hammer & dolly june 2014

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2014 WMABA Golf Outing Registration - page 21

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June 2014Volume 8, No. 6

$5.95

HD JUNE 2014_final_MONDAY.qxp_Layout 1 10/6/15 2:45 AM

3June 2014


18

Important payroll practices and requirements that employers must follow. BY JAMES A. CLEAVER

LEGAL PERSPECTIVEIS YOUR BUSINESS UP TO SPEEDWITH WAGE LAWS?

COVER: ©thinkstockphoto.com/Nastco

THIS PAGE, CLOCKWISE FROM TOP:

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DEPARTMENTS6 Calendar of Events

10 Editor’s MessageJOEL GAUSTEN

12 President’s MessageDON BEAVER

22 What’s WMABA Up To?

26 Technician ofthe MonthSTEVER KARI

26 Headliners

44 Executive Director’sMessage JORDAN HENDLER

46 Advertisers Index

36

Repairers from across the nation respond to Ford's move to aluminum.

BY JOEL GAUSTEN

21

WMABA's biggest event of the year is comingsoon! Learn how you can sign up early andguarantee your spot.

2014 WMABA GOLF OUTINGREGISTRATION

CONTENTSJune 2014

34Predictions and reality checks from our residenttech experts. BY LARRY MONTANEZ III, CDA & JEFF LANGE, PE

TECHNICAL FEATUREWHAT THE FUTURE HOLDS FOR YOU

5June 2014

COVER STORYTHE NEW F-150 ISCOMING: IS THEINDUSTRY READY?

14LOCAL NEWS

MD & VA SKILLSUSA CELEBRATESEXCEPTIONAL AUTO STUDENTS BY JOEL GAUSTEN

MIKE ANDERSON RETURNS TO WMABA AREAFOR “ENCYCLOPEDIA OF ESTIMATING PRACTICES”

16

28

PartsTrader goes national – and so do theindustry's concerns.

WMABA FEATURELIFE UNDER INSURER PARTS MANDATES: A HAMMER & DOLLY SPECIAL REPORT

CONTENTSJune 2014


Industry training opportunitiesand don't-miss events.

June 19, 2014SQUEEZE-TYPE RESISTANCE SPOT WELDINGCoxton’s Gold Team Collision Center, Yorktown, VA

June 23, 2014SECTIONING OF STEEL UNITIZED STRUCTURESFirst Team Toyota, Chesapeake, VA

June 24, 2014AUTOMOTIVE FOAMSHampton Inn Salisbury, Salisbury, MD REPLACING EXTERIOR ALUMINUM PANELSKeystone Linthicum, Linthicum, MD

June 26, 2014SQUEEZE-TYPE RESISTANCE SPOT WELDINGKing Volkswagen, Gaithersburg, MDREPLACEMENT OF STEEL UNITIZED STRUCTURESKunkel’s, Baltimore, MD

June 30, 2014SQUEEZE-TYPE RESISTANCE SPOT WELDINGFirst Team Toyota, Chesapeake, VA

July 7, 2014STEERING & SUSPENSION DAMAGE ANALYSISFirst Team Toyota, Chesapeake, VA

July 8, 2014STRUCTURAL STRAIGHTENING STEELState Farm Silver Spring, Silver Spring, MDWELDED & ADHESIVELY BONDED PANEL REPLACEMENTCoxton’s Gold Team Collision Center, Yorktown, VA

July 10, 2014REPLACING EXTERIOR ALUMINUM PANELSCoxton’s Gold Team Collision Center, Yorktown, VAVEHICLE TECHNOLOGY & TRENDS 2014Automotive Collision Technologies, Randallstown, MD

July 14, 2014 WELDED & ADHESIVELY BONDED PANEL REPLACEMENTFirst Team Toyota, Chesapeake, VA

www.i-car.com or(800) 422-7872 for info

June 26, 2014Annual WMABA Golf OutingVirginia Oaks Golf Club, 7950 Virginia Oaks Dr., Gainesville, VA 1pm Shotgun Start

For more information, please visit www.wmaba.comJuly 28, 2014SCRS Open Meeting Detroit Marriott at the Renaissance Center, Detroit, MIFor more information, visit www.scrs.comJuly 29, 2014Collision Industry Conference (CIC)Detroit Marriott at the Renaissance Center, Detroit, MIFor more information, visit www.ciclink.com

July 15, 2014MEASURINGCanby Motors Collision Repair, Aberdeen, MD

July 17, 2014VEHICLE TECHNOLOGY & TRENDS 2014Kunkel’s, Baltimore, MDSTEEL UNITIZED STRUCTURES, TECHNOLOGIES & REPAIRCoxton’s Gold Team Collision Center, Yorktown, VA

July 21, 2014COLOR THEORY, APPLICATION, TINTING & BLENDINGFirst Team Toyota, Chesapeake, VA

July 22, 2014SUSPENSION SYSTEMSKeystone Linthicum, Linthicum, MDREPLACING EXTERIOR ALUMINUM PANELSCriswell Collision Center, Annapolis, MDREPLACEMENT OF STEEL UNITIZED STRUCTURESCoxton’s Gold Team Collision Center, Yorktown, VA

July 24, 2014COSMETIC STRAIGHTENING ALUMINUMCoxton’s Gold Team Collision Center, Yorktown, VA AUTOMOTIVE FOAMSKing Volkswagen, Gaithersburg, MD ADVANCED STEERING & SUSPENSION SYSTEMS DAMAGEANALYSISCriswell Collision Center, Annapolis, MD

July 28, 2014COSMETIC STRAIGHTENING ALUMINUMFirst Team Toyota, Chesapeake, VA

July 31, 2014ADHESIVE BONDINGCoxton’s Gold Team Collision Center, Yorktown, VA

CLASS LISTINGS

CALENDAR OFEVENTS

June 2, 2014VEHICLE TECHNOLOGY & TRENDS 2014First Team Toyota, Chesapeake, VA

June 3, 2014PLASTIC & COMPOSITE REPAIRCoxton’s Gold Team Collision Center, Yorktown, VA

June 4, 2014REFINISHING EQUIPMENT & VOC REGULATIONSFirst Team Toyota, Chesapeake, VA

June 9, 2014FULL-FRAME PARTIAL REPLACEMENTFirst Team Toyota, Chesapeake, VA

June 10, 2014SUSPENSION SYSTEMSCoxton’s Gold Team Collision Center, Yorktown, VAFULL-FRAME PARTIAL REPLACEMENTState Farm Silver Spring, Silver Spring, MD

June 11, 2014SURFACE PREPARATION & MASKINGFirst Team Toyota, Chesapeake, VA

June 12, 2014FULL-FRAME PARTIAL REPLACEMENTCoxton’s Gold Team Collision Center, Yorktown, VA COLLISION REPAIR FOR TOYOTA, LEXUS & SCION VEHICLESFrederick Co. Career & Tech, Frederick, MD

June 16, 2014REPLACEMENT OF STEEL UNITIZED STRUCTURESFirst Team Toyota, Chesapeake, VA

June 17, 2014RACK & PINION & PARALLELOGRAM STEERING SYSTEMSCoxton’s Gold Team Collision Center, Yorktown, VA WHEEL ALIGNMENT & DIAGNOSTIC ANGLESCanby Motors Collision Repair, Aberdeen, MD

June 18, 2014DETAILINGFirst Team Toyota, Chesapeake, VA

6 June 2014


7June 2014


8 June 2014


9June 2014


Rodney Bolton ([email protected]) 410-969-3100 ext. 250Mark Boudreau ([email protected]) 703-671-2402

Kevin Burt ([email protected]) 301-336-1140Bobby Wright ([email protected]) 434-767-4128

ADMINISTRATIONEXECUTIVE DIRECTORJordan Hendler ([email protected]) 804-789-9649WMABA CORPORATE OFFICEP.O. Box 3157 • Mechanicsville, VA 23116

STAFFPUBLISHER Thomas Greco

[email protected]

MANAGING EDITOR Alicia [email protected]

EDITOR Joel [email protected]

ART DIRECTOR Lea [email protected]

OFFICE MANAGER Sofia [email protected]

ADVERTISING DIRECTOR Norman [email protected] 800-991-1995 Fax 732-280-6601

PUBLISHED BY TGP, Inc.244 Chestnut St., Suite 202Nutley, NJ 07110973-667-6922 FAX 973-235-1963

Reproduction of any portions of this publication is specifically prohibited without written permission from the publisher. The opinions and ideas appearing in this magazine are not necessarily rep re sen ta tions of TGP Inc. orof the Washington Metropolitan Auto BodyAssociation (WMABA). Copyright © 2014Thomas Greco Publishing, Inc.

pop up again and again: The need to build a future workforce, and the growing dominanceof the insurance industry. Fast-forward nearly 15 years, and we see vehicles like the 2015Ford F-150 not only prompting increased training for existing repairers, but adding to thedemands facing new technicians as they consider a career in this trade. Back in 2000, re-pairers griped to me about short-pays from insurers; today, shops are being forced to con-template their futures as insurers take over virtually every aspect of the repair andparts-ordering processes.

Although some negative aspects of the industry have surely intensified over the years,one very positive thing has remained constant: The commitment of state collision repair as-sociations to strengthen the business lives of their members. In every single issue of thehundreds of magazines TGP, Inc. has printed since I joined the company, there is at leastone strong reminder that this industry moves forward thanks to dedicated (and mostly vol-unteer) shop owners, vendors and other representatives willing to put in the time, effort anddetermination needed to make a difference.

