the hell out of bed and it certainly got me some attention from my teachers and other students.

It’s amazing some of the things I got away with. In the beginning, it was pretty tame. I was wearing a Beatles logo or a Beatles lunchbox, or shirts I had made that said stuff like, “Bring Back The Beatles” or “Beatles Rule.” My dad always sponsored sports teams, so I had a bunch of Greco Bros. Inc. shirts that added to the fun.

One shirt I remember clearly featured John Lennon. At the time,

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President Nixon was trying to get him kicked out of the USA because he felt threatened by his influence on the youth of the country. So I had a shirt made that had John’s face and said, “Save Lennon.” The Lennon part was at the bottom of the shirt, so when I sat down you really couldn’t read it. I’ll never forget my Biology teacher asking me, “Why save lemon? What’s happening to lemons?” Maybe you had to be there.

After a while, I started wearing my brother’s shirts; that’s when things got interesting. The first one was a bright yellow tee that had “Gotz Brothers” written across the front and and the word “Stoo” on the back. I had no idea what it meant. All I knew was that he told me his friends had matching shirts that had “Eu” and “Gobbity” on the backs of them. No one said anything at school, but when I got home, my dad was not happy. He just shook his head and said to my mother, “Look what YOUR son wore to school today.” My mom laughed and explained to me that in Italian, the word “Stugats” and variations of it were a reference to a man’s genitals. In other words, I was walking around Nutley High School with a shirt that said…well, you get it. I had to laugh when, 30 years later, I saw that Tony Soprano’s boat was named “Stugots.” Good thing I took Spanish that year.

The one T-shirt that I was sure would get me suspended was the one that said, “Linda Lovelace Gets to My Headache Faster than Aspirin” on the front and “Linda Lovelace Blows My Mind” on the back. Keep in mind that this was 1975, and Deep Throat had just made Linda Lovelace (and her talents) a cultural cornerstone.

Kids (especially seniors) just walked past me in the hall and

laughed. I was pretty popular. They all thought I was so cool for being so daring. Truth is, I didn’t have any idea of what the shirt meant other than that she was a porn star and that I’d probably get in trouble for having her name on a shirt. The rest I figured had something to do with Bayer or Anacin.

But not one teacher or administrator said a thing about it. Can you imagine? I was pretty proud of myself. So I kept the streak alive. I think I got to something like 30 days before I wore THE shirt that finally got me in trouble. No, it didn’t have an Italian curse or a porn star on it. It had a jockstrap. That’s right. A jockstrap.

There used to be a popular bar back then called the Locker Room. My brother had one of their shirts, and that was what I wore to school that fateful day. The shirt was actually pretty funny. It had the words, “I am a Locker Room Supporter” circling a jockstrap with a huge “XL” in the middle of it. I don’t know whether the teachers were intimidated or offended, but I was summoned out of class and ordered to remove it. Since the only other shirt I had in school was a smelly gym shirt, I was forced to wear that the rest of the day. Needless to say, my popularity shrunk with each student who got within a foot of my stench. That ended my t-shirt adventure.

The next morning? A typical ’70s flowered shirt and a pitcher of water to the face.

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PRESIDENT’S MESSAGE

FORE!

by Jeff McDowell

I’m sure I speak for most repairers out there in saying I can barely contain my anticipation for the season ahead. After months of snow, ice, sleet, arctic temperatures and just about everything in between, I’m more than ready for the winter to be over. As I write this message, the weather is finally warming up, the sun is shining and the flowers are blooming. Come on, spring!

Here at AASP/NJ, we just recently concluded one of our usual springtime staples our 37th Annual NORTHEAST® 2014 Automotive Services Show at the Meadowlands, in March - and we are gearing up for our second terrific event of the season: The upcoming 10th Annual Lou Scoras Memorial Golf Outing. This year’s Golf Outing will be held on May 19 at the beautiful Colonia Country Club. I’m not a golfer myself, but I look forward to this event every year for a number of reasons. First, I can’t think of a better way to honor the memory of AASP/NJ member Lou Scoras than by doing what he loved best and spending the day on the golf course surrounded by industry friends and colleagues. It’s an outstanding day of fun, food, networking, prizes and industry unity - with a little golf thrown in! Partial proceeds from this year’s Golf Outing will once again be given to a scholarship in Lou’s name, and will benefit a future repairer as he or she enters the industry. The entire industry is cordially invited, and I encourage you to be a part of this great event either by playing, or by joining us at the dinner following the tournament. It really is a lot of fun, for a great cause. Hope to see you there!

NJA

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EXECUTIVE DIRECTOR’S MESSAGE

Cars Don’t Steer Themselves

by Charles Bryant

This week, I received three calls from AASP/NJ members stating that an insurer had told their customer they had to take the vehicle to a DRP shop because they “do not come out to see damaged cars unless they are not drivable.” In all of these cases, the vehicle owner had told the insurer that their car was damaged, but still drivable.

These days, a statement like the above may seem ridiculous.

However, I’m not referring to the type of steering you may think.

Of course, I am talking about instances of vehicles getting “steered” to a particular location - most commonly, a DRP shop - for repairs.

Since a car can’t steer itself, how does it get steered there and what does the term actually mean?

I should first clear up that steering and DRPs are not synonymous with each other. This article is not an attempt to beat up on the DRP shops. Like I always say to and about Direct Repair shops: If it works for you, do it. If it doesn’t, don’t. It’s a business decision.

It’s just that simple.

With that out of the way, let’s talk about involuntary steering.

This is when someone (and by “someone”, I mean “an insurer”) goes out of their way to convince, persuade or intimidate someone into going to a DRP shop for repairs, even when the vehicle owner has made it clear that he or she wants to go to the shop of his or her choice for the repairs.

When an insurer is informed that an insured/claimant has made his or her decision to have his or her damaged vehicle repaired after a collision, there should be no further attempt to change that insured/claimant’s mind to have the vehicle repaired by an insurerchosen shop. However, it’s a common practice of most insurers to do so. And in many cases, the insurer goes well beyond a simple attempt; I am constantly getting calls from AASP/NJ members complaining that an insurer actually told the shop’s customer they had to go to a DRP shop to have the vehicle repaired, despite the customer’s desire to use the shop of their choice.

Steering is nothing new, so why is it the subject of this article?

Well, because it is getting worse and on top of that, new forms of steering are beginning to happen. This week, I received three calls from AASP/NJ members stating that an insurer had told their customer they had to take the vehicle to a DRP shop because they “do not come out to see damaged cars unless they are not drivable.” In all of these cases, the vehicle owner had told the insurer that the car was damaged, but still drivable. I questioned each caller, and

each maintained that this is what their customer was told.

