We all have worked really hard the last two years in anticipation of an upturn in the economy. What now? I haven’t seen much of an upswing. Although, as a matter of fact, I haven’t seen things get any worse either. We have made our adjustments and we just seem to be plugging along.
My problem is that I want things to return to the pre-recession economy. I find myself sitting on my hands wishing and waiting, instead of preparing for things to remain as they are. Things really could be much worse. Life is just life and as business owners we cannot beat ourselves up too badly when we find ourselves struggling in these tough times. If you are surviving in today’s economy you are getting ahead.
But I am not in business just to survive. I went in business to prosper. I have been in business for over 30 years and, if I were to add it up, at least half of those 30 years have been spent in the survival mode. It has taken me a lifetime to learn one thing and that is business and life will always have its disappointments, so enjoy the good times while they last.
Business is much like a marriage. You really need to take the time to appreciate it when things are good, because tough times are coming.
That’s life. I can’t tell you why we never reach the top of the food chain, but I can tell you that you never will. Look at people like Bill Gates. You would think that he doesn’t have much to worry about but his life offers no more satisfaction then yours or mine.
Hey Toby: Can you tell me how much heat can be applied to the front frame rail on a 2008 Toyota Tacoma. I had an adjuster said that I could use low heat if I monitored it.
—Mario from Whittier
Hey Mario—Toyota says no heat period. Cold straightening only. You need to have the CRIB (Collision Repair Information Bulletin) from Toyota and give it to any insurance adjuster who wants you to heat structural parts in the future.
After receiving this note, I was thinking about importance of having the technical knowledge prior to writing an estimate. About the same time I was visiting with Marco Mamoine of Marco’s Autobody in San Gabriel (CA). Marco is one of the most anal individuals on doing repairs by the book. One time I watched him torque the rear bolts on the rear subframe on a BMW. When he was finished, he marked every bolt head with red paint (as per BMW guide lines). I don’t think the mechanics at a BMW dealership go that far. Well, when I got to the shop Marco and his mechanic were working on a 2010 Toyota Corolla. The engine need to be removed for access to the front frame rail. Both men had small picks, screw drivers, mirrors, lights and everything else under the sun on a service cart next to the car. They were trying to remove the engine wire loom that is attached to the fuse box on the left apron. I watched them for 15 minutes trying to find the release for the wire loom, but could not find it. I tried and Marco kept saying “don”t you break it” plus a few superlatives. I thought it would be to let him break it, so I backed off. After another 5 minutes he said that we needed to look up the removal procedures on TIS (Toyota’s Technical Information Service—www.techinfo.toyota.com). We started searching the collision section, but the information was not there. I suggested that we look in the mechanical section and sure enough we found the procedures to remove and install the engine. On the fuse box there are 2 black wires that are attached with 10mm nuts. Remove the nuts and 3 connectors and the whole engine wire loom comes off. Who would have guessed that two wires held in the unit. Back to car with the info and 1 minute later the wire loom was off. Who would have guessed it. The cost for TIS is less than a dollar a day. Every body shop that works on Toyotas needs to subscribe and if you don’t believe me, take this following test and see if you can answer the questions.
1. Technician A states that SRS pig tail on Toyotas is not repairable. Technician B states that Toyota allows repairs to the SRS wiring and a special kit is available. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
2. Technician A states that Toyota does not approve of reconditioning wheels. Tech B says that Toyota states in CRIB # 154 that no refinishing of an OEM is allowed. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
3. Technician A states in CRIB # 170 that adhesion promoter is recommended on all OE raw plastic bumpers. Tech B states that flex additive is a substitute for adhesion promoter. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
4. A 2009 Toyota Camry is involved in a collision. Technician A states according to CRIB #175 (Revised) that HSS occupant cabin reinforcement is repairable without heat. Technician B states the UHSS occupant reinforcements repairs are not recommended. Who is right?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
5. How many SRS sensors are in a 2010 Toyota Camry?
A. 6
B. 7
C. 8
D. 9
6. A HSS replacement part is being welded. Tech A states that MIG welding is acceptable. Tech B states that STSW is acceptable?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
7. A HSS replacement part is being welded into place. Tech A states that ER70S6 should be used on frame replacement parts. Tech B states that ER70S3 should be used for unibody components. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
8. A new hood is being replaced on a 2009 Toyota Camry. Tech A states that cavity wax is applied to the hood after painting. Tech B states that a soft chip primer is applied to lower front section of the hood. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
9. Technician A states that Toyota has a partial replacement part procedure for the inner rail. Tech B states that locations B & C according to the Toyota Repair Manual are section locations. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
10. Location A on the rail has minor damage. Tech A states that in the Toyota Repair Manual, the rail can be heated to 1150 degrees Fahrenheit with an only an induction heater. Tech B states that cold straighten is allowed by Toyota on HSS. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