While other perceived “friends” in the industry have shown that they don’t always havethe best interests of repairers in mind, WMABA has never faltered in representing each andevery person who pays dues. In these ever-changing times, it’s not uncommon to feel letdown by an insurance partner, or question if a vehicle manufacturer’s decisions could resultin increased pressures on your crew. But through it all, remember that WMABA has neverstrayed an inch from its goal to build a better, more profitable industry for its members.

Sure, this industry can often feel like steering an oil tanker when technology demandsthat you respond like a speedboat. Sure, it sometimes feels like the same problems comeup again and again. But anything that has true value and meaning will always take time toaccomplish. WMABA has scores of people devoted to doing whatever is necessary tomake the industry better – and that’s half the battle right there. Remember that you arenever alone; you have friends in this industry willing and available to help. WMABA is just aphone call away if you need them – and that’s one thing that won’t change. H&D

THE MORETHINGSCHANGE...

As I approach my 14th anniversary as anautomotive industry writer, I’ve been spending alot of time lately looking back at my years cover-ing this field. It’s hard for me to believe it attimes, but I’ve literally written thousands of arti-cles about the regional and national collision re-pair community. Not too long ago, I dug outsome magazines that TGP, Inc. produced foranother auto body association back in 2000 –the year I started out in this business. Flippingthrough the pages, I saw two very big topics

Joel Gausten(973) 600-9288

[email protected]

MESSAGEEDITOR’S

10 June 2014

©thinkstockphoto.com/huasui

2014 WMABA OFFICERSPRESIDENT Don Beaver

[email protected] 443-539-4200 ext. 17061VICE PRESIDENT Torchy Chandler

[email protected] 410-309-2242TREASURER Mark Schaech Jr.

[email protected] 410-358-5155SECRETARY John Krauss

[email protected] 703-534-1818IMMEDIATE PAST PRESIDENT Barry Dorn

[email protected] 804-746-3928

BOARD OF DIRECTORS


11June 2014


computer-literate and accomplished – not to mention certified – welders. They will need to be techsavvy and willing to learn and educate themselves.

As most of us know, Ford will be releasing their aluminum-intensive F-150 in the fall. Eventerminology is changing with these vehicles: Ford doesn’t even want the F-150 being referred toas being an “aluminum truck;” it is made from a “military-grade aluminum alloy.” Wow, that’s amouthful! The technicians, shop owners and managers need to prepare for what is being referredto as a “technology tsunami” that is about to hit. In many cases, it already has hit.

Modern welders will need to be capable of GMA/MIG welding, MIG brazing and aluminumwelding. Due to very specific repair requirements, even aluminum welding spool guns could beoutdated. Shops may even end up with three, four or five different welders to meet carmakers’guidelines or to be certified to work on a particular vehicle. Are you going to need a dedicatedbench system? You certainly will need a dedicated aluminum repair area that is clean and clear ofthe possible cross contamination associated with steel repairs. You will need special abrasives,dedicated hand tools and special equipment for riveting or rivet bonding. Get ready and prepareyour shop and your technicians for what is here and on the horizon, or you may find yourself in thesame boat as that proverbial blacksmith. Yes, they’re around, but certainly a dying breed. H&D

ALUMINUMIS NOTCOMING

“The aluminum is coming! The alu-minum is coming!” We’re having a call toarms! We may not have to hang thelanterns, but we definitely need to turn theporch light on. Aluminum is not “coming;”it’s been here for a while. Aluminum-inten-sive vehicles are increasingly becomingmainstream. With federally mandatedCAFE standards, vehicles need to belighter and more fuel-efficient while main-taining safety. With today’s technology,people are looking for all the bells andwhistles possible – and those things bringadditional weight. To provide the motoringpublic with these gadgets (as well as meetthe federal standards), automakers haveturned to aluminum. Shops need to edu-cate and equip technicians to repair thesevehicles. With that comes a cost, whichcan be significant. The need for newwelders alone can be cost-prohibitive, butif an investment is not made, shops mayfind themselves going the way of theblacksmith.

As with the transition from horse-and-buggy to the automobile, there is theneed for a new breed of technician. Thattechnician is going to need to be not onlya jack of all trades, but a master of alltrades. They are going to need to be

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MESSAGEPRESIDENT’S Don Beaver

(443) 539-4200 ext. [email protected]

12 June 2014


13June 2014


Information and updatesfrom WMABA and beyond.

NEWSLOCAL

MD & VASkillsUSACELEBRATESEXCEPTIONALAUTO STUDENTS

14

Maryland SkillsUSA at work

Some of Virginia'sbest and brightest

SkillsUSA MD Collision competitors (L-R): Seth Darney; Philip Jett; Marquise Watts; BalaiCarter; Austin Edleblute; Jacqueline Martinez; Ronald Miller; Ryan Heiland; Matthew Sears.

SkillsUSA MD Collision judges (L-R): Krishna Deoraj; Bill Tomlinson; Jeff Poole; Amanda Bolton;Mike Pazdersky; Buzz McAllister; Tony Brooks; Jamie Shewbridge; Dave Hardester; Beth Meckel;Howard Beaver; Kim Parson; Joe Rinehart; Jake Hollandsworth, Tim Pryor.

SkillsUSA MD Refinishing competitors (L-R): Nathan Turner; Landon Hollinger; Austin Main;Nick Shaderick; David Webber; Antonio Johnson; Andrew Leo Grant; Francis Merkel; AdamWeber; William Shockley.

SkillsUSA MD Refinishing judges (L-R): Matt Pratt; Jared Poring; John Hamrick; Tommy Detrich; Ronnie Day; Jared Hintze; Chuck lohrfink.

The Maryland SkillsUSA Collision Repairand Automotive Refinishing Competi-tions were held April 4 and 5 at the

Center of Applied Technology North in Severn.Congratulations to the following winners:Collision Repair Technology – First Place:Matthew Sears (Center of Applied Tech North),Second Place – Balai Carter (North Point High

School for STI), Third Place - JacquelineMartinez (Dorchester Career & TechnologyCenter); Automotive Refinishing Technol-ogy – First Place: Francis Meckle (HarfordTech High School), Second Place: NickShadrick (Center of Applied TechnologySouth), Third Place: Austin Main (FrederickCounty Career & Tech Center).

continued on page 31


Alexandria Volkswagen107 West Glebe Rd.Alexandria, VA 22305703-684-7007Fax: 703-684-4138e-mail: [email protected]

Karen Radley Volkswagen14700 Jefferson Davis Hwy.Woodbridge, VA 22191703-550-0205Fax: 703-643-0081

Cook Volkswagen2110 Bel Air Rd.Fallston, MD 21047866-560-3957410-877-1500Fax: 410-877-8557

Russel Volkswagen6624 Baltimore National PikeBaltimore, MD 21228PH:410-788-1700Fax:410-818-2049e-mail: [email protected]

Lindsay Volkswagen of Dulles22455 Cedar Green Rd.Sterling, VA 20166703-880-8160Fax: 703-880-8219www.lindsayvolkswagen.com

Ourisman Volkswagen of Bethesda5415 Butler RoadBethesda,MD 20816301-652-2452Fax: 301-652-2589e-mail: [email protected]

Checkered Flag Volkswagen3025 Virginia Beach BlvdVirginia Beach, VA 23452Parts Direct: 757-687-3465757-490-1111Fax: 757-687-3514www.checkeredflag.com

Brown’s Volkswagen10501 Midlothian TurnpikeRichmond, VA 23235Parts Direct: 804-379-6610Parts Fax: 804-897-1654e-mail: [email protected]

Ourisman Volkswagenof Rockville801 Rockville PikeRockville, MD 20852Parts Direct: 301-340-7668Toll Free: 855-417-4511Fax: 240-499-2488e-mail: rockvilleparts@ourismanautomotive.comwww.ourismanvwofrockville.com

Fitzgerald Volkswagen114 Baughmans Lane Frederick, MD 21702Toll Free: 800-545-4745 Fax: 877-696-1841 e-mail: [email protected] www.fitzparts.com

King Volkswagen979 North Frederick Ave.Gaithersburg, MD 20879Parts Direct: 240-403-2300Fax:240-403-2398e-mail: [email protected]

Fitzgerald Volkswagenof Annapolis34 Hudson Street Annapolis, MD 21401 Phone: 410-224-4636Fax: 410-224-4264 www.fitzmall.com

Ourisman Volkswagen of Laurel3371 Ft. Meade Rd.Laurel, MD 20724Phone: 301-498-6050Fax: 301-498-0157www.laurelvolkswagen.com

15June 2014


Information and updatesfrom WMABA and beyond.

NEWSLOCAL

MIKE ANDERSON RETURNS TO WMABA AREA FOR “ENCYCLOPEDIA OF ESTIMATING PRACTICES”

On May 1, Maryland repairers spent arousing, educational day with former VAshop owner and association Board memberMike Anderson (CollisionAdvice) at theWMABA-hosted “Encyclopedia of EstimatingPractices” workshop. Held at the LKQ Train-ing Center in Linthicum, MD, Anderson spentthe day informing and motivating attendees,all while delivering valuable - and, in somecases, surprising - industry updates.

