• 14 May 2018 8:12 PM | Anonymous

    Follow the link to view a state search feature for laws, statues, etc. 

    North Carolina Office of Administrative Hearings

  • 14 May 2018 11:46 AM | Anonymous

    The Rhode Island Senate Judiciary Committee on Monday voted for an amended bill which extends the time Rhode Island insurers must secure consumer consent for aftermarket parts and expands which consumers and parts receive that consideration.

    The substitute version of Senate Bill 2679 extends the customer-consent requirement from 30 months to the first 48 months of vehicle life, still less than the average vehicle loan span but one of the longest durations in the country. However, a supporter has pointed out that the bill pegs the time to production date, which can mean as much as six months of the 48 might have elapsed before the consumer actually took possession of the car.

    Read more: R.I. Senate Judiciary backs OEM parts, procedures bill with one tweak

  • 13 Apr 2018 3:08 PM | Anonymous
    Pick any week and any autobody forum and you'll find a shop owner or collision repair technician debating the installation of a used Quarter Panel. Several OEMs have position statements against using used parts in collision repair. But can position statements alone make a case for the use and non use of parts in a repair? In this episode of Repair University LIVE the team tackles the issue of used quarter panels. How can estimators and technicians decipher the panel replacement procedures and make an educated decision on the do's and dont's of part usage? They also discuss the included and not included operations of panel replacement and the additional labor and material expenses associated with using a used quarter panel.

    For more info visit here: 

  • 10 Apr 2018 10:09 AM | Anonymous

    Below are I-Car classes scheduled at our facility through June.  These will be held at Carolina Collision Equipment in Mooresville. 

    Saturday 4/7/2018 Two classes both DAM 06- Suspension damage analysis  


    Saturday 5/5/2018 Three classes, ADH01 adhesive bonding 8am to 12pm.

                                                                GEOOL01 Cycle time 12pm to 4 pm.

                                                       PLA03-Plastics repair and welding 4pm to 8pm.


    Saturday 6/2/2018 Three classes   SPS10 structural sectioning 8am to 12pm.

                                                  MEA01 Measuring 12pm to 4pm. No students yet.

                                                                 SPS07 Introduction to HHS 4pm to 8pm.


    Monday 6/4/2018 WKR01 Worker protection 5:30pm to 9:30pm 25 Students registered.


    Tuesday 6/5/2018 WCS04 Resistance welding 5:30pm to 9:30pm 4 students pre-registered.

  • 3 Apr 2018 9:44 AM | Anonymous

    Take a look at the two new position statements from Hyundai, and please share with your members. These positions are posted on along with all other manufacturer positions, and marks a step in the right direction from Hyundai, in regard to providing the North American market with repair information.  



  • 30 Mar 2018 10:58 AM | Anonymous
    Written by Chasidy Rae Sisk

    The North Carolina Association of Collision and Autobody Repair (NCACAR) spent mid-February supporting its local industry.

    It hosted a training session on Estimating 101 on Feb. 17, and several association leaders met with the Department of Insurance (DOI) on Feb. 15 to discuss insurers causing delays with claims.

    Estimating 101 was held at Larry Walker & Sons Body Shop in High Point, NC, was taught by Clint Rogers of Triangle Collision and attracted 25 industry professionals.

    NCACAR President Brian Davies noted, “The purpose of the class was to teach other shops different types of things they may not be aware of that are required to produce a safe repair. We had a good turnout, and Clint did a great job.”

    Rogers began by handing out copies of a generic 2013 Honda Accord estimate with passenger side door damage and quarter panel damage. He instructed pairs of attendees to analyze the estimate to determine if it was sufficient to produce a safe and thorough repair that followed the vehicle manufacturer’s repair instructions. They were also instructed to prepare a supplement should they find the estimate deficient. Then, he examined the estimate panel by panel, utilizing the Honda manual to discuss their repair instructions and demonstrate what he would have added to the estimate based upon Honda’s instructions.

    Davies observed, “On average, the estimates were missing 25 percent to 50 percent of the required operations, and some of the commonly missed items included scanning, OEM research and additional p-page items for operations required. It’s clear that we all need to spend more time researching the necessary OEM repair instructions, along with reviewing the p-page items, to ensure we understand which required labor items are not included in the guide and, more importantly, to ensure we are performing a complete and correct repair.”