In the past, we have seen certain insurers with drive-in claim centers attempt to get the insured to take the car to the drive-in claim center to be inspected when the vehicle was drivable. If the insured insisted, the insurer would send an appraiser out to see the vehicle and prepare an estimate. From what we are hearing now, that seems to no longer be the case. It’s being made very clear that there are no exceptions. If the vehicle is drivable, the insurer is not going to send an appraiser out; if the insured wants the damage inspected and eventually paid for, they have no choice but to take the vehicle to one of the insurer’s DRP shops to be inspected.

What’s interesting about this is that the regulations governing fair claim settlement practices in New Jersey specifically address this particular activity. In fact, the regulations actually require that an insurer perform the inspection at a place and time convenient to the insured: N.J.A.C. 11:3-10.3 Adjustment of partial losses (a) If the insurer intends to exercise its right to inspect, or cause to be inspected by an independent appraiser, damages prior to repair, the insurer shall have seven working days following receipt of notice of loss to inspect the insured’s damaged vehicle, which is available for inspection, at a place and time reasonably convenient to the insured; commence negotiations; and make a good faith offer of settlement.

The problem is that consumers are being misled on an issue that has already been addressed, with rules established to make it clear how insurers should handle claim settlement issues such as this. The problem is, the rules are simply being ignored. It is also blatantly obvious that this practice is directly tied to the steering issue.

So let’s have a look at the rules regarding steering in New Jersey. First, I think everyone in the collision industry is aware that the rules governing fair claim settlement practices in this state make

This article is for informational purposes only and is not intended as legal advice. It is recommended that you consult an attorney if you have any specific questions or concerns regarding NJ laws and regulations.

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EXECUTIVE DIRECTOR’S MESSAGE

it clear that an insured or claimant has the right to use the shop of his or her choice.

Even I have preached this for years.

In doing some research, however, I have come to realize that that may not be exactly correct.

Many in the collision industry may not know that in a first-party insured situation, the contract of insurance language prevails; in most - if not all - auto policies, there is a provision that basically allows an insurer to either repair the property, replace the property or settle the claim in money. To better understand what that means, I have inserted a section of the regulations governing fair claim settlement practices that addresses the payment of loss provision:

N.J.A.C. 11:3-10.3 Adjustment of partial losses (h) Whenever an insurer elects to repair its insured’s vehicle, that is, physically take the vehicle and have it repaired, the election must be in writing addressed to the insured

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and contain a reasonable estimate of the time period within which the vehicle will be repaired. The insurer shall guarantee, in writing, that the work performed meets generally accepted standards for safe and proper repairs.

Has anyone in the collision industry ever seen this or really paid attention to it?

Does anyone really know what it means?

Well, I have had lengthy conversations with numerous attorneys about it, and guess what? The payment of loss policy language directly affects the insured’s right to have the vehicle repaired at the shop of his or her choice. In other words, the rule that an insured has the right to have the vehicle repaired at the shop of his or her choice only applies if the insurer has not chosen to repair the property. The insured’s right to choose a shop for repairs is secondary to the insurer’s decision on whether they are going to be repairing the vehicle or settling the claim in money. To illustrate, I have inserted

a sample of the typical payment of loss language from the NJ Standard ISO policy below: PAYMENT OF LOSS

We may, at our option:

1. Pay for the loss in money; or 2. Repair or replace the damaged or stolen property.

Contrary to popular opinion, insurers can actually choose to repair the damaged vehicle instead of paying for the damage on first-party claims. As defined in the regulation section I inserted above, that means the insurer can actually physically take the vehicle and have it repaired. That is in direct conflict with what we have all thought for so long.

We need to revisit the rule about an insured having the right to have a damaged vehicle repaired at the shop of his or her choice. Honestly, I would not be very concerned about this new discovery, because when an insurer chooses to repair the property instead of paying for the loss in money, the whole game changes. It is extremely rare that an insurer will choose to repair the property; when they do, the liability for negligent repairs shifts to the insurer and the liability basically becomes unlimited.

With all that clarified, unless the insurer has clearly and unequivocally chosen to repair the property - that is, physically take the vehicle and have it repaired - the insured still has the absolute right to choose his or her preferred shop to repair the vehicle. The insurer must make all reasonable efforts to reach an agreed price with that shop as long as the shop is licensed by the State of New Jersey. Up until the insured makes it clear that he or she has made his or her decision on a shop they want to repair the vehicle, the insurer can still recommend a DRP shop. When they do, however, certain rules apply. Again, I have inserted the rules in this regard below:

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N.J.A.C. 11:3-10.3 Adjustment of partial losses (e) Subject to the requirements of (d) above, the insured may use any repair facility of his or her own choice. With respect to automobile damage claims, the insurer shall notify in writing any insured who elects to use his or her own repair facility that, pursuant to law, any entity engaged in the business of auto body repairs must be duly licensed.

The notice shall further advise the insured that the insurer is prohibited by law from negotiating, adjusting or settling an automobile damage claim with an unlicensed facility. The written notice shall be furnished at the time of acknowledgement of the claim as provided in N.J.A.C. 11:2-17.6 or upon the furnishing of its written estimate, as specified in (c) above, whichever is sooner.

The insurer shall make all reasonable efforts to obtain an agreed price with the facility selected by the insured. The insurer may recommend, and if the insureds requests, shall recommend a qualified repair facility at a location reasonably convenient to the insured motor vehicle who will repair the damaged motor vehicle at the insurer’s estimated cost of repairs, but in either event the provisions of (g) below apply.

accordance with generally accepted standards for a safe and proper repair.

Since the rules seem to be spelled out pretty clearly, why are we still faced with steering on such a regular basis? The answer is simple, believe it or not. I strongly encourage everyone to look for next month’s message where we will continue to

discuss this issue and provide collision shops with information to assist with preventing - if not halting - the steering from happening. If anyone would like to address any of the information provided in this article so far, I can be reached on the AASP/NJ Hot Line at (732) 922-8909 or via email at Setlit4u@msn.com. Stay tuned.

NJA

(f) All estimates, including revisions and adjustments, prepared by any repair facility, estimator or appraiser must be included in each claim file.

(g) If the insured’s vehicle is repaired at a repair facility whose name is furnished by the insurer under (e) above for a sum estimated by the insurer as the reasonable cost to repair the vehicle, the insurer:

1. Shall select a repair facility that issues written guarantees that any work performed in repairing damaged vehicles meets generally accepted standards for safe and proper repairs;

2. Shall cause the damaged vehicle to be restored to the condition it was in prior to the loss, at no additional cost to the insured and within a reasonable time, if the repair facility does not repair the damaged vehicle in New Jersey Automotive

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10TH ANNUAL 2014 AASP/NJ LOU SCORAS MEMORIAL GOLF OUTING

Monday, May 19, 2014 THE COLONIA COUNTRY CLUB • Colonia, New Jersey 10:00am Registration Begins 11:30am Lunch Served 1:00pm Shotgun Start 5:30pm Cash Bar 6:30pm Dinner PLAYER REGISTRATION

Please list your players, company and phone number below:

Number of players: Dinner only: Hole Sponsorship:

___ x $225.00 = $ ____________________ ___ x $75.00 = $ ____________________ ___ x $400.00 = $ ____________________ Total Amount: $ ____________________

All payments must be received prior to the day of the outing.