Launching his eye-opening presentationwith “The Rules,” he warned attendees to notmistake his passion for arrogance. Shortlythereafter, they figured out why: He asked foran audience “Amen!” every time they agreedwith something he said, like an energeticpreacher directing a crowd.

Covering everything from industry defi-nitions to estimating, Anderson offered some-thing for everyone. His approach providedattendees with tools and methods for learn-ing, rather than quick fixes that might fizzle orchange over time. Instead, he focused on thelong-term solution of student-initiated learn-ing and adaptation.

Pleased by the strong turnout of areashops, Anderson tells Hammer & Dolly thathe hopes the day-long presentation offeredtrue value to the WMABA community.

“My goal was for everybody to under-stand that it’s important for us to still focus on

cycle time – and I understand why peoplefocus on severity – but safety needs to bemore important than all of that,” he says.“Whether you’re a DRP or non-DRP, whenthat customer chooses you to fix the [vehi-cle], they’re saying, ‘I’m choosing you to fixmy car because I trust you to look out for mybest interest and do things the way they’resupposed to be done.’ Sometimes, shopstake that too lightly; they don’t take it as seri-ously as they should.”

Additionally, he stresses that a properestimate or blueprint has a considerable im-pact on cycle time and CSI.

“Speed is the name of the game,” hesays. “It’s not just about writing an accurateblueprint to fix the car right...Even if you’renot a DRP, you have to get [better] at turningcars quicker just because there is less profiton a job and you have to turn more cars justto get to the break-even point quicker. We re-ally tried to focus [in the class] on just howthe estimate is really the basis for getting theright part the first time and communicatingproperly with a customer.”

Looking back on his most recent visitwith his old friends in WMABA, Anderson isespecially impressed by the audience’s will-ingness to embrace the ideas and informa-tion he presented.

“A lot of people aren’t aware of what ittakes to fix a car properly,” he offers. “I don’tmean that disrespectfully; it’s just that the in-dustry is changing so fast that it takes a lot tokeep up on things today. You really have tospend time on training. There are times whenI do classes where you have a lot of naysay-ers [who say], ‘This will never work.’ But Ididn’t sense any of that negativity; peopleseemed to be like, ‘Yeah, I got it. I under-stand it and I can do it.’”

If you didn’t make the meeting, there areseveral websites and products Andersonwants you to know about:

Anderson also devoted time to dis-cussing the ASTech Tool, a product that actsas an online factory scan tool for repairers tocheck the vehicle prior to repair and just be-fore delivery.

More information on Mike Anderson isavailable at www.CollisionAdvice.com.

H&D

www.DEGweb.org – The Database Enhance-ment Gateway is the FREE repairers’ tool forasking estimating database questions about theP-Pages, missing part numbers and missing orinaccurate labor times. This underutilized tool isa big reference point for all things estimating.

www.collisionadvice.com – Anderson’s web-site has all the forms, links and tools that hecovers in all of his seminars, free to download.So, what are you waiting for?!

www.estimatescrubber.com – Are you miss-ing labor operations? How would you know?This FREE website will go over your entireestimate and point out operations that you havenot included. Here’s another free tool in gettinga more accurate estimate.

www.partsvoice.com – This FREE website isgreat for looking up OEM schematics for partsordering. Missing brackets, hardware andadditional parts are common; this is a way toget your estimate more accurate from thebeginning.

www.estify.com – (Fee-based, but a free trialis available!) Estify exists to make collisionshops more efficient. They offer services thatultimately save you time and money.

16 June 2014

Mike Anderson's May 1 presentationincluded an outdoor demonstration of theASTech Tool.

Mike Anderson


17June 2014


What’s happening at the State House, inyour industry and everywhere in between.

PERSPECTIVELEGAL

For many businesses, payroll and related expenditures comprise alarge portion of operational expenses. This month’s article will focus onsome important recent updates to minimum wage requirements in theWMABA area, as well as several particular wage laws business ownersshould be aware of.

Since the President has called upon states to raise their minimumwage laws, a number of state and local governments have implementeda tiered increase over the course of the next few years. Specifically, theDistrict of Columbia and Montgomery and Prince George’s Counties inMaryland will increase their minimum wage to $11.50 by 2017. Mary-land will raise its minimum wage statewide to $10.10 in 2018. At the na-tional level, President Obama has proposed an increase of the federalminimum wage to $10.10; that law has not made it out of Congress yet.

Virginia is one of 31 states whose minimum wage is $7.25 an hour,which has been the federally mandated amount since 2009. The coun-ties in Virginia have failed to take separate action from the State on theminimum wage issue, and therefore must simply comply with the federalwage level. Additionally, if the federal minimum wage level were to in-crease, so too, would the Virginia minimum wage amount.

Maryland and Virginia both have specific laws that set forth whenand how often employees must be paid, general guidelines for makingwage deductions, what “wages” are and how employees may enforcetheir rights if wages are illegally withheld. As some of these guidelinesvary from state to state, it is critical that employers are familiar with theirparticular area’s regulations. Violation of these laws could lead to heftyfines for a business, not to mention civil or even criminal penalties.

Maryland’s Payment and Collection Law and Title 40.1-29 of theVirginia Labor and Employment code both require employers to set reg-ular pay periods. Excluding executive employees, an employee must bepaid at least once every two weeks or twice a month. (In Virginia, stu-dents enrolled in work-study programs or employees whose wages totalmore than 150 percent of the average weekly wage as established bythe Commonwealth may be paid once monthly if the employer sochooses.) Further, when an employee is hired, the employer must pro-vide notice of the pay period as well as the employee’s rate of pay andleave benefits. If an employer decides to change the pay period, em-ployees must be given notice at least one pay period in advance. Addi-tionally, when a normal payday occurs on a non-workday, payroll mustbe made on the preceding workday and not the following workday.

Employees are entitled to be paid their wages during the payperiods that are set by their employer. The Payment and Collection Law

defines wages broadly to mean “all compensation that is due to anemployee for employment,” and specifically includes bonuses, commis-sions, fringe benefits, overtime wages and any other payment promisedfor services. The definition of “wages” encompasses more than just anemployee’s salary or hourly pay rate. It is important that employersknow what portions of their compensation package are “wages” subjectto the Payment and Collection Law.

When an employee leaves employment - whether voluntarily or bytermination - the Payment and Collection Law and Title 40 both requirethe employer to pay that employee all wages due for work that he orshe performed before termination. Any earned wages must be paid nolater than when the employee would have been paid if the employmenthad not been terminated.

An employee’s remedies for illegally withheld wages can have direconsequences to the employer. An employer in Maryland who withholdswages not as a result of a bona fide dispute can be subject to damagestotaling three times the amount of wages withheld, plus attorney’s fees.Virginia employers are also prohibited from withholding any part ofwages or salary (except for payroll, wage or withholding taxes or in ac-cordance with law) without the written consent of an employee. Employ-ees in Virginia can enforce compliance with Title 40 through theCommissioner to collect unlawfully held wages; upon entry of a judg-ment against the employer, the Commissioner or the court involved mayassess one-third of attorney’s fees as well.

Many additional requirements exist at the Federal level through theDepartment of Labor - including the Family Medical Leave Act and otherspecified parameters pertaining to medical or military leave - concerninglength of payment and length of time employers must hold the position.This is all on top of the requirements within salaried employees forminimum wage compliance. This is a commonly overlooked area in thecollision repair industry, the consequences of which can be staggering.

If you have any questions about wages or the statutes discussedabove, please consult a professional to discuss your rights and optionsas an employer. H&D

IS YOUR BUSINESS UPTO SPEED WITH WAGELAWS?

18 June 2014

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BY JAMES A. CLEAVER,Senior Partner, The Law Offices

of Alexander & Cleaver

Jim Cleaver is the senior partner of the Alexander & Cleaver. Jim co-founded the firm in 1984 with Gary R. Alexander. He works primarily in the field of civillitigation, heading up the firm’s personal injury practice. In that role, Jim is the firm’s primary negotiator and litigator in personal injury cases, using his vastexperience and knowledge acquired over parts of the past five decades to achieve results for clients. It is no surprise to colleagues and clients that Jim hasbeen designated a Super Lawyer in personal injury cases, was named one of Maryland’s top trial lawyers and was selected by the prestigious Million DollarAdvocacy Forum. Jim can be contacted at (800) 292-LAWS.


19June 2014


2014 WMaBagolf outing

June 26, 20141:00 PMShotgun StartVirginia oaks golf Club 7950 Virginia oaks Drive,gainesville, Va 20155www.virginiaoaksgc.com

For information about sponsorship orparticipation, visit www.wmaba.comor call (804) 789-9649.

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ProudlySponsored by

June 26, 20141:00 PMShotgun StartVirginia oaks golf Club 7950 Virginia oaks Drive,gainesville, Va 20155www.virginiaoaksgc.com

For information about sponsorship orparticipation, visit www.wmaba.comor call (804) 789-9649.


2014 WMaBagolf outing

June 26, 2014 • 1:00 PM Shotgun Start

For information about sponsorship or participation, visit www.wmaba.com

Virginia oaks golf Club 7950 Virginia oaks Dr. gainesville, Va 20155www.virginiaoaksgc.com

2014 annual golf outing entrY forM

Send entry to: WMABA PO Box 3157, Mechanicsville, VA 23116 or Fax to: (804) 335-1296

QUESTIONS? Contact Jordan Hendler at (804) 789-9649 / [email protected]

entries must be received by June 14.NO ENTRIES WILL BE ACCEPTED AFTER THIS DATE!!