    Josh Kent, Director of Membership for NCACAR, added, “These types of classes are invaluable to our industry, and we need more of them, which we plan on doing. It gives the shops insight into what others are doing and why. Since the class, I have spoken to a few guests, and they said it was great, they learned a lot and it was well worth the time spent to attend.”

    On Feb. 15, Davies visited the DOI with NCACAR Vice President Meredith Bradshaw and Ed Kizenberger, Executive Director of the Long Island Auto Body Repairmen’s Association (LIABRA), to discuss how North Carolina shops can hold insurance companies accountable for time delays during the claims process. They met with Deputy Insurance Commissioner Cathy Short to explain the repair process and demonstrate some of the differences in time delays between DRP and non-DRP shops.

    The group discussed how delays are caused by parts issues, insurance adjuster processes and waiting for approval. They also described payment delays experienced by non-DRP shops. The collision repair industry advocates shared information on how these types of delays are handled in New York, Montana, Mississippi and New Jersey as a means of providing possible solutions instead of just presenting problems.

    Davies reported that the DOI seemed very receptive to the conversation and informed them that the Department is establishing a task force under Tracy Biehnto help address these issues moving forward. Davies is hopeful that progress on this and other issues will be made as a result of the task force’s efforts. The task force will include Robbie Walker of Walker & Sons Body Shop, Dennis Reittingerof Mid-Town Body RepairBilly Walkowiak from Collision Safety Consultants,Chris Krencicki from CK Appraisal, K & M Collision’s Meredith BradshawGlenn E. Twigg of Twiggs Appraisal, Brian Davies from Bodyworks Collision Repair Center and Collision Service Investigators’ Danny Wyatt. Invitations have been extended to several more industry professionals, but have not yet been accepted. The task force will hold its first official meeting on March 19.


    For the original article click HERE

  • 30 Mar 2018 10:54 AM | Anonymous

    The Collision Repair Education Foundation and the TechForce Foundation will be hosting transportation (collision, auto service, heavy duty, etc.) career fairs to help introduce students to industry employers/vendors. Business students will also be invited to participate at these events. These events are available to all industry members to participate.

    Tampa/Orlando, FL (2/14)
    Miami, FL (2/16)
    San Antonio, TX (3/1)
    Los Angeles, CA (3/16)
    Chicago, IL (4/6)
    Phoenix, AZ (4/7)
    Denver, CO (4/13)
    Greensboro, NC (4/18-4/19)
    Atlanta, GA (4/24)
    Boston, MA (4/26)
    Dallas, TX (4/27) 
    Nashville, TN (5/16)

    Interested in participating in one (or several) of these events? Contact:


  • 19 Feb 2018 3:36 PM | Anonymous

    Written by:  Mark Bono

    First off, let me start out by saying that this is one person’s opinion, a person who aspires for excellence in whatever industry a person chooses to work in. It by no means reflects the opinions or positions of any of the organizations or companies I work or consult for or provide services to, currently or previously.

    The following is a hypothetical situation to stimulate thought and conversation among professionals, no matter what industry you’re in.


    So, let’s talk hypothetically. Let’s say you were in the business of repairing widgets, and you were repairing them directly for a company that promised customers that their widgets, if damaged, would be returned to their pre-damaged condition and would continue to perform the same as when they were new.

    Now, widgets are sold at a variety of cost and performance levels. Also, of course, the type and amount of damage can vary considerably. However, they all have one common factor: People’s lives depend on their proper operation. Therefore, proper repair procedures and proper equipment are critical to repairing the widgets correctly. Otherwise, people could die or be seriously injured.

    This company has several hundred people repairing widgets for them. They do not require any special training, equipment, and/or certifications of the people repairing widgets for them, only that they repair the widgets competitively, quickly and correctly. This company then measures your performance according to these three areas, and in turn rewards the top performers by sending them more widgets to repair. Sounds great, right? As long as the tools used for measuring were correct, let’s talk about them.

    Measuring Performance

    The company will measure the three categories as follows:

    “Competitively” will be measured by the average cost of each widget repaired.

    “Quickly” will be measured by how much time it takes to repair the average widget, commonly referred to as “lead time” in manufacturing.