Sponsor/Shop Name ______________________________________ Street: ________________________________ City: __________________________________ State: ___________ Zip Code: ______________ Phone: ________________________________ Fax: __________________________________ Email: ________________________________ Contact: ________________________________ ___ Hole Sponsorship ___ Platinum, Gold, Silver or Bronze Sponsorship

Please make checks payable to AASP/NJ Mail to: AASP/NJ, c/o Charles Bryant P.O. Box 734, Neptune, NJ 07753

_____ Check Enclosed OR _____ Bill My Credit Card ___ Visa ___ MasterCard ___ Amex ___ Discover Card #: __________________________________ Name on Card: _____________________________ Exp. Date: _______________________________ Security Code: ______________________________ Billing Address:____________________________________________________________

Ask about our Platinum, Gold, Silver and Bronze Sponsorship Opportunities

This year’s outing is dedicated to the late Lou Scoras of Holmdel Auto Body. Part of the proceeds from this year’s outing will go toward a collision industry scholarship fund.

Contacts: Charles Bryant: (732) 922-8909 Randy Scoras: (732) 946-8388 The Colonia Country Club: (732) 381-9500 www.aaspnj.org for more information or to register New Jersey Automotive

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2014 NJ?SkillsUSA ?

Cov erage

COLLISION REPAIR TECHNOLOGY STATE CHAMPIONSHIPS SOMERSET COUNTY VOCATIONAL & TECHNICAL SCHOOL, BRIDGEWATER, NJ APRIL 5, 2014 PHOTOS COURTESY OF PETER FRYZEL & ANTHONY THOMPSON

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Looking for a new employee?

Look to SkillsUSA. Looking for fresh faces to join the industry? Look to SkillsUSA. Looking to give back to the techs and collision repair professionals of the future?

Look to SkillsUSA.

VOLUNTEERS & COMPETITORS NEEDED! SHOP OWNERS: Volunteering as a SkillsUSA judge lets you see the up-and-coming labor pool in your area, while providing much-needed observation to the competition. It’s also a great place to communicate with contestants and maybe even pick up a new tech!

CONGRATULATIONS TO THIS YEAR’S MEDALISTS: 1st Place: Anthony Sibaja, Somerset County Vocational Technical Institute 2nd Place: Nicholas Bianco, Hunterdon County Poly-Tech 3rd Place: Joseph Norris, Ocean County Vocational Technical

VOCATIONAL SCHOOLS: The SkillsUSA competition has been revamped to parallel the National contest. Participating with your students in the SkillsUSA competition gives them a chance to compete with the best and brightest throughout the country at the National competition in Kansas City, while gaining valuable industry experience and an impressive addition to their résumés.

For more information on how you can help the future of the industry, contact NJ SkillsUSA Collision Administrator Pete Fryzel at peterfryzel@verizon.net.

SPECIAL THANKS TO THIS YEAR’S JUDGES AS WELL AS ALL INSTRUCTORS AND THE FOLLOWING GENEROUS SUPPORTERS WHO HELPED MAKE THE 2014 SKILLSUSA COMPETITION POSSIBLE. AASP/NJ • A&J Body Fender • Albert Kemperle • Auto Body Distributing Co. • Bloomfield Auto Body Bridgewater Collision Repair • Central Paint Supply • Chrysler Corp. • Dayton Toyota Collision • DCH Collision Center • I-CAR Jackson Auto Body • Main Auto Body • Reliable Auto Collision Inc. • Spies Hecker, 3M • Urethane Supply Co. Walter’s Auto Body

NEW JERSEY AUTOMOTIVE CONGRATULATES ALL OF THIS YEAR’S PARTICIPANTS AND MEDALISTS! New Jersey Automotive

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FEATURE

by Joel Gausten

If you think that all you need to do a good auto repair job these days is four walls and a box of tools, you’re in the wrong industry.

As auto manufacturers continue to revolutionize the design of their cars and trucks, the challenges facing repair professionals to make these vehicles safe, dependable and durable following a collision are at an all-time high. In an effort to offer insight into a few of the many trends and procedures that currently affect the collision repair industry, and will soon become even more commonplace in the fleet, the SCRShosted Repairer Roundtable altered its usual free-form structure to allow for a special guest technical presentation by Dave Gruskos, president of Reliable Automotive Equipment, Inc. (www.raeservice.com), at its April 9 gathering in Portland, OR. The purpose of the format shift was to provide attendees with information in the front of the meeting to foster more focused conversation during the second half.

A well-known industry speaker and a veteran Repairer-Driven Education (RDE) presenter at SEMA, Gruskos delivered an intriguing overview of what the repair landscape will look like in the not-too-distant future. Naturally, the topic of aluminum vehicle design and repairability dominated 26

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Dave Gruskos (left, Reliable Automotive Equipment) and Mark Allen (Audi of America) are two industry pros with plenty to say about technology's impact on the repair industry.

much of the discussion, with Gruskos noting that a 65-percent surge in aluminum usage in vehicles is expected by 2020. Despite this growth, Gruskos made it clear that the steel industry is not going to simply sit by and watch this happen.

“At the rate they’re making their complex thin steels, they’re saying that they’ll

have reduced the rate of the steel to be equal to the aluminum car by 2022 or 2023,” he said.

Gruskos noted that aluminum is 1.5 times stronger than steel on impact, but cautioned that this doesn’t necessarily mean that aluminum cars will suffer less damage or be easier to fix than more conventional

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vehicles. For one thing, aluminum vehicles have a different way of absorbing energy, which could have a major impact on how far into the car collision damage actually goes. If a technician isn’t well versed on how to properly diagnose a damaged aluminum vehicle, he or she may not be able to correctly identify all of the affected components, thus introducing the possibility of an unsafe repair.

“You have to put these cars in some kind of a jig bench to see what is actually wrong, because there’s no tolerance to the car,” he explained. “It’s not like it’s off three millimeters here and two millimeters there in manufacturing; the cars are built very precise – to a millimeter. You have to see where the damage stops. Can you simply look at the car and say, ‘Oh yeah, it was hit on the front rail’? You don’t know that.”

With aluminum-intensive vehicles changing the way repairers conduct themselves on the shop floor, the race to properly educate the industry on how to handle these jobs is speeding up by the day. In Gruskos’ mind, the industry still has a lot of catching up to if it truly wants to put these demanding vehicles back to pre-accident condition.

“Aluminum is a very difficult animal for welding certification,” he said. “It’s not about taking a simple welding course; you either know how to weld aluminum and you pass all the testing, or you don’t…We have some very skilled techs in this room who have taken aluminum OE welding classes and failed them.”