TEAM AVAILABILITY*Four-person teams may be enteredTEAM FEE: $625 ($156.25 per player)

Please list the players:name: _____________________________________________avg. 18-hole Score: ___ handicap: ___name: _____________________________________________avg. 18-hole Score: ___ handicap: ___name: _____________________________________________avg. 18-hole Score: ___ handicap: ___

*Person responsible for the team must contact and inform the otherplayers and collect their portion of the fee from them.

name: __________________________________________

Company: _______________________________________

address: _____________________________________________________________________________________

City: ___________________________________________ State: ___________ Zip: ________________________

Phone: _______________________________________ email: _________________________________________

avg. 18-hole Score: ____ handicap: ____TO PAY BY CREDIT CARD

number: _______________________________________

type: Visa MasterCard american express

expires: _____ /_____ Security Code: _______________

Signature: _____________________________________

TOURNAMENT FEE (check one)

$175 Individual Player

$625 Team Entry (Save $75 on entry)

21June 2014


22 June 2014

FIND MORE ASSOCIATION UPDATES @www.wmaba.comWHAT’S

UP TO?

So how can you help? One way to contribute to our success as an association is to getto know your legislators in the intervening time between sessions. WMABA members andnon-members alike find these folks to be personable, relatable and, above all, interested inwhat you do and how you service the constituents of their district. You are the best advo-cate for the repair industry to these legislators because you are in their hometown. Oncethey go back into session, they have more interaction with the lobbying “suits” and need tokeep a strong connection to those at home.

Individual shops make all the difference at voting time! Invite legislators to your shopand give them a tour while explaining some of the issues that you face. It could be any topicfrom human resources, government oversight, insurer relationship issues or anything elsethat is keeping you from running a more efficient and profitable business (and is keepingyou up at night). It also gives them a face to associate to our industry when they’re knee-deep in the muck of lawmaking.

Summers may be a break for the kids, but not for WMABA. If there’s anything youneed in the heat of the season, let us know. We’re happy to help. Give us your ideas,thoughts and assistance, and we’ll give you our services. H&D

BEAT THEHEAT WITHWMABA

It’s getting hot again; that’s no differentfrom last year or the years, decades or millen-nia before it. You can already hear the industrycollectively sigh after firing up the fans andswamp coolers. This time of year is usually aslow one for associations (or so we hear), butthat’s not usually what happens for WMABA.Something that will surely erase your weary out-look on the summer heat is becoming part ofWMABA, and knowing you belong to a greaterforce amidst the “heating up” of all the issuesour industry faces. It’s like giving yourself ahigh-five for scoring at least once. For somemembers, just knowing that someone is outthere working on their behalf makes them smile.

This is also the time of year that weshamelessly plug our annual Golf Outing onJune 26 (see page 20), which is our onlyfundraiser for local education and the associa-tion’s general operating funds outside of therevenue generated by membership dues. If youstink at golf, then you’ll fit right in! All our playersare people who have a “real” job and join in thefun regardless of ability. This event has becomesynonymous with community for the local indus-try. Send in your entry – mail, email, or online –today. Do it right now, before you get distracted!

Aside from ongoing education and mem-ber meetings, the summer months are when weat WMABA plan our fall events and legislativeseasons. It takes a lot to keep our meetingsfresh and relevant. It is also a mountainous taskto go up against the biggest forces in the coun-try with legislative efforts at the capital(s). Theyare draining on all the resources we have.

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BMW of annapolis25 Old Mill Bottom RoadAnnapolis, MD 21409410-349-2565Fax:410-349-2586www.mybmwannapolis.com

apple BMW of York1370 Roosevelt Ave.York, PA 17404800-839-1755Fax: 717-843-2948www.applebmwofyork.com

BMW of fairfax2805 Old Lee HighwayFairfax, VA 22031800-879-2269Fax: 703-641-8562www.bmwoffairfax.com

BMW of Sterling21826 Pacific Blvd.Sterling, VA 20166888-954-8222Fax: 571-434-7727www.bmwofsterling.com

BMW of alexandria499 South Pickett StreetAlexandria,VA 22304Direct: 703-684-5255Fax: 703-647-1853www.bmwofalexandria.com

BMW of Silver Spring3211 Automobile BlvdSilver Spring, MD 20904866-737-8937Fax: 301-890-3748www.bmwofsilverspring.com

Passport BMW5000 Auth WayMarlow Heights, MD 20746301-423-0733Fax: 301-423-2717www.passportbmw.com

northwest BMW9702 Reisterstown RdOwings Mills, MD 21117410-363-1461Fax: 410-363-7749www.northwestbmw.com

For Original BMW Parts, contact one of these authorized BMW centers:

aS a ColliSion rePair SPeCialiSt, You MuSt alWaYS foC hoWeVer, inSuranCe eStiMateS are often foCuSeD on

BMW centers stock original equipment Parts that never sacrifice quality or s

24 June 2014


BMW of Catonsville6700 Baltimore National PikeBaltimore,MD 21228800-828-6529410-744-2000Fax: 410-818-2600www.bmwofcatonsville.com

Checkered flag BMW5225 Virginia Beach BlvdVirginia Beach, VA 23462757-687-3494Fax:757-687-3495bmw.checkeredflag.com

BMW of Bel air1705 Conowingo Road(US 1 in Hickory)Bel Air, MD 21014443.640.1230Fax: 443.640.1234www.bmwbelair.com

BMW of towson700 Kenilworth DriveTowson, MD 21204410.296.7908Fax: 410.296.4852www.bmwtowson.com

richmond BMW8710 West Broad StreetRichmond, VA 23294800-237-0130Direct: 804-527-6860Fax: 804-965-6254www.richmondbmw.com

Valley BMW2824 Franklin Road SWRoanoke, VA 24014PH: 540-342-3733Fax: 540-345-9060www.valleybmw.com

richmond BMW12100 Midlothian TpkeMidlothian, VA 23113Phone: 804-897-2211Fax: 804-897-2202www.richmondbmw.com

BMW of rockville1396 Rockville PikeRockville, MD 20852301-984-8989Fax: 301-984-1710www.bmwrockville.com

foCuS on SafetY, QualitY anD CoSt. on JuSt CoSt.

r safety for cost.

· Every detail is exactly matched to the vehicle’s safety systems for optimum occupant protection.

· Original BMW Panels and Components are built from premium materials using ultra-precise processes.

· To maximize the safety of all passengers, replacement panels undergo strict and extensive quality control tests.

· To ensure optimal paint adhesion, electrophoretically primer coats are applied during the manufacturing process.

25June 2014


In an April 28 announcement posted on its website (www.diamondstan-dardparts.com), the Diamond Standard Brand Parts Group commented on thegrowing use of aluminum by automobile manufacturers and explained the differ-ent types of alloys in use for bumper reinforcements and other panels.

“Diamond Standard Brand Parts Group has been working extensively withaluminum for bumper reinforcements and body panels since 2003,” stated Dia-mond Standard President Michael J. O’Neal. “The differences in these alloys are

quite dramatic and to my knowledge, we are the only aftermarket manufacturerof 7000-alloy reinforcements.”

According to the company, there are two series of aluminum alloys used inreinforcement bars currently: 6000 alloys with ultimate tensile strength of 45,000pounds per square inch (PSI) and 7000 alloys with ultimate tensile strength of83,000 PSI. It is important that collision repair facilities understand which alloy isused when sourcing replacement parts. Diamond Standard has 49 popular ex-clusive applications of the 7000 alloys currently available.

According to the announcement, “Diamond Standard Brand Parts Grouptests steel and aluminum reinforcement bars at Diamond Standard’s ISO 17025-approved test lab [DSTL] and then submits to MGA Research Corporation inBurlington, WI for comparative testing and then on to certification...DiamondStandard Brand Parts can easily be identified in any estimating system by acombination of Partslink Number, plus the suffixes DS [DSTL and MGA], DSN[DSTL, MGA and NSF], or DSC [DSTL, MGA and CAPA].” H&D

At 26, Stever Kari has already seen more of this world thanmost people will experience in a lifetime. A native of Estonia in East-ern Europe, he came across an employment ad in his homelandseven years ago that completely changed the course of his life. Asmall body shop was looking for a general helper and was willing totrain. With no prior experience, Kari was hired and immediately putto work cleaning tools, tending to the facility and getting a feel for theenvironment of a working collision repair business. After a year, hemoved on to another shop and began honing his skills as a painter.But with the economic climate in Estonia proving problematic for theauto body industry, Kari moved away from the field and into a con-struction job in Norway. While the new career path went well at first,his life would soon change in major ways.

“The job I was working on was finished, and I had a three-month delay before we’d start the next one,” he recalls. “I thought to[travel] to the states and wait for the new job to start. It never started;the company went bankrupt, so I stayed over here and started look-ing for jobs in the collision industry again.”

With his mother already living here, Kari worked to establishhimself in America. He joined the team at the BMW of Fairfax Colli-sion Center eight months ago as a painter’s helper, after only threeyears in the industry. In his mind, there are some considerable differ-ences between working in the auto body industry in Estonia andworking on cars over here.

“It’s way better to work over here because painters do onlypaintwork and bodymen do only bodymen’s work,” he offers. “InEstonia, a painter does everything - bondo, seam sealer, priming,blocking, painting, buffing...everything from start to finish. Over here,it’s better because you’re more related with the paint shop, so youdo more cars in a day and get more experience.”

Shop foreman Ron Martin is continually impressed by Kari’sstrong work ethic and drive to succeed in this profession.

“Stever’s just a detail-oriented guy; he will do everything he can

to make the job perfect,” Martin says. “He has the right attitude, andhe will definitely make it as a painter. I see a lot of helpers comethrough who will be a painter, but they’re not going to be that painter.Stever is willing to put in the hours to make that happen.

“He is so much more than a painter’s helper,” he adds. “All thepainters do is put color on cars; he does all the rest. He preps, heprimes, he paints – he’s amazing.”

With nearly a decade of international repair experience underhis belt, Kari has some great words of advice for younger painterslooking to make their own mark in the trade.

“Listen to what others who have done this work longer than youhave to say,” he says. “There’s a reason why there are guidelinesand sheets [on] how to do the work properly. A small, single mistakecan ruin everything. It’s important to do things how they’re suggestedby the manufacturer.”

After finding success in the auto industry in two countries, Kariis enjoying something that many people strive their whole lives toachieve – getting paid for something he truly loves.

“I like working on cars and enjoy what I do,” he says. “I try togive 100 percent of myself in everything I do on cars. Constructionwas just for the purposes of making money; here, I’m doing it as ahobby and getting paid.” H&D

If you would like to nominate someone as Technician of the Month, please contact Hammer & Dolly Editor Joel Gausten at [email protected].

Hammer & Dolly chats with the WMABAcommunity’s best and brightest.TECHNICIAN OF

STEVER KARI

26 June 2014

THE MONTH

Estonian native Stever Kari has found great success in the USA.

HEADLINERSThe latest news and notes.

AFTERMARKET COMPANY COMMENTSON ALUMINUM ALLOY USAGE


27June 2014


The latest from WMABAmembers and supporters.

FEATUREWMABA

After more than two years of strong in-dustry push back (including trips to theLegislature by several state associa-

tions), the US arm of the New Zealand com-pany PartsTrader announced that itscontroversial parts procurement program wasnow available to shop owners in all 48 conti-nental states and the District of Columbia re-gardless of these facilities’ Direct RepairProgram affiliation. Additionally, the Illinois-based entity trumpeted some very big num-bers: More than 7,500 repairers and 8,500suppliers are said to be active on the system,

with OEMs comprising more than 75 percentof the active suppliers. PartsTrader statesthat they have processed more than 750,000quote requests, generating more than 1 mil-lion confirmed parts orders. According to aPartsTrader press release, “Repairerschoose which OEM dealers they invite toquote. Repairers choose who to order fromafter considering quality, service, deliverytime, part types, the reputation of the suppli-ers and price. Repairers choose when toorder. [The need may be so urgent that thereis not enough time to seek competitive

quotes.] All suppliers are given the sameequal opportunity to compete for a repairer’sbusiness. Insurers do not have access to arepairer’s buy prices, other than for recycledparts, as they do today.”

“Our core application is now very differ-ent from when we started over two yearsago,” commented PartsTrader CEO RobCooper in a prepared statement. “Earlier thisyear, we introduced the industry’s first systemfor tracking two-way repairer and supplierperformance feedback. For example, repair-ers now have the ability to rate suppliersbased on service and quality of the parts de-livered. This ensures that each party canmake a fully informed business decision be-fore placing or responding to an order. Mostrecently, we’ve enhanced vehicle mappingcapabilities and improved integration with theestimating systems, and have many more ex-citing features on the near-term horizon.”

As of this writing, PartsTrader exists asa solely optional, free market product in twostates, Massachusetts and Rhode Island,where State Farm currently does not operatea Direct Repair Program.

Despite PartsTrader’s attempt to push apositive image of its product in the nationalindustry, reports continue to come in to Ham-mer & Dolly from repairers across the countrythat all is not well with the implementation ofthe system on a practical, real-world level.More, it flies in the face of all the companyboasts. One WMABA-area Select Service re-pairer who wished to remain anonymous tellsus that the level of communication betweenhis facility and State Farm since the man-dated use of PartsTrader at his business hasbeen woefully inadequate.

28 June 2014

LIFE UNDER INSURERPARTS MANDATES:A HAMMER & DOLLY SPECIAL REPORTApril 23, 2014 was an important – and, for many, a disheartening – day in the history of the American collision repair industry.

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29June 2014

“State Farm has really kept us in the dark,” he says. “We get mostof our information regarding implementation dates, etc. from vendors.We keep expecting a State Farm rep to stop by or call, but it neverhappens.”

Recently, the PartsTrader system saved a vehicle from being to-taled at an area user’s shop by locating some lower-priced parts that theshop had been unable to locate on its own. But despite this positive ex-perience, this facility has also seen the dark side of insurer-mandatedparts procurement. For example, the shop tells Hammer & Dolly thatPartsTrader located “a great price” on an OEM taillight from an OEMdealer they don’t regularly use, but when the part was ordered, the partsmanager called and said that the dealer couldn’t sell it for that price. Onanother occasion, the shop got “an unbelievable deal” on a quarter panelfrom one of their regular OEM suppliers.

“This saved the vehicle from being a total loss,” the repairer recalls.“But when we opened the box, we found that [the OEM dealer] had soldus an aftermarket part. But State Farm doesn’t want aftermarket parts,right?”

After attending some of State Farm's recent informational gather-ings on the PartsTrader product, one Virginia-area parts manager isquick to express concern over what he saw and heard.

“In their opening statement, State Farm claims that, according totheir survey, the relationship between the shop and the supplier is themost important issue from the shops’ perspective,” he explains. “After40-plus years in the industry, this is a statement I can believe. Therelationship is the most important issue on the minds of both the shopand parts supplier. While I believe this is a true statement of fact, it is notan admission of agreement on State Farm’s behalf. What I believe StateFarm would like to see is that the relationship would outweigh the needto maintain a healthy margin. While large parts suppliers will be able tomaintain the relationship, small- to medium-sized suppliers will not. Cus-tomer service will need to be curtailed even from the largest suppliers...Fees charged for returns will have to be maintained or even increasedbased on return rate.”

The parts manager also questions State Farm's longstandingstatement that they will never tell a body shop where to purchase theirparts to be questionable.

“What they did not mention was that body shops are graded oncycle time, quality of work and cost of repair,” he says. “So if a shopwants to remain a State Farm Select [Service] repair shop, they have tomind their points. Now what do you think that means to a shop owner?All parts purchases will be made through PartsTrader, and shops willhave very little choice in where they purchase their parts.”

On the national front, the WMABA-affiliated Society of Collision Re-pair Specialists (SCRS) has been receiving considerable feedback fromits members in various states regarding issues pertaining to PartsTrader.As reported in last month’s Hammer & Dolly (“SCRS Responds to IssuesImpacting Membership,” May 2014), SCRS is actively addressing con-cerns over the collection and use of data in the PartsTrader process,based on frequent inquiries coming in from members as the mandatedrollout widens. As noted by SCRS Executive Director Aaron Schulen-burg, certain PartsTrader users are not only seeing data from StateFarm claims in the PartsTrader dashboard, but also data from other in-surers. Depending on which estimating system the end-user is using, itis apparently common that five pieces of data on non-State Farm claimswill be able to be extracted by PartsTrader: Year, make, model, the lastfour digits of the claim number and the insurance company’s name.

SCRS sent a request to each of the estimating system providers(CCC, AudaExplore and Mitchell) inquiring if their system provided

functionality that would allow end-users to modify settings to restrict anyadditional exchange of information above and beyond that required byState Farm as a condition of their program. According to a report on theIPs’ responses released by the association (and available online athttp://scrs.com/data/uploads/2014-april-scrs-examines-repairer-ability-to-control-data-flow.pdf), “CCC ONE users have always beenable to configure multiple EMS paths that can be used for different sys-tems. But now repairers can gain more control over their data by defin-ing insurance company-specific export paths that will allow them toexport only EMS files for a specific insurance company’s estimate. Forexample, if a repairer is using a shop management system, they coulddefine one path to export all EMS files to [which is most likely alreadyconfigured]...If the same shop was part of a Direct Repair program thatrequired the use of a third-party application when processing theirclaims, they could configure a second path just for that application. Inthis example, only the data for that insurance company’s estimateswould be exported. Once the new path is created, the third-party appli-cation would also need to be configured to import EMS from that direc-tory.”

When asked about end-user configuration to restrict access tonon-required claims (currently anything not designated as State Farm),Mitchell responded that “functionality is set for a future build,” but didnot provide a target date in which such capabilities were expected to beimplemented.

According to the SCRS report, AudaExplore representatives statedthat, “as a rule, [the system] has only enabled custom export to Part-sTrader on the required State Farm profiles and, further, only exportsdata on an estimate-by-estimate basis from the damage page. Data rela-tive to non-required estimate files would only be sent for the estimatesthe end-user electively sends to PartsTrader for quotes, and that data issent using CIECA BMS protocol in the export process to protect theuser’s data to the greatest extent possible. SCRS was informed thatthere is EMS interaction from the work list where data for claims not sentfor quotes would be available to PartsTrader if sent by the user, and thatAudaExplore does not have any other direct interaction with PartsTraderwhere this data would be sent to them...Some shops have voluntarily re-quested that PartsTrader be enabled for other profiles besides StateFarm, and AudaExplore plans to implement that capability. The processwould be the same, and AudaExplore would still restrict information sentto PartsTrader to the estimate data the user chooses to send for quotesfrom the damage page. This functionality would be the only way Part-sTrader would have access to non-State Farm claim data, and this per-mission would only [be] enabled for shops who specifically request it,and only relative to estimates they select to export for quote.”

With the realities of insurer-mandated parts procurement just nowsinking in for many repairers and supplies across the country, we willcontinue to field comments, questions and concerns from the automotivecommunity for future news and features in this publication. This tale isfar from finished. H&D

My mind boggles with confusion over PartsTrader’s philosophy thatthey have created a product of “choice” for repairers. In a free mar-ketplace, would repairers choose them? I think we all know the an-swer: No. I know that shops are eating a lot of bull to get along withtheir insurance partners, but this is the tip of a very large iceberg.

- Jordan Hendler

Executive Director’s Thoughts


30 June 2014


Thank you to this year's MD SkillsUSAjudges: Collision - Krishna Deoraj, BillTomlinson, Jeff Poole, Amanda Bolton, MikePazdersky, Buzz McAllister, Tony Brooks,Jamie Shewbridge, Dave Hardester, BethMeckel, Howard Beaver, Kim Parson, JoeRinehart, Jake Hollandsworth and Tim Pryor;Refinishing - Matt Pratt, Jared Poring, JohnHamrick, Tommy Detrich, Ronnie Day, JaredHintze and Chuck Lohrfink.

Organizers express their gratitude tothese sponsors: 3M, Advanced Collision Con-cepts, Allstate, ASE, Auto Solutions, Automo-tive Collision Technologies (ACT), B&L Sales,BASF, Car-O-Liner, CATN, Cherner Automo-tive, Chesapeake Automotive Equipment,Criswell Auto Body, Chrysler Corporation LLC,Collision Services, Darcars, Enterprise Rent-A-Car, Evercoat, Fort Washington Autobody,GEICO, Gerber Collision and Glass, HeritageCollision Center, Hummel & Associates Ltd.,Hunter Engineering, I-CAR, LKQ/Keystone,MATCO Tools, Mid-Atlantic Equipment,MileOne Collision Center, Napa Auto Parts,Norton, Nyquist Paints, O'Donnell CollisionCenter, PPG, Rich Morton Auto Group, RobertsOxygen, Severn Auto Body, Snap-On Tools,Subway Auto Body and Sullivan Auto Body.

This year's auto-related Virginia SkillsUSACompetitions were held April 4 and 5 at theRoanoke Civic Center and Berglund BodyWorks in Roanoke. Congratulations to the fol-lowing winners: Automotive RefinishingTechnology (College/Postsecondary) – FirstPlace: De'andre Wood (Northern Neck Techni-cal Center), Second Place: Elisha McGee (Vir-ginia Beach Technical & Career Education),Automotive Refinishing Technology (HighSchool) – First Place: Lynn Jones (PittsylvaniaCareer & Technology Center), Second Place:Brian Thompson (Salem High School), Third

Place: Olivia Dunheimer (Marshall HighSchool); Automotive Service Technology(College/Postsecondary) – First Place:Ramon Smith (Tidewater Community College),Second Place: Nick Mucha (Marshall HighSchool), Third Place: Devin Pitts (NorthernNeck Technical Center); Automotive ServiceTechnology (High School) – First Place:Adam Pullis (C. S. Monroe Technology CenterHigh School), Second Place: Michael Payne(C. D. Hylton High School), Third Place: AntonKlepach (Greene County Tech EducationalCenter); Collision Repair Technology (Col-lege/Postsecondary) – First Place: CarlosCota (Northern Neck Technical Center); andCollision Repair Technology (High School) –First Place: Joseph Epperson (PittsylvaniaCareer & Technology Center), Second Place:

Daniel Dove (Edison Academy High School),Third Place: Corey L. Combs (Scott CountyVocational Center.

The many sponsors and companies in-volved in making this year's Virginia SkillsUSAevents a success included Acura, Audi,Berglund Body Works, DeWALT, Delco,Delcam, Duncan Audi, Snap-On Industriesand WyoTech.

The First Place winners from each auto-related category will now go on to compete atthe 50th annual National Leadership and SkillsConference (NLSC), scheduled for June 23-27in Kansas City. For more information onSkillsUSA, visit www.skillusa.org. H&D

31June 2014

LOCAL NEWScontinued from page 14


32 June 2014


33June 2014


Nuts and bolts, tips and tricksfrom our resident industry experts.

FEATURETECHNICAL

BY LARRY MONTANEZ III, CDA & JEFF LANGE, PE

WHAT THE FUTURE HOLDS FOR YOUWow.

So far this year, we have heard of car-bon-fiber-reinforced plastic (CFRP) vehicles(BMW i3) and a mass-produced aluminumtruck (2015 Ford F-150). But what does thefuture hold for the collision repair industry?This month’s article contains a recap of theknown information and facts, some predic-tions and even a few myths we'd like todispel.

NEW MATERIALSFact: Modern vehicles are not only engineer-ing wonders, but they are loaded with crea-ture comforts and are rolling,electronically-controlled masterpieces. Andthis is just a taste of what is to come. Prediction: In the next five to seven years,we will see newer, more advanced high-strength steels (ADHSS), CFRP with nan-otechnology, semi-autonomous vehicles,equipment changes and advanced trainingrequirements.Myth: Today’s vehicles can be repaired bothquickly and properly. FALSE! Today’s vehi-cles require skill, training and proper equip-ment to ensure that the repairer is adheringto proper procedures and protocols. On toomany occasions, we see unrealistic repairtimes (commonly referred to as “cycle time”),generally based on rental day calculationswithout taking into consideration the actualskill level required to perform proper repairs.Remember: Just because you’ve been doingit a certain way for a period of years does notmean it is right.

ALUMINUMFact: Aluminum construction is moving intomainstream vehicles. Over the past fewyears, we have seen mass-produced vehi-cles with aluminum outer panels and closurepanels. Infiniti and many other OEMs are of-fering their vehicles with aluminum door as-semblies and hood panels. The NissanAltima now has an aluminum hood, decklidand roof panel. Ford has been makingheadlines over the 2015 F-150. GM has also

announced plans to offer a 1500 Seriespickup by 2018 that will be aluminum-intensive. Prediction: Ford Mustang, Fusion and Expe-dition will be next to go aluminum. GM willroll out the 1500 Series pickup and SUV linessoon. After that, we predict a couple of Cadil-lac models. Chrysler may wait on the side-lines for a while, but look for the Ram to bethe first to go with aluminum. Mercedes-Benzalready offers the AMG SLS and the SL asaluminum-intensive; this year, the S Classwent aluminum in the front structure. And wealready know all Benz vehicles will be de-signed with aluminum front structures by2020.Myth: Aluminum repair is easy and no bigdeal. FALSE! Aluminum repair is not difficultif the technician has the proper training andlots of practice. Aluminum repair is very dif-ferent from steel; surprisingly, most aluminumdamage is not repairable. And we are justtalking about outer panels, as structural alu-minum components are not repairable andstructural realignment is generally prohibited.

EQUIPMENTFact: Equipment upgrades and changes arepart of the industry, but in the past threeyears, many OEMs have been making re-quirements to specific equipment for repairsto their vehicles. Celette has been the leaderfor structural repair for many years as themost approved equipment for many of theEuropean vehicles. But in recent years, theyhave been making fixtures for domestic andAsian models. Not too long ago, Doug Craigfrom Chrysler made a video on the impor-tance of additional anchoring on someChrysler and Jeep models. CarBench hasbeen the approved equipment supplier forFerrari and Lamborghini for many years and,in the past few years, has received approvalfrom many of the European automakers.Rounding out the top three is Car-O-Liner,with approval for most of the Europeanmodels (except Mercedes-Benz USA). Ifyour structural repair equipment was not

purchased in the past three to five years, youmay not be able to repair most of today’s ve-hicles properly – or, for that matter, any ofthem. Prediction: Shop closures are inevitable asthe requirements and costs to repair the newadvanced vehicles rise. We feel we will seeabout a 20-percent drop in registered repairfacilities in the next decade, with someMSOs, DRPs and OEM-certified repair facili-ties surviving the costs of training and re-tooling. Training, certification (ISO, ASE) andan attitude to want to learn and change are,and will be, must-have traits to be success-ful. Our advice is to start preparing, investingand training now or be left sitting on the side-lines.Myth: Here is something we hear all thetime: “My frame equipment from 20 yearsago is still good and my techs know whatthey are doing.” You are in denial. Manytechs and damage assessors have a multi-tude of excuses for why they don't train andget educated to adapt to the new repairprocedures. Repair facility owners need tohold people – including themselves –accountable.

HAND TOOLS AND CONSUMABLESFact: Hand tools, cutting tools and other con-sumables will need to change as the materi-als used in vehicle construction becomemore advanced. There are about four differ-ent strengths of spot weld drill bits availablefor the different types of steels. Most will last300 to 700 welds, provided the tech uses theproper speed (RPM) drill and lubricates thearea. Bits used for aluminum will last evenlonger than 700 spot welds due to alu-minum's softness. Conversely, boron alloyeddrill bits will only last 90 to 125 spot welds,and those bits can range between $75 to$125 per bit. In some cases, you will needtwo to three bits depending on the amount ofspot welds and/or drill holes you will need todrill on boron alloyed or hot stamped steel.

When removing damaged panels forreplacement, the tech must be careful not to

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cause damage to the inner reinforcements orinner panel (steel and/or aluminum). Techsmust use care to drill only the outer panel andthen use a panel separator with a hammer. Airchisels are a thing of the past and should noteven be in a modern repair facility. Dressingwelds should be attempted with quarter-inchthick grinding stones and not cut-off wheels.Twenty-four/36-grit is another antiquated prod-uct; after the grinding stone, the tech shouldcontinue to dress the area with 50-grit or a beltsander and progress to 80- and 100-grit and/ora Roloc Bristle. In some cases, a Dremel toolwill be needed. Shockingly, most techs need aclass on how to dress welded areas properly.Prediction: Techs will need to invest in theirhand tools, and shop owners will need to pur-chase newer consumables. Remember: Every-one is watching the quality of repairs. Thereare articles and videos all over the Internet onpost-repair inspection, diminished value andlawsuits about poor repairs. The consumer isasking for this, and the people who are lookingare often experts. If you don’t raise your qual-ity, you will see more and more issues with thequality of repairs. This could directly affect youand your business.

In general, if your equipment has not beenpurchased within the past five years, yourtechs have not been to some kind of training infive years or your techs have never beentested on welding and everything we men-tioned above is foreign and unbelievable, thenyou may need assistance in deciding what youwant to do for a living in the future.

We hope this article has helped the indus-try to better understand what the future holds.Remember that today’s advanced constructionand material vehicles will not let you repairthem incorrectly. Improper repairs will breakand fail if repaired incorrectly. Be proactive;protect yourself through education and training.

Feel free to contact us if you have anyquestions. H&D

Larry Montanez, CDA is co-owner of P&L Consult-ants with Peter Pratti Jr. P&L Consultants works withcollision repair shops on estimating, production andproper repair procedures. P&L conducts repair work-shops on MIG & resistance welding, measuring forestimating and advanced estimating skills. P&L alsoconducts investigations for insurers and repairshops for improper repairs, collision repairability andestimating issues. P&L can be reached by contact-ing Larry at (718) 891-4018 (office), (917) 860–3588(cell), (718) 646–2733 (fax) or via email at [email protected]. The P&L website iswww.PnLEstimology.com.Jeff Lange, PE is president of Lange TechnicalServices, Ltd. of Deer Park, NY. Jeff is a Licensed

New York State Professional Engineer who special-izes in investigating vehicle and component failures.Lange Technical Services, Ltd. is an investigativeengineering firm performing forensic vehicle exami-nations and analysis for accident reconstruction,products liability and insurance issues. Jeff can bereached at (631) 667-6128 or by email [email protected]. The Lange TechnicalServices, Ltd. website is www.LangeTech.net.

35June 2014

Larry and Jeff hit it on the head with this – ormaybe hit you over the head. It’s here, folks.Aluminum is not going to go away, no mat-ter how deep you bury your sore head. Getover it and get with it, or get out. You haveno right to fix these cars if you didn’t earnthe education - and the privilege - to do so.

- Jordan Hendler



Repairers react to the aluminum wave.

STORYCOVER

36 June 2014

The collision repair industry Is changing in fascinatingand frustrating ways.

With the government putting ongoing pressure on vehicle man-ufacturers to reduce their miles per gallon, the need for lighter-weight materials in vehicle composition continues to escalate. Aseven a brief glance at any industry trade news source in recentmonths will clearly show, Ford has been receiving a considerableamount of attention lately due to the introduction of their 2015 F-150“military-grade aluminum alloy” vehicle. As discussed in last month’sissue, Ford has stated that the new F-150 has “an improved boxedframe with more high-strength steel than ever before…[and] high-strength, military-grade, aluminum alloy throughout the body, whichimproves dent and ding resistance while saving as much as 700pounds, providing improved towing, payload and better fuel effi-ciency.” While the design and features of the 2015 F-150 are indeedimpressive, its rapidly approaching street date has led many to takea critical look at not only the repair industry’s preparedness to tacklethese vehicles, but shops’ ability to receive the compensation neces-sary to put the 2015 F-150 back on the road safely and profession-ally.

Words of Experience...and CautionWhen it comes to aluminum repair, Oklahoma City-based repair

pro Gary Wano, Jr. (G.W. And Son Auto Body, Inc.) knows his stuff. Acertified aluminum repairer since 2005, Wano is quick to share someof the ups and downs he experienced in reaching a status that manyrepairers are only just now considering.

“The first challenge was the equipment it was going to take to[repair aluminum],” he says. “When you have a repair facility that isbasically repairing mild steel all the way up to high-strength steel,you still have a facility that is geared toward repairing steel alloy au-tomobiles. By pulling the aluminum program into place, that meansyou have a whole new set of hand tools that are necessary. Youhave to have a dedicated room for the aluminum repairs to takeplace in that will eliminate cross-contamination of steel andaluminum. In the hand tools, welders and fume extractors, there’s

just a large array of different equipment necessary. That was onepart; the other part, of course, was overcoming the hurdle oftraining.”

Thankfully, Wano appears to be doing well with this investment.These days, he is able to serve multiple lines in his aluminum-spe-cific area of his shop.

“For myself and other repairers who did jump into this a little bitearlier, we still get hindered by specific tools that come up becauseof new technology and new design, but the large investment’s al-ready been made,” he says. “The aluminum room [can be used] forall the aluminum products that are out there. If you get into multipleOEM programs, you’re able to split up that return on investmentbased on multiple lines and makes. That enables you to regain yourinvestment a lot quicker.”

While Wano’s facility is poised to handle an influx of new F-150s, he cautions that any shop entering the world of aluminum forthe first time now could have a very steep mountain to climb.

“For us, [becoming F-150-recognized] wouldn’t be that much ofan investment, but for the store that is coming into this for the firsttime, that investment is going to be kind of sizeable,” he says. “Thetraining and equipment is at a level that will be surprising to most re-pairers who have not already experienced an OE program.”

What might also be surprising for some repairs is Ford’s posi-tion on pulling the structure of the vehicle. Despite concerns ex-pressed by members of the industry that other aluminum-structuredcar manufacturers don’t allow pulling, Ford is currently allowing suchpractices on the body structure of the 2015 F-150.

At the April 9 Collision Industry Conference in Portland, OR,Texas-based repairer Dustin Womble (Roger Beasley Collision Cen-ter) noted that an aluminum-structured vehicle manufacturer hisshop is currently certified to repair will not allow pulling on the car,noting a concern over breaking the bonding agent on the other sideof the vehicle.

“Ford [has] a different position on that and they're willing to riskthe fact that the bonding agent could be dislodged on the oppositeside of the vehicle,” he said. “You are authorizing us to make a pull

THE NEW F-150IS COMING:IS THE INDUSTRY READY? ©t

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on that body structure, is that correct?”“We are allowing pulling on the body structure, yes,” replied Tom

Green, Ford’s body and chassis commodity manager. Despite Green’s assurances to the contrary, pulling aluminum is a

truly foreign concept to repairers used to strictly adhering to OEM rec-ommendations against such procedures when a Benz SLS, Audi,Porsche or Jaguar rolls into their shop.

“On almost every one of the cars, there's no pulling whatsoever,” of-fers Hammer & Dolly technical writer Larry Montanez. “Audi has somelight pulling in only certain areas on the Audi TT because it's steel andalso because there's some adjustment to the aluminum in the front withsome bolting areas, but that's it.

“The newer cars won't let you repair them the wrong way; they'll letyou know that you can't do something,” he adds. “But aluminum reallylets you know right then and there that you're not repairing properly. It'svery stubborn; it stays where it wants to stay.”

An extensive interview with Ford representatives regarding pullingand other F-150-specific issues is currently underway and will appear ina future issue of Hammer & Dolly.

Getting Shops Ready Facilitated by the Assured Performance Network, Ford’s new Na-

tional Body Shop Program seeks to identify and promote those facilitiesthat have the right tools, equipment, training and facilities to repair Fordvehicles back to manufacturer specifications. The cost for either inde-pendent shops or dealer facilities is $2,950 a year. Ford dealers becomeofficially Certified, while independents have a slightly different distinction,“Recognized.” To participate, independents must have their Ford whole-sale parts dealer officially sponsor them, but the dealers are able tosponsor as many shops as they want and believe are able to becomeRecognized.

To help shops make the smoothest transition into the Program aspossible, Assured Performance has posted an online brochure explain-ing its requirements (as well as offering a self “assessment” tool) atwww.certifymyshop.com. Also, rather than promoting specific equip-ment brands, Assured Performance is encouraging competition by post-ing manufacturers’ specifications for the equipment needed to performrepairs. Shops can then purchase what they prefer as long as it meetsthe requirements. Additionally, Assured Performance has adopted a “cer-tified once, recognized by many” philosophy, meaning that the $2,950fee also covers aluminum and/or general repair certification-recognitionfrom Nissan, Chrysler and other OEMs that could become involved withthe Assured Performance Network moving forward. By the end of 2014,Assured Performance plans to have at least 2,000 body shops enrolledfor Ford and the other OEMs’ Certification-Recognition programs thatleverage their same system. The Program includes developing a busi-ness development and evaluation process to offer a plan and path for-ward to shops that fall short of the requirements.