    “Correctly” is the difficult one, especially if we don’t physically inspect each individual repair and compare the repair to the actual correct procedure. We could also recreate the original damage and look at the results, but that would be impractical and would defeat the purpose of repairing the widget in the first place. We could make sure that the shop is properly trained/certified, has the proper equipment to perform the repair, and can document the repair procedure – the latter being the most practical, cost-effective method to ensure quality repairs.

    However, the company realizes that this method would force them to limit the number and type of shops that can be on their program; only well-trained, well-equipped and certified widget repair facilities could participate. This could adversely affect the competitive nature of the program by forcing all of the shops on the program to outlay a substantial amount of capital, which in turn could force the shops to possibly raise the price/cost of their widget repair. The company instead will choose to just tell the widget repair shops to fix it right, and then ask the customer if they’re happy with the repair, if everything looks good and if their widget is working properly. In essence, the company will ask the customer if the widget was repaired correctly, and assume that the customer has the knowledge and/or understanding of widget repair to properly answer that question. We will call this “customer satisfaction.”

    So, hypothetically, repairing widgets quickly and cheaply is what is required to do work for the company – but the widgets have to look good and the customer better be happy!

    A Win-Win

    As the program progresses and the measurements come in, the company is ecstatic. They now can compare their widget repair shops, reward the top performers and eliminate or force the lesser-performing shops to implement customer satisfaction, efficiency and/or cost-saving strategies by showing these lesser-performing shops how they compare.

    The company will never tell you how or why those shops are performing better. In fact, they really don’t know why; they’ll just tell the lesser-performing shops that the better-performing shops repair more parts on the widgets or use cheaper parts on the widgets or charge less labor to fix the widgets – without actually investigating why this is.

    It’s a win-win. The customer is happy because the widget looks good, the company is happy because their costs are down, and many of the widget repair facilities on the program are happy because they’re getting a ton of widget repairs. A few of the widget repair shops aren’t happy because they feel they cannot properly repair the widgets to the OEM specifications within the program guidelines, so they’re either removed or they remove themselves. That makes the program even more competitive and forces the rest of the widget repair shops to look for more ways to cut costs and improve efficiency. It’s beautiful!

    Who’s at Fault?

    Then, someone’s widget fails to perform correctly, and a customer is seriously injured. It’s later discovered that a part that was supposed to be welded in place was instead glued to save time and labor, and it did not properly protect the owner of the widget. The widget repair facility says it’s not their fault because they’re trying to perform within the program’s parameters. The company says it’s not their fault because they told the shop to fix the widget correctly, and they never tell them how to fix the widget, only to fix it within their parameters.

    So here are the questions I pose to you:

    • Is this hypothetical possible?
    • Who is at fault for this performance failure and for the possibility of more?
    • What will happen to the widget repair shops that didn’t feel they could fix widgets correctly within the program’s cost parameters and are either removed or remove themselves from the program?
    • Will the widget repair shops that continue on the program be able to appropriately compensate their qualified widget repair technicians, based on the more competitive structure of the program?
    • Will this force widget repair technicians to leave this industry?
    • Where will you find new, qualified widget repair technicians?
    • Most importantly, how many more widgets have to fail before somebody does something about it?

    Hypothetically, of course. Just sayin’.

    This article was published on the Body Shop Business website.  The article can be found here.

  • 9 Feb 2018 10:30 AM | Anonymous

    Collision Repairers,

    Hyundai Motor America does not currently offer collision repair procedures in the U.S. market. 

    This has long been an area of concern expressed by the collision repair market and communicated to contacts within Hyundai Motor America. SCRS has continued to communicate the urgency of this information being released to U.S. collision repairers, so the industry can properly restore Hyundai vehicles that have sustained damage.

    To help illustrate the need for information, SCRS and I-CAR are working to collect and present specific examples that illustrate the real-world challenges created when there is an absence of documented repair procedures.

    We urge you to please submit any Hyundai collision repair questions here: 

    We encourage you to submit feedback on every instance where you are missing procedures; it helps to demonstrate the scope of the need.

    Thank you in advance for your assistance.