Not surprisingly, attendees reacted to Gruskos’ presentation by stressing that the industry needs to get up to speed on what’s happening right now in this industry with respect to technologies and procedures.

“The industry has to wake up and realize that you’re professionals who are responsible for people’s lives,” offered Mark Allen, collision program and workshop equipment specialist at Audi of America. “The stakes in the game are going up; the procedures, tools and equipment are key to the industry, key to survival and key to your customers.”

As aluminum and other developments continue to influence repair methodologies, should the industry strive for commonality in the equipment used to repair vehicles from multiple lines? When this question

was posed at the Roundtable, Allen expressed the view that it should to be up to each manufacturer – and their engineering departments – to develop the procedures and equipment needed to repair their specific vehicles.

“We choose the tools and equipment for our programs for a reason,” he said.

“We crash test our car and validate what

happens with the energy that goes through, and then we work with the suppliers of these approved tools and equipment in the repair process. When we write a repair procedure, it’s [based on] doing that procedure with those tools, equipment, adhesives – everything. It gives us an opportunity to say, ‘Here is a repeatable outcome if you follow this process from start to finish.’”

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NEWS & NOTES

Toyota Unveils Its Future at NY International Auto Show

What do you do when you have the best-selling car in the industry for 12 straight years? You find ways to make it even better.

That’s exactly what Toyota did with the introduction of the new 2015 Camry on April 16 at the Javitz Galleria. After selling almost a million of the industry’s benchmark sedan since the current generation launched in 2011, Toyota stripped it down to its chassis and rebuilt it from the ground up, raising the bar yet again in the ultra-competitive mid-size sedan segment.

“Customers today love the durability, quality and value that the Camry represents, but they are looking for a little more style, comfort and performance, and this 2015 Camry has all of the above,” said Bob Carter, senior vice president of automotive operations of Toyota Motor Sales, USA, Inc. “This is the new Camry, and it’s coming from the new Toyota.”

Toyota designers and engineers re-imagined nearly every exterior surface of the car, with only the roof unchanged. The new, upscale interior features premium, soft-touch materials throughout the spacious cabin. Advanced instrumentation with intuitive controls helps keep the driver’s eyes safely on the road ahead.

Underneath the striking new exterior, the chassis and body structure are bolstered with additional spot welds, enhancing rigidity for better ride quality. A re-tuned suspension takes the Camry’s handling to a whole new level of responsiveness.

Two new grades, the sporty and luxurious XSE and the eco-fun Hybrid SE, join the well-equipped entry LE and the premium XLE

grade, giving customers more choice than ever before.

Additional spot welds were added to the door opening flanges to increase rigidity and enable spirited handling. A combination of Macpherson struts up front, a multi-link arrangement at the rear and a stiffer body structure allows for unique suspension tuning across trim levels.

The electric power steering on all Camry models is tuned for better on-center feel, better straight line stability and more directfeeling steering inputs. In addition to improvements in steering feel, the new Camry’s hydraulic system has been revised with a two-stage brake booster to improve brake feel.

The Camry will continue to be available with 2.5-liter fourcylinder or 3.5-liter V6 gas engines paired with six-speed automatic transmissions, or a 2.5-liter Atkinson Cycle engine with Hybrid Synergy drive matched to an E-CVT. Every Camry sold in North America is the product of over 7,000 skilled American team members. From design and engineering in Michigan to assembly in Kentucky, a unique American touch goes into each Camry that rolls off of the line. The new 2015 Camry will arrive in dealerships this fall.

Toyota also used April 16 as a way to offer automotive media a firsthand look at the FT-1 concept vehicle. FT-1, which stands for “Future Toyota One,” is the ultimate expression of a Toyota sports coupe design. First devised by Calty Design Research, Toyota’s California design studio, FT-1 builds upon Toyota’s rich sports coupe

Pennzoil Introduces Natural Gas Products at NYC Event On April 16, Pennzoil introduced Pennzoil Platinum and Pennzoil Ultra Platinum with PurePlus Technology, full synthetic motor oils formulated from natural gas. PurePlus Technology is a patented, revolutionary process that converts pure natural gas into the first-of-its-kind, high quality full synthetic base oil. The Pennzoil Platinum line of products made with PurePlus Technology is the first major development in motor oil in more than 40 years. Pennzoil launched the first-of-its-kind full synthetic motor oil technology by unveiling the groundbreaking documentary, Breaking Barriers, at Gotham Hall in New York City. The hour-long primetime documentary highlights how imagination, technology and determination have driven automotive enthusiasts to break barriers.

“Pennzoil is paving the way for our industry by offering modern and inventive synthetic motor oils made from natural gas,” explains Chris Hayek, global brand director for Shell Lubricants Passenger Car Motor Oil. “What we like about PurePlus Technology is that it starts with a base of pure, crystal clear base oil made from natural gas with fewer of the impurities found in crude oil, which is the 28

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traditional base for many other conventional and synthetic motor oils.

Using this technology in our products helps Pennzoil provide motorists with one of the most advanced, premium motor oils on the market.”

Pennzoil Platinum full synthetic motor oils with PurePlus Technology are designed to provide engines “Complete Protection” without compromise. “Complete Protection” is defined as coverage in five key areas consumers deemed as most critical for motor oil performance: 1) engine cleanliness, 2) fuel economy, 3) conservation of horsepower, 4) wear protection and 5) performance in extreme temperatures.

The benefits of piston cleanliness, fuel economy and wear protection are derived from the combination of Pennzoil additive chemistry with PurePlus Base Oil. PurePlus Base Oils are able to fully enhance the benefits of Pennzoil additive chemistry, which allow the full formulations of Pennzoil Platinum and Pennzoil Ultra Platinum to deliver these consumer benefits.

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Save the Dates for NORTHEAST 2015!

Top-Notch Educational Opportunities Toyota’s appearance at the NY International Auto Show included a firsthand look at the FT-1 concept vehicle and a special appearance by celebrity DJ/artist Biz Markie. Photos courtesy of Toyota.

heritage dating back to the 2000GT, Celica, Supra, MR2 and, more recently, the Scion FR-S. It represents the pinnacle of Calty’s celebration of its distinguished 40-year history. The FT-1 – and its appearance in the Gran Turismo 6 (GT6) video game – was celebrated at a special “Toyota Arcade” event at the the Standard High Line & Biergarten. Attendees were given a chance to check out the car, play some old-school arcade games, watch a live GT6 gaming tournament and meet music star and guest DJ, Biz Markie.

Over 150 industry-leading exhibitors Fun for the Whole Family, And More!