11. What kind of section joint is used when section the above rail?
A. Tappered fillet
B. Butt weld with backer
C. Open butt weld
D. Flanged fillet
12. A Quarter panel is being replaced on a 2009 Toyota Camry. Tech A states the CRIB #176 (revised) allows use of adhesive bonding and weld bonding. Tech B Adhesive is used between the outer panel and the outer wheelhouse panel. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
13. A Quarter panel is being replaced on a 2009 Toyota Camry. Tech A states that MIG brazing is used at the joint near the package tray. Tech B states that an Oxy-Acetylene torch with flux brass can be used. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
14. A Center post is being replaced on a 2010 Camry. Tech A states that the “B” pillar reinforcement is sectioned 35mm above a reference point as per the repair procedures manual. Tech B states that butt weld with backer is used. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
15. A 2010 Camry has suffered sever damage to the rear of the vehicle. Tech A states in CRIB #122 that rear body sectioning recommended because it uses less welds and preserves more factory welds and corrosion protection. Tech B states in CRIB # 157 that the OEM warranty is still valid with used OE salvage parts, but is not covered with “imitation counterfeit” parts. Who is correct?
A. Tech A only
B. Tech B only
C. Both Techs are correct
D. Neither Tech is correct
Answers:
1.a 2.a 3.a 4.b 5.d 6.c 7.d 8.c 9.d 10.b 11.c 12.b 13.a 14.d 15.d
If you missed more that a couple of the questions, you need to subscribe to TIS and attend I-CAR’s POP 01 class along with DAM 08. You can e-mail me at
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and I will be glad to explain the correct answers.
To view a PDF of this article PLEASE CLICK HERE.
I try to write articles to help others out; articles that try to motivate shop owners and managers to do a better job. I have come under attack many times from some in our industry for voicing my opinion and being the person that is willing to speak up and say the hard truth.
Our industry wants “Change” but no one can agree what that change should be or what direction we need to go to get there. I have shop owners that hate me because I have DRPs and stand up for those insurers that I think are doing a good job. Some shop owners think we need to hate all of the insurers and saying anything less than that makes me a hypocrite.
Some think DRPs are the problem while others think they are fine. Some think the insurance company is our customer while others think the vehicle owner is the customer. Some like aftermarket parts while others stand against them. Some think the insurers are responsible for the repair process while others think it’s the shops liability for the repair. We cannot even agree on some of the simplest things.
The truth is that nothing has changed and it never will because we can’t even decide what change we want. If I were a commanding officer heading to battle and I ordered the troops to go in one direction and they just chose to go their own way and started fighting each other we would certainly lose any battle we were to fight. To win any battle the troops need to all be on the same page and they all need to support one another and have each other’s back, not stab each other in the back. This is why things will never change; we are not in agreement on anything as an industry.
Brief History of ASA Arizona: Giving Collision & Mechanical Support
Written by David M. BrownThe Automotive Service Association of Arizona (ASAAZ) was founded in 1963 to help automotive shop owners statewide through resources, training, legislation and representation, networking, communication efforts and more. The ASA of Arizona is affiliated with the Bedford-Texas-based national ASA, which is the largest not-for-profit trade association of its kind serving automotive service professionals.
Today, the Automotive Service Association of Arizona serves both the mechanical and collision-repair segments of the industry. As a state affiliate of Automotive Service Association, the Phoenix-based nonprofit includes 286 members, including 70 collision shops. As it represents the state industry as a whole, the organization has two divisions: mechanical and collision.
The ASAAZ comprises seven chapters: Mohave, Phoenix, Prescott, Tucson, Verde Valley, Yuma and the Grand Canyon Chapter, which represents members statewide that are not part of another chapter. Each elects a board member, who serves for two years, without term limits; currently, the collision division does not have a member on the board. These individual chapters hold meetings, offer local speakers and information exchange and participate in the ASA-sponsored NACE and the annual ASAAZ conference, held this year, July 9–11, at the Prescott Resort & Conference Center.
The group began as the Arizona Auto Body Association, founded June 4, 1976, by Clarence “Bud” Klinefelter, David Keilholtz and Marv Rather.
Florida Autobody Collision Alliance (FACA) Picks Up the Issues
Written by David M. BrownFragmentation, frustration and apathy once characterized Florida’s various collision industry associations. Regional groups were created but eventually withered; others started up briefly then stalled. A strong statewide group, fully supporting the individuality of its regional chapters, was unable to get traction.
The Brevard Autobody Association is illustrative. It operated from 1989–2002, with approximately 35 active members. “We were probably the longest running association in the state of Florida at the time that we disbanded,” recalls Steve Long, whose Rockledge-based Long Wholesale Consultants has been serving the state since 1990. The Brevard association spun off from an Orlando association which operated approximately from 1989–1999.
Today, dissolution and distrust in Florida is patiently being replaced by unity and a commitment to longevity. Long is the treasurer of the new Space and Treasure Coast Chapter of the growing Florida Autobody Collision Alliance (FACA).
FACA comprises six state chapters centered by larger cities. Formed in August 2009, Long’s Space and Treasure Coast represents collision-industry members from Titusville south 100 miles or so to Stuart along the Atlantic Coast. The other chapters are FACA of Jacksonville, Mid-State (Lakeland), FACA of Tampa Bay, Central Florida (Orlando) and South Florida (Ft. Lauderdale). Approximately 200 members regularly attend regional meetings statewide.
