In a recent column, I talked about why I believe shops need to separate out their charge for vehicle scanning from their diagnostic labor to address the results from those scans.
Many in the collision repair industry are familiar with Frank Terlep, an experienced executive, entrepreneur, author and self-proclaimed “disrupter” of the automotive industry.
It’s been just over a year since I wrote about the inconsistency in how shops are billing for scanning, and it’s still an issue that concerns me.
At the dawn of the 1980s, the collision repair industry was going through some fundamental changes with the advent of business computers, cars with unibody construction, advances in paint technology, repair technology and the introduction of aftermarket parts.
It wasn’t long ago when businesses looking for new employees put an ad in the newspaper hoping for a response.
I often talk about the need to look ahead, but in recent weeks, I found myself reflecting.
Over the last several years, the collision repair industry has undergone tremendous change and continues to do so, said John Shoemaker, business development manager at BASF Automotive Refinishing North America.
From the start of the “modern” collision shop in the late 1940s up through the 1970s, body shops, as a business, were fairly crude by most standards.
The need for vehicle seat calibrations isn’t new. Many years ago, Will Latuff of Latuff Brothers Auto Body in Minnesota forwarded me information pertaining to a seat calibration needed on a Honda.
If you’re a pot grower, the last thing you want to do is get busted on Marijuana Eradication Day.
Many collision repairers are familiar with the process improvement methodologies such as Lean, Theory of Constraints and Six Sigma.