March 20, 21, 22 ®

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To help educate consumers on the new technology, a multi-faceted activation plan for the Pennzoil brand is being launched across a variety of platforms. Brand ambassador and music star Tim McGraw will continue with Pennzoil on this journey of imagination and innovation, lending his talents in new ways including an appearance in a short form vignette produced by ESPN for the NBA Eastern Conference Finals that helps reinforce the “re-imagined” Pennzoil thematic. Additionally, a revamped enthusiast outreach program extending to top car clubs across the country will provide in-depth used oil analysis tests and more thoroughly bring the benefits to life.

For more detail on the Pennzoil Platinum with PurePlus Technology line of motor oils and product availability, visit www.MotorOilRe imagined.com.

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COVER STORY

NEW DESIGN, NEW DEMANDS:

Ford Kickstarts the Future of Repairs

by Joel Gausten

One of the many highlights of the recent AASP/NJ-hosted NORTHEAST® Automotive Services Show was the special appearance of a cutaway of the upcoming 2015 Ford F-150. This was the very first time many of the thousands who attended the show were able to get up close and personal with the vehicle’s highly advanced military-grade aluminum alloy structure. As covered extensively in last month’s New Jersey Automotive, Ford’s involvement at the show included a series of special training classes hosted by Ford engineers including Larry Coan and Gerry Bonanni and seminars by Ford Collision Marketing Manager Melissa Lester on the new National Body Shop Program administered by the Assured Performance Network. Those who attended these special F150 events were among the first in the country to get an inside glimpse into what the future will soon hold for repair shops looking to take advantage of this new addition to the auto marketplace.

Not surprisingly, it was only a matter of time before the rest of the country caught on to what AASP/NJ members and NORTHEAST participants already knew: Ford is about to introduce the American auto body industry to an entirely new world of repair.

Business As Usual?

On April 9, Coan joined fellow Ford representatives Paul Massie (powertrain and collision product marketing manager) and Tom Green (body and chassis commodity manager) in presenting a broad overview of the F-150 at the Collision Industry Conference (CIC) in Portland, OR. Appearing before collision industry representatives from across the nation, Coan stressed that much of the repair work that shops will be performing on the F-150 are within their current capabilities. This would include repairing headlamps and bolted-on parts.

“When we start to look at the claims data and see what kind of accidents really happen out there, you really see that over 80 34

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percent of the time, most claims are light hits,” he said. “A lot of the collisions that you’ll be dealing with will be – for lack of a better word – business as usual. The majority will be light hits, as they are now.”

In addition to stating that the 2015 F-150 has been designed for repairability, Coan noted that repairers will receive detailed instructions along with their parts.

“With every service sheet metal part that you buy, you’ll get an instruction sheet with the part; it'll be in the box,” he said, adding that the sheets will detail all the procedures needed to service that product.

Despite concerns expressed by members of the audience that other aluminum-structured car manufacturers don’t allow pulling, Ford is currently allowing such practices on the structure of the 2015 F-150.

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Photo courtesy of Ford Motor Company

“If you’re already pulling [the F-150 trucks], you can go ahead and pull this F-150,” offered Green. “It’s almost exactly the same as far as the frame. We’ve been pulling these trucks since 2011.”

In an effort to get repairers up to speed on how to handle F-150 repairs that are not “business as usual” once the vehicle hits the market at the end of the year, Ford is working with I-CAR in developing structural repair and welding qualification classes to be launched this June. According to Coan, State Farm is sending all estimatics personnel to the I-CAR training, while Allstate will be providing a series of webinars for their estimators. Additionally, F-150 training will be provided during the Repairer-Driven Education (RDE) series at this year’s SEMA Show in Las Vegas.

“In working with I-CAR upfront, we were actually able to put together the training material and get technicians trained even before the truck hits the street,” he said.

I-CAR Senior Director of Field Operations and Segment Development Jeff Peevy told the CIC body that his organization is ready for the challenge.

“We will make sure there are enough classes for anyone who wants to take it,” he said. “We already have 300 trained instructors ready to teach the class, and we’ve already started building schedules that already exceed over 700 classes…We’re targetingsomewhere around 1,200 classes just as a place to start.”

Who Will Make the Cut?

Facilitated by the Assured Performance Network, Ford’s new National Body Shop Program seeks to identify and promote those facilities that have the right tools, equipment, training and facilities to repair Ford vehicles back to manufacturer’s specification.

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COVER STORY a year. Ford dealers become officially Certified, while independents have a slightly different distinction, “Recognized.” To participate, independents must have their Ford wholesale parts

can do a ‘capabilities assessment’ and see where they are, and then they can push a button and literally launch into a process where it will list out all the equipment they need, show their de-

Recognized.

The arrival of the 2015 F-150 underscores the need for a

have to become Certified.”

dealer officially sponsor them, but the dealers are able to sponsor as many shops as they want and believe are able to become

sustainable national network of body shops that can properly perform aluminum repairs.

“To the top of the house at Ford Motor Co., they recognize that they need the independents involved,” offered Massie at the CIC presentation.

Speaking with New Jersey Automotive following the meeting, Assured Performance Network CEO Scott Biggs detailed their overall plan to have, by the end of 2014, at least 2,000 body shops enrolled for Ford and the other OEMs’ CertificationRecognition programs that leverage their same system.

“If shops expect to be on the early wave of this certification and have all the right tools and training they need to be Certified, they need to enroll and order their equipment now!” he says.

“They cannot wait until the end of the year when it’s going to be too late and they get into a logjam.”

To help shops make the smoothest transition into the Program as possible, Assured Performance has posted an online brochure explaining its requirements (as well as offering a self “assessment” tool) at www.certifymyshop.com. Also, rather than promoting specific equipment brands, Assured Performance is encouraging competition by posting manufacturers’ specifications for the equipment needed to perform repairs. Shops can then purchase what they prefer as long as it meets the requirements. Additionally, Assured Performance has adopted a “certified once, recognized by many” philosophy, meaning that the $2,950 fee also covers aluminum and/or general repair certification-recognition from Nissan, Chrysler and others OEMs that could become involved with the Assured Performance Network moving forward.

Biggs says that Assured Performance hit the ground running with the Program, initially formulating its structure several years ago. This includes developing a business development and evaluation process to offer a plan and path forward to shops that fall short of the requirements for certification.

“We didn’t want a pass/fail program,” he says. “We realized that a lot of shops aren’t up to speed, but they want to be in time.

Our program is based on a business development process. They 36

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ficiencies and allow them to build timelines and budgets so that they have a very clear, strategic business development plan of how to get from where they are to the capabilities they need to

With only six months remaining before the 2015 Ford F-150 hits the market, many in the industry are working hard to get their facilities in order in time to meet the demands of one of the most talked-about vehicles in industry history. Having already spent several months working with repairers throughout the US in addressing these needs, is Biggs confident the collision repair industry is ready to take on these vehicles when they start appearing on America’s roadways?

“I think we’re actually in really good shape,” he replies. “I think there are more shops that are ready to re-tool, re-invest and re-equip than there has ever been, and they’re smarter about it

than we were 35 years ago. We have the infrastructure of both ICAR and Assured Performance, and the equipment manufacturers are much better. There’s a really great plan in place, and there are only a few obstacles to being able to see this thing happen in the 12 to 18 months that it’s going to take.”

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NO BRAKES

Keeping It Real

by Ron Ananian

Have you ever experienced the humanity that an automobile can create? Cars are great; they do so much for us and we barely realize the level of interaction we have with them. Cars can remind us of how human we all are, and the fragilities we all possess.

And while cars show me where those fragilities are, humans teach me about them in some very intimate ways.

It’s actually easy to do: Just open your eyes and heart a little. The car does the rest. Come along with me and I’ll show you a recent episode of “Keeping It Real.”

We had some visiting dignitaries in the shop this week. “Extended family” from OTC Tools stopped by for a visit and an open exchange of ideas to improve the industry and life for those who work in it. We do these visits and shop time every so often; it helps keep our lines of communication open. I support OTC with feedback and product testing during the course of the year, along with doing other things in life like fixing cars, raising kids, weekly radio, writing this column, etc. Maybe I’m afraid of being bored? Actually, no. I keep poking my head around the next corner trying to see what life is bringing me. That keeps it real for me.

This particular day, I brought “Black 2” (my recent frame-off two-door black ’55 Chevy) to work. I left it poking its head from around the corner, just enough to be seen but still be out of the way.

Everyone showed up on time, and the meeting started. We sat down with three young professionals from suburban Detroit and discussed, among other things, how we can help the industry attract more people AND how we can help the next generation as they work to establish themselves. This is a subject very near to my heart. The industry has been good to me, and so I try to give something back to help the next generation learn and move forward. I encourage all of you to do so, as well. As the elders among the tribe, it is up to us to lead the next generation forward.

We spoke about how cars are a connection to everyone; how some feel such a connection that they are prompted to work in the industry. Everyone has a connection to a car in some way. And that connection hits our human side.

I hit a nerve. Around lunchtime, before we left to go off to the diner, I wanted to pull the hot rod back in the shop. “Can we go for a ride?” they all seemed to ask at once. And that’s where the moment happened. As they climbed in one by one, they all opened up about cars and what they do to them: how their mom or dad taught them about cars, how seeing the same car as the one Dad fixed on the side of the road once while on a family vacation always brought back that memory, and what that memory means to them. The hot rod and that short drive with each of the three became the common alliance to the wave of human emotion we call humanity. Cars clearly help us connect.

The Bottom Line is…

Cars are much more than anything we give them credit for.

Cars encompass the memory of our childhood, time with our parents, repairing one on the side of the road, drive-in movies with the family and a blanket in the back seat. Cars help us realize a connection to the side of ourselves that teaches us who we are, whether we realize it or not. Because of cars, we are all better for living this life, believe it or not. And for me, that’s pretty real. How about you?

NJA

’Til next time, I’m Ron Ananian, The Car Doctor, reminding you that “Good Mechanics Aren’t Expensive; They’re Priceless.”

Ron Ananian, owner of R\A Automotive in Waldwick, NJ (est. 1978), is heard weekly in 140 markets on his nationally syndicated radio talk show. He is a working technician and former AASP/NJ Board member. Beyond his radio show, Ron writes and speaks for the automotive industry at trade shows and events.

Visit The Car Doctor online at www.cardoctorshow.com.

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TECHNICAL FEATURE

Can Your Shop Handle Aluminum Repairs?

by Larry Montanez, III, CDA, & Jeff Lange, PE

Over the past few years, we’ve had to listen to the outcries over PartsTrader, suppressed Labor Rates, refusal to pay for necessary procedures, database provider mistakes, increasing Direct Repair Program intrusion and complaints over a lack of profit. Although those issues are important and worthy of attention, they are not the focus of this article. This month, we will address the misconceptions and misinformation about aluminum repair, something which all repairers need further understanding of.

Lately, we and other consultants and industry experts have noticed an increase in poor-quality welds performed on collision-damaged vehicles. We feel the main reasons we are seeing these extremely poorquality welds are bad habits, absence of pride in one’s work and a lack of education. Well, let us state that an overwhelming amount of collision repair facilities CANNOT repair steel vehicles correctly. We have proof, and if you are willing to have your repairs inspected, we can arrange that if you like. All challenges (good and bad) will be printed. With that said, attempting to repair aluminum-intensive vehicles without the proper training and equipment constitutes negligence on your part. This article will hopefully explain the truth about aluminum repair from the perspective of someone who is not making a profit from it. If you are not one to read the author bios, please note that Jeff is a Licensed Professional Engineer and has been involved in the automotive field for over 35 years and is, among other things, an ASE Certified Master Tech. Larry has been an industry trainer and speaker and is a Certified Collision Repair Tech and Certified Aluminum Welder for multiple OEMs. And he STILL works at a shop two to three days a week.

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Cosmetic Repairs Unlike steel, aluminum has no memory and DOES NOT want to go back to its original shape. This is the main issue with repairing aluminum panels. Cosmetic repairs are generally performed on sheet aluminum and rarely performed on extruded or cast aluminum; the only repairs would be dressing of welded or riveted areas and no applications of filler. Due to aluminum’s memory characteristics, heat must be applied to the deformed area, but caution must be used to keep below the annealing temperature of aluminum. As the use of aluminum in the manufacturing of vehicles has increased (and we now find aluminum used as structural parts), technicians must learn new repair processes for them as well. Aluminum is extremely sensitive to heat, and the way that aluminum responds to applied pulling force is also different than steel. Precautions must be used when repairing it.

Alloyed aluminum is grouped into two categories: Heattreatable and non-heat-treatable. Both can be heated for repair.

The heat-treatable group includes: 2000 series (alloyed with copper) used often for body panels; 6000 series (alloyed with magnesium), also used for body panels; and 7000 series (alloyed with both zinc and magnesium, making it very strong), used for applications such as bumper reinforcements. These types of aluminum alloys gain strength from being heat-treated at the factory during the baking process.

Non-heat-treatable aluminum includes: 1000 series (nearly 99-percent pure), which is very soft and used for electrical wiring; 3000 series (alloyed with magnesium), used for interior structures; 4000 series (alloyed with silicon), often used for electrode welding wire; and 5000 series (alloyed with magnesium), often used for inner structural parts. These types of aluminum alloys gain their strength from work hardening during the stamping process. Let’s look at what happens when heat is applied to aluminum: • Aluminum melts at 660°C/,220°F. Remember, aluminum does not turn a different color before melting; it just disappears. Caution must be used when using heat.

• Aluminum repair heating temperatures: 204°C - 299°C/ 400°F - 570°F (sheet aluminum outer panels only, not structural members). We recommend that you keep the temperature as close to 400°F as possible.

• Aluminum has high thermal conductivity and therefore heats rapidly. Unlike steel, it can be heated and cooled multiple times during the repair process.

• Aluminum anneals at 300°C - 410°C/572°F - 770°F. This range is dependent on the alloy(s), but for general purposes,

never go above 570°F when attempting to repair an aluminum panel. If you anneal the panel, it will never hold its shape again and will be permanently ductile. Heat crayons or non-contact thermometers MUST be used when heating aluminum. Remember, it does not change color or give any indication of overheating that can be judged by the eye.

Repairing aluminum outer panels can be difficult. Deformities to aluminum outer panels can be classified into two basic categories of repair: Repairable and unrepairable. (We know this is pretty obvious, but let us explain.) The repairability of the panel is dependent on the accessibility and inaccessibility of the damage.

Accessible: Access to both sides/backside of the panel. This will allow for hammer-off-dolly techniques to be utilized.

Inaccessible: No access to the backside of the panel. Hammeroff-dolly techniques cannot be performed.

Generally, accessible damage may be repairable and inaccessible damage may not be repairable. This is a general statement, and repairability would depend on the location of the damage, the size and type of damage sustained. Unrepairable damage is generally, but not limited to: Visible cracks, tears or breaches of the outer panel, deformities through feature lines, multiple deformities and damaged areas with little or no backside accessibility. Although there are many companies that make aluminum weld-on dent removal equipment for inaccessible areas, there are limitations to the repairability based on the severity.

Most of the damage should be removed with heat applications and hammer-off-dolly techniques. Once this is done, weld-on dent removal equipment can be used to remove any small deformities to the panel. Another option is to weld the pins on, heat the area to proper temperature range and then apply pressure to the pins to gently remove the material. Aggressive pulling will cause micro-cracking or visible fracturing. In general, most of the damage to the outer body panels will require replacement.

Structural Repairs Structural components include, but are not limited to: Unirails, inner reinforcements, rear body panels, rocker assemblies, quarter panels, apron assemblies and generally anything that is affixed to the vehicle other than by bolts. These components are generally affixed to the vehicle by rivet-bonding, rivets, welding, EJOT screws, friction-stir welding or clinches. These components are generally not repairable and require replacement if

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TECHNICAL FEATURE damaged in a collision event. The types of aluminum alloys these components are formed from are extremely strong and get workhardened when deformed; they will crack, fracture or separate during repair attempts. One of the most important steps in the damage analysis process of a vehicle is to measure the vehicle for structural misalignment. This is true for steel-intensive vehicles, but it is paramount for aluminum-intensive vehicles, as there is no structural realignment to these vehicles.

To be on any one of the many aluminum collision repair programs, you will need to invest in equipment and training. Generally, the repair facility will need to send at least two technicians to do the following: Attend a specific set of I-CAR classes and/or I-CAR online courses (for an average of eight classes) Pass the I-CAR Steel and Aluminum Welding qualification test; Pass the ASE certification tests for their job position (B2-B5); Pass the OEM online training classes prior to attending a specific course; and Pass the specific OEM aluminum welding certification test, ISO 9606-2 Aircraft Aluminum welding certification test.

Some OEMs require re-testing every six months, annually or bi-annually. Currently, there is no reciprocity between the OEMs for the ISO 9606-2 test. Most of the testing is performed in the USA, but some are performed in Europe. These tests are extremely difficult, can be very expensive and are time-consuming. The shortest test is four days and the longest is 10 days. Recertification tests are one to three days, depending on the OEM. Technicians should be fully trained on the basic physical properties of aluminum, as well as be able to: Understand aluminum properties, characteristics and their differences; Be able to identify vehicle part design (i.e. sheet, cast and extrusion); Analyze and identify damage to aluminum exterior panels; Analyze and identify damage to aluminum structural parts; Identify the OEM repair procedures and understand repair considerations;

Understand the considerations around making repair versus replace decisions; and Understand how to perform test welds visually and destructively.

The repair facility will be required to purchase the following equipment: 1. Specific structural realignment equipment. Currently, Celette is the most popular required equipment maker, followed by Car-O-Liner and CarBench. Global Jig also has a few approvals. Lately, there has been some information from Ford that Chief and Spanesi have approvals for the F-150 Program.

2. Aluminum Pulse Welders. These machines can be expensive, and in some cases have specific OEM computerized settings that are loaded in the equipment’s software. Fronius, Migatronic and Wieländer Schill are the most popular required welders. One program lists specific Miller and Lincoln welders in addition to the ones mentioned here.

3. Curtained-off clean area, clean room or a dedicated “aluminum only” repair building.

4. Specific rivet guns, hand tools, glass tools, OEM-specific specialty tools, dedicated aluminum body repair tools and miscellaneous tools.

5. Subscriptions to the OEM-specific website for repair information.

Additionally, the shop is subject to surprise inspections by the certifying body.

As you can see, aluminum repair requires a very specific set of tools, training and a commitment by not only the repair facility, but by the technicians, too. The average cost to start on one of these programs can be around $70,000 for the simpler programs to more than $250,000 for the high-requirement programs.

Once you are on one of the programs, other programs might be easier to get on and in turn be less expensive, as there may be duplicate equipment requirements. Another option is to make a deal with a certified shop. This may be your best option, as you retain your customer, ensure the proper repairs were performed and have a certified repair facility’s invoice to guarantee the workmanship.

So should you or should you not invest in aluminum repair?

We would recommend that you make a move towards the investment. The 2015 Ford F-150 is already constructed with an aluminum upper body structure. GM recently announced that the GMC 1500 and Chevrolet Silverado will be aluminum in 2018, continued on pg. 60

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Mike Lovullo Distributor for

and

Micro-Mix Paint and Materials Calculator in Bergen, Passaic, Essex and Hudson Counties in New Jersey.

Call Office: (973) 696-3176 or Cell: (201) 452-0987

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ARANJ 2014 Officers President Bob Dirkes Dirkes Used Auto Parts 609-625-1718 dirkesauto@gmail.com 1st Vice President Ian Szoboszlay Ocean County Auto 732-349-0332 ian@cosmosautoparts.com 2nd Vice President Darryl Carmen Lentini Auto Salvage 908-782-6838 darryl@las-parts.com 3rd Vice President Joe Goodman Leesville Auto 732-388-0783 joeg@leesvilleauto.com Past President Norm Vachon Port Murray Auto 908-689-3152 portmurrayauto@yahoo.com Executive Director Brian Snyder Auto Recyclers of NJ 609-714-2339 brian@aranj.org

ARANJ 2014 Board of Directors Mike Ronayne Tilghmans Auto Parts 609-723-7469 tilghmans@snip.net Marvin Leadbeater Bamber Lake Auto 609-639-6500 marvinjsp@comcast.net Mike Yeager EL & M Auto 609-561-2266 elandmauto@aol.com Rodney Krawczyk Ace Auto Wreckers 732-254-9816 aceautonj@comcast.net Mike Caputo Lacey Used Auto Parts, Inc. 609-693-0898 laceyautomike@aol.com

ARANJ

The Automotive Recyclers Association of New Jersey

Legal Update

Motor Vehicle Commission Acts to Prohibit the Direct Sale of Motor Vehicles to Consumers On March 12, the New Jersey Motor Vehicle Commission (MVC) adopted controversial regulations enforcing the Franchise Practices Act requirement (whereby all new motor vehicle sales must be conducted through a dealership franchisee). Although the law prohibiting the direct sale of motor vehicles by auto manufacturers has existed for quite some time, the MVC has neglected to enforce the provision in the past. Under the amended MVC regulations, all applicants for motor vehicle dealer licenses and existing licensees must be party to a franchise agreement with a motor vehicle manufacturer. Thus, auto manufacturers are expressly prohibited from directly selling their vehicles to consumers.