Getting Shops PaidWith the 2015 F-150 just around the corner, WMABA member

Laura Gay is working hard to become a full-fledged aluminum repairstation in time to service the next crop of F-150 customers. Although her two businesses already perform minor aluminum repair, she has

spent $50,000 in each of the facilities to get up to speed by the end ofthe year.

“I think a lot of shops in my market aren’t going to initially make theinvestment, so I think I’m going to corner the market on it [in the begin-ning],” she says.

Of course, committing $100,000 to repairing a certain type of vehi-cle is an enormous undertaking for any repair business – and one thatrequires a realistic return on investment. In an industry that is alreadybattling to get paid to repair steel, the need for suitable payment to han-dle advanced aluminum is impossible to argue or ignore.

“It has to be a higher Labor Rate, number one,” Gay says. “You’reworking with a completely different material; it takes a much higher-skilled technician. You’re not going to be able to get a B tech to be ableto do this; you’re going to require an A-Plus Plus technician to have towork on this.”

Pushing for adequate compensation for aluminum repair is nothingnew for Ron Reichen, owner of Precision Body & Paint in Beaverton,OR. With his experience as a certified aluminum repair provider datingback to 2003, Reichen heard plenty of “you’re the only one who chargesfor that” when he initially attempted to collect a higher rate for aluminumwork. This led him to ask the customers to pay the difference, which hesays put pressure on the carriers. Eventually, the tide began to change;Reichen says that a large majority of insurance carriers are currentlypaying his higher rate for aluminum. For the remaining carriers, the shophas the customer pay the difference or they utilize the Assignment ofProceeds or the appraisal clause in the policy.

“At first, [the insurers’] response was, ‘It’s no different than steel,’”he recalls. “They didn’t want to acknowledge my expenses in buildingthe clean room, the training and the specialized tools. You can’t evenuse the same hammer and dolly that you use for aluminum on steel be-cause of galvanic corrosion transfer.”

Although the F-150 is earning much of the attention lately in thegetting-paid-for-what-you-do debate, it is important to note that the issueis not about a single vehicle from a single manufacturer. The type of ma-terial used on a particular vehicle is far less important than the repair in-dustry’s ability to be adequately paid to bring that vehicle back topre-accident condition.

“This issue isn’t about aluminum; it is about pricing our servicesbased on the increasing costs associated with fixing the vehicles right,regardless of if it is aluminum, carbon, or specialty-subsets of steel,” of-fers Aaron Schulenburg, executive director of the Society of CollisionRepair Specialists (SCRS). “Our industry invests in highly sophisticatedequipment and specialized, intensive training that is often make- andmodel-specific, and those costs are going to have to be recovered. Thebiggest challenge facing repairers isn’t becoming capable in aluminumrepair; it is the downward pressure being placed on repairers from an ex-pectation that somehow we are able to do more, and invest more, for alesser return.”

Naturally, the Information Providers would have a role to play in theindustry’s ability to charge suitable rates for aluminum repair. As of thiswriting, CCC ONE has the ability to establish up to four custom LaborRate categories through the “Add Charge Category” function underRates>Labor. Industry leaders are currently investigating the other IPs’response to this issue; WMABA intends to make the results of thisinquiry available at www.wmaba.com/aluminumrepair.

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Of course, any shop interested in repair-ing the 2015 F-150 would be smart to firstconsider the volume they might experiencebefore investing considerable funds to repaira vehicle that might not even show up in theirbays.

“We found that until I had three alu-minum manufacturer certifications, [I didn’tstart] to get a return on investment,” offersReichen. “Unless you have a phenomenalamount of volume [of one product line] – Iwould think you would need 25 percent ofyour vehicles coming in the front door requir-ing the aluminum process – you need to sitback and wait until General Motors comes outwith their truck in two years and we see othermanufacturers coming out with aluminum…to have enough volume to support dedicatingthat shop space and buying all thatequipment if you don't already have it."

“What the average repairer might want tolook at is how many current model Ford pick-ups they repaired in 2013,” adds Wano.“[They’re] going to have to grasp the conceptthat they’re going to have this added [equip-ment and training] expense and all that it in-volves before seeking an ROI based on thenumber of vehicles they may have a possibil-ity of [repairing] during the first 12 months ofinception of the aluminum-body Ford pickup.”

With only about six months to go beforethe 2015 F-150 turns up at dealerships, thecollision repair industry has a lot of homeworkto do before being able to repair these tech-nologically advanced vehicles – and turn aprofit at the same time. No matter where youstand on the aluminum issue, one thing is forcertain: This material is here to stay.

As Wano says, “Aluminum is not going tobe the ‘exotic’ material any longer. Eventually,we’re all going to have to step up and beprepared to repair aluminum.” H&D

COVER STORY

The worst mistake repairers can make is to ac-cept a vehicle for a job without the properequipment or training to repair it. That cus-tomer has entrusted his or her safety - andthat of his or her family - upon your expertiseto complete a safe and proper repair. This in-terim may be an opportunity for repairers topartner up and sublet the work while main-taining the customer relationship. Otherwise,the best option is to let the job go to a re-pairer who can do it properly.

- Jordan Hendler



40 June 2014


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MESSAGEEXECUTIVE DIRECTOR’S Jordan Hendler

(804) [email protected]

support and education that I had received growing up in the industry. They didn’t have thesame connections that I had; this event offered a great way for them to grow as people andbusinesswomen.

If all the employers in our industry would take the time to empower their employees inthis same way, then I could see us having a more positive work environment and stronger,more self-starting people.

While at the table waiting for the award ceremony to start, I realized that from the in-ception of the Most Influential Women Award in 1999, I had a relationship with each of thewomen honored by the program. Every one of those women was a friend, a mentor or atminimum a colleague of mine, and there is no way I could have understood or made myway through these past 16 years without them. I have a lot of respect for them, and a lot tobe thankful for in knowing their role in where I am today. I’m also truly thankful for my par-ents, who are also in the industry. My dad, Jeff Hendler - who is administrator and pastchairman for the Collision Industry Conference - showed up at the conference to bear wit-ness to my award. That’s him in the photo with me. He’s been the most inspirational figurein my life, in step with my mom, Linda Atkins, who is the administrator for the Society of Col-lision Repair Specialists. They’ve both taught me that perseverance can overcome any ob-stacle, and that is the mantra for everything that I do.

Man or woman, we are part of one of the greatest industries in America. I couldn’t bemore blessed to work in it, with the best people out there. Other associations I’ve workedwith have shown me that you are the largest collection of the hardest working andmostgenerous and supportive folks – bar none.

You truly are a treasure, and I thank you for being so. H&D

NOTES FROM THEWIN CONFERENCE

Recently, I was honored and humbled toreceive the Most Influential Women Award fromthe Women’s Industry Network in San Diego,CA, during their annual conference (which I at-tended this year for the first time). Anyone whoknows me knows that I’m not much on drawingany attention to being a woman in a male-domi-nated field and industry. I’ve never been a fan ofdifferentiation, and instead have been an advo-cate for recognition of a job well done. Growingup with the desires to work on cars, then to be-come a welder and ultimately to join the colli-sion industry, I never felt that these non-traditional callings - though not necessarily “nor-mal” - were a hindrance. All that said, I still thinkit is important for women in our industry to havea network of other women as mentors, col-leagues and confidants.

In being a part of the WIN conference, Iwas open to understanding their vision of an or-ganization “dedicated to encouraging, develop-ing and cultivating opportunities to attractwomen to collision repair while recognizing ex-cellence, promoting leadership and fostering anetwork among the women who are shaping theindustry.” I saw many attendees doing just whatI did when I first started to participate in nationalmeetings: Meeting new people and making con-nections that could widen one’s network in theindustry.

On top of making those connections avail-able, the WIN conference offered motivationalseminars and break-out educational meetingsthat anyone – man or woman – would havefound valuable. The speakers were vibrant andmoving in their material and gave many take-aways.

The goal of this conference was to “powerup” women in our industry. Anything that boostspersonal confidence and fosters a greater un-derstanding of the workplace dynamic is apositive. I realized that many of the women inattendance hadn’t received the motivational

Photo courtesy of Barbara Davies

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ADVERTISERS’INDEX

Alexander & Cleaver............................19

Alexandria Toyota ................................12

All Foreign Used Auto..........................31

Audi Group ..........................................23

Axalta Coating Systems ......................4

BMW Group ........................................24-25

BMW of Bel Air ....................................IBC

BMW of Fairfax....................................3

BMW of Rockville ................................IBC

BMW of Towson ..................................IBC

CAPA ..................................................11

Chesapeake Automotive Equipment ..46

Empire Auto Parts................................39

Future Cure ........................................35

Honda Group ......................................45

Hyundai Group ....................................40

Koons Ford ..........................................38

Mazda Group ......................................17

MINI Group ..........................................30

MINI of Baltimore County ....................IBC

Mitsubishi Group..................................41

Mopar Group ........................................7

Nissan Group ......................................43

O’Donnell Honda ................................39

Packer Norris Parts ............................9

Porsche Group ....................................32

PPG ....................................................IFC

P&L Consultants..................................38

Russel Toyota ......................................19

Safety Regulations ..............................46

Subaru Group......................................27

Toyota Group ......................................33

Valspar Automotive..............................OBC

VW Group............................................15

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hammer & dolly june 2014

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