This year, FACA plans to open chapters in the Miami, Ft. Myers, Pensacola, and other areas. hold a first state convention and hire a full-time executive director, says Dave McBroom, president of FACA and the Jacksonville chapter.
FACA is an affiliate of Prosser, Wa.-based Society of Collision Repair Specialists (SCRS) and the National Auto Body Council, headquartered in Princeton Junction, N.J.
McBroom notes that George Avery and Chuck Sulkala at NABC and Barry Dorn and Aaron Schulenburg at SCRS have been particularly helpful during the formative period. “We receive a lot of guidance and assistance from both those organizations,” he says.
Houston Auto Body Association Joins Existing Texas Associations
Written by David M. BrownA trio of auto association groups is now serving the Lone Star State: San Antonio-based Texas Independent Auto Association; Austin’s Automotive Parts & Services Association; and, as of 2009, the Houston Auto Body Association, which became an affiliate of the national Society of Collision Repair Specialists in February.
Established in 2009 to serve the greater Houston area, HABA comprises approximately 35 owners and managers of collision centers (Active Members), businesses associated with the collision industry (Associate Members) and like-minded associations that abide by the group’s code of ethics (Group Affiliate Members).
The group was formed to put the collision industry in Houston on a straighter course. “Many of us felt we weren’t getting fair and reasonable compensation for our work,” says the group’s president, James Brown, owner of Rapid Body Works in Houston. He notes that different areas and insurers were using unique procedures, creating confusion and misinterpretation.
Brown explains that Andy Holder, owner of Metropolitan Collision, also in Houston, began contacting body shops the first part of 2009, and by that September HABA became a registered nonprofit association. Holder is now vice president of the group.
“Together, we could strategize and agree on standards and procedures to improve business for all of us, so that consumers could be ensured their vehicles were being restored to their safe pre-loss condition,” says Brown, whose nine-year-old company is ICAR Platinum and ASE certified.
Consumers are Duped Into Accepting Unsafe Collision Repairs
Written by Lee Amaradio, Jr.Last month Toby Chess wrote an article in Autobody News (see Dec. 09 issue) that was about two repairs on completed by two different shops on Mercedes Benz vehicles that were not only repaired in a substandard way but safe to say in an un-safe manner. I want to add to what Toby had to say because this is not the exception but the norm.
With our economic downturn, shops and consumers are struggling. One (shops) to make a buck, and the other (consumers) to save a buck. There has been a giant step backwards in accountability from both shops and insurers that guarantees that a safe vehicle is put back on the road. The consumer is becoming the victim because they are deceived into thinking that a guarantee is the same as a safe repair.
I believe that we reap what we sow, so to think we will get away from accountability just because we haven’t been caught is wrong. To hide something from the customer will only come back to bite you in the end. Selling the job back to the customer should never be anything more than explaining to them what you have done and reassuring them that they can count on you because you care about them. It should never get to the point of talking them into accepting a repair that you know is substandard.
There is the way “it should be” and then there is “the way it is.” Deal with the way it is and forget the way it should be. “It should be” will never benefit you; you will become bitter and cynical and could become distracted from the problems at hand.
We have all watched changes in the economy over the last year and we have been forced to readjust our approach to our businesses. We wonder what we can possibly do to return things to the way they were two years ago. We may think things would be different if we had done things differently but the reality is, we have what we have, and looking back only hinders your progress.
I remember during the last recession and I beat myself up pretty bad about expanding and opening up a second location only to be met with the worst recession of my working life. I thought I had made a poor decision to purchase a building and open a second location only to find myself in a financial crisis. After three years of beating myself up I finally realized that every decision I made was a “good one,” based on the information I had at the time. I quit beating myself up and began to make decisions once again with the information I had at the time; I had to close one shop so I could sustain the other.
I have watched our industry take two steps backwards and one step forward for over thirty years. Because of this “every man for himself” attitude that runs predominately within the collision industry, we are unable to control the repair process even when it comes to safety. I have heard it said that most shops really would fix the cars correctly but they are being hindered because they are not being paid enough. I say “Bull.”
Either you fix the cars correctly or you are lying to yourself and risk resembling a crook. Sounds tough? Not really. It’s the truth. The choice is yours.
We are the ones that know how to repair collisions. When something is denied by the insurer we scramble to figure out a way to make enough money on the repair to make it worthwhile. Many shops have moved safety issues to the back burner and profit becomes their main concern. They move to the damage control mode because they still need to make money. If you go against the grain and make a stand for safety issues and the integrity of the repair, you risk looking like the bad guy when in fact you are the good guy, and the real ones qualified to do the repair.
Taking a Good Look at your Shop’s Welding Equipment
Written by Toby ChessHey Toby—Thanks for the conducting the SPS 05 (Required test for the Porsche Certification Program) for my techs. One of them told me that he needed a new welding helmet. I decided to get everyone in the shop new helmets. Can you recommend one I should buy?
—Luis from Pan American Body Shop, San Jose, CA.
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