At the center of the controversy concerning the adoption of these regulations is Tesla Motors, Inc. (“Tesla”), a California-based luxury electric car manufacturer. Unlike automakers such as Ford, Chevrolet and Honda, Tesla’s business model involves the direct sale of vehicles to consumers. The MVC previously issued two dealer licenses to Tesla to operate sales locations in New Jersey at the Mall at Short Hills and the Garden State Plaza in Paramus. These locations have been operating for the last 18 months or so. Upon the effective date of the amended regulations, however, Tesla will effectively be barred from directly selling to consumers at these locations.

The New Jersey Coalition of Automotive Retailers (NJCAR) has expressed support for the amended regulations, arguing that it places Tesla on equal ground with other manufacturers, encourages price competition and protects the public interest in highway safety. Tesla disagrees, and has filed an appeal of the Motor Vehicle Commission’s rulemaking.

At the same time, some members of the Legislature are working to ensure that Tesla will continue to operate in New Jersey. Assemblyman Timothy Eustace has proposed a bill that would permanently allow electric car manufacturers like Tesla to sell their vehicles directly to consumers. The bill (A2986/S1898) allows an auto manufacturer to sell “electric motor vehicles” to consumers if the manufacturer first obtains a dealer license. Thus, under Assemblyman Eustace’s bill, electric motor vehicle manufacturers would still be required to obtain a dealer license before selling cars to consumers. Given the change in statute, however, the MVC would be forced to rescind or limit the new regulation requiring that an applicant for a dealer license submit a franchise agreement to obtain a license.

In the Senate, Senator Raymond Lesniak has publicly stated that he will propose an amendment to his bill (S927/A2035) currently pending before the Senate that would allow the direct sale of “zero emission vehicles” - which includes Tesla’s models - until the sales of such vehicles consist of four percent of the total market, which is not expected to occur until 2018.

At this time, however, the State Legislature is in recess. As a result, Senator Lesniak’s amendment has not been formally proposed, and Assemblyman Eustace’s bill remains in committee. Given that the new MVC regulations were scheduled to take effect on April 15, it appears that Tesla will be forced to shutter its sales operations in New Jersey for the foreseeable future.

For further information, please contact George J. Tyler, Esq. or Matthew J. Krantz, Esq. at (609) 6310600.

Tyler & Carmeli, P.C. GEORGE J. TYLER MATTHEW J. KRANTZ 1 AAA Drive, Suite 204, Robbinsville, New Jersey 08691 (609) 631-0600 – Tel (609) 631-0651 – Fax gtyler@tcglaw.com mkrantz@tcglaw.com

Wharton Insurance Briefs An ARA Member

A safe working environment is critical to your operation. Eye injury can come from many sources such as flying particles, chemicals or vapors. Eye protection should be worn when workers are grinding, welding, sawing or hammering, or with the use of any type of power tool.

There are four basic types of eye protection: • Safety glasses, which come in prescription and non-prescription • Goggles

• Face shields • Welding helmets

If you have employees working in areas where there might be flying debris, dirt or grit, you should at least have them wear safety glasses or goggles. If they are welding or cutting, they should be wearing the proper welding helmet with a face shield. Statistics show that there are more than 2,000 eye injuries in the US each day; 200 will result in temporary or permanent loss of vision. Ninety percent of these injuries can be prevented or lessened with the use of proper eye protection.

As always, if you should have any questions regarding this article or your insurance program, please contact me.

Mario DeFilippis, AAI, Vice President, Wharton Insurance mdefilippis@whartoninsurance.com (800) 221-0003 ext.1320

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TECHNICAL FEATURE continued from pg. 48 as well. How long before we see aluminum Mustangs, Focuses, Impalas, Cadillacs and other American vehicles? Being ahead of the learning curve is important. We all must remember that aluminum repair requires much more skill and technique than steel.

Besides I-CAR classroom training, there are other training options. P&L Consultants offers a six-hour, hands-on aluminum outer body panel repair workshop.

We know this is not what everyone wants to hear, but it is what it is. If you do not invest in the training and equipment, you may not be in business anymore as you will be left behind.

Opting to repair cosmetic damage only is really not an option, as many times the repairs require some structural work. Not only do the technicians require new tools, equipment and knowledge, but the damage

assessors will require the same training to understand all the procedures and precautions. A three-hour dent repair to a steel panel may be eight to 10 hours or even unrepairable on an aluminum panel with the same damage severity. Being able to understand what it takes to repair aluminum components will be paramount in six years; you need to invest in education now.

We hope this article has helped the industry to better understand some of the prevalent issues involved in repairing aluminum cosmetically and structurally, and the commitment necessary to get involved with an OEM aluminum repair program. As always, please feel free to contact us if you have any questions*.

Larry Montanez, CDA is co-owner of P&L Consultants with Peter Pratti Jr. P&L Consul-

tants works with collision repair shops on esti-

mating, production and proper repair procedures.

P&L conducts repair workshops on MIG & re-

sistance welding, measuring for estimating and

advanced estimating skills. P&L also conducts

investigations for insurers and repair shops for

improper repairs, collision repairability and esti-

mating issues. P&L can be reached by contacting

Larry at (718) 891-4018 (office), (917) 860–

3588 (cell), (718) 646–2733 (fax) or via email at

info@PnLEstimology.com. The P&L website is www.PnLEstimology.com.

Jeff Lange, PE is president of Lange Technical Services, Ltd. of Deer Park, NY. Jeff is a Li-

censed New York State Professional Engineer

who specializes in investigating vehicle and

component failures. Lange Technical Services,

Ltd. is an investigative engineering firm

performing forensic vehicle examinations and

analysis for accident reconstruction, products

liability and insurance issues. Jeff can be reached at (631) 667-6128 or by email at Jeff.Lange@

LangeTech.net. The Lange Technical Services, Ltd. website is www.LangeTech.net.

*For additional perspectives on aluminum repair, see this issue's cover story on page 34.

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