  • 9 Feb 2018 10:23 AM | Anonymous

    Written by Stacey Phillips

    As new vehicles are introduced to the market, often equipped with complex technology, the collision industry is challenged with keeping up-to-date with repair procedures.

    As a result, Jake Rodenroth, director of industry relations for asTech, said that staying current as much as possible is crucial to the success of a collision repairer’s business.

    “Collision repairers are facing brand new models, sometimes on the first tank of gas,” he said. “I think every shop needs to have some path to resolution. We’re the first line of defense.”

    Rodenroth and Doug Kelly, CEO of Repairify, spoke about the importance of pre- and post-scanning and recalibration during a Guild 21 podcast sponsored by Verifacts Automotive in January. Repairify is the company that created the asTech device.

    Many body shops across the country wonder what new technologies their employees should be aware of and how to work them into their daily workflow.

    “There is a lot of buzz out there right now about emerging technologies---not just on the electronic side, but on the metal and substrate side,” he said. “From a process perspective, it starts with identification. As repairers, we can’t get on the same page with identification until we have product knowledge and stay up-to-date with modern vehicles.”

    Rodenroth said that identification can include ADAS and frequency-reducing technology, which can be hidden behind windshields, glass, mirrors and grills; structural identification maps of the different substrates on a vehicle; hybrid and EV powertrains; and special tool requirements.

    Throughout the Guild 21 call, attendees were asked to give feedback. When asked how many of their customers know what equipment options are on their vehicles, 87 percent answered “no.”

    “I think you will see a shift in those responses in the coming years as more millennials enter the workplace and start buying cars,” said Rodenroth. “They are not intimidated by technology. In fact, they embrace it.”

    As a result, they are known to buy vehicles that contain an abundance of technology and spend time understanding how every feature operates.

    Those who participated in the call were also asked how their staff stays up-to-speed on current model vehicles. The majority (75 percent) said they did so through secondary sources such as the Internet, OEM sites and dealers. Only 15 percent answered they did so by looking up build data, and the remainder said they use another method.

    During the presentation, Kelly stressed the importance of obtaining authorization from customers to perform work diagnostics, road tests and potentially conduct off-site calibrations.

    “It’s important that consumers understand what information is being pulled and how it might be shared,” said Kelly. “When doing diagnostics, whether it’s with a third-party or your own diagnostic tool, you’re not pulling crash data. You’re pulling all of the stored trouble codes.”

    This includes the possibility of revealing things that are wrong with the vehicle unrelated to the accident.

    Many consumers are concerned about the information shared with their insurance company.

    “Consumers don’t intentionally misrepresent loss, but they are not always aware of when certain systems go offline or how,” said Kelly. “It’s good housekeeping to let consumers know what you are doing, explain the process to them and get their permission.”

    A sample authorization form is available on the SCRS website,, and asTech website at: A document is also available for repairers to hand out to customers to educate them about some of the systems available on today’s vehicles. This not only reminds them how complex vehicles are, but Kelly said it also reinforces why diagnostic services, such as pre- and post-scanning and recalibration are important.

    “If you don’t know what’s on the car, you can misdiagnose certain issues,” he said. “Sometimes false positives indicate an issue when in fact that vehicle didn’t come equipped with that item in the first place.”

    Knowing the build data, understanding the tools and services being used, and ensuring they are up-to-date will all help in the repair of the vehicle.


    Rodenroth said that some parties don’t think pre-scanning a vehicle is necessary, and suggested that those shops consider the following:

    • The role that trim levels can play
    • How a pre-scan can help determine damage to the electronic components 
    • Potential unrelated electronic issues like maintenance and warranty concerns
    • Airbag deployments are unique and can depend on many factors such as the number of occupants, their seat position, weight and if they were wearing seatbelts
    • Specialized concerns with hybrid and EV vehicles 
    • Repair procedures that require scanning based on an operation being performed
    • Scheduling off-site ADAS calibration requirements proactively

    Repair planning

    Rodenroth recommended addressing the vehicle owner’s expectations up front so he or she understands how the vehicle is equipped and what’s required to make it whole again.

    “Consider repair vs. replace decisions very carefully, as many modern vehicles are constructed of non-repairable substrates and there is often limited reparability around ADAS components,” he said.

    When it comes to parts utilization and the decision to purchase OEM or aftermarket, he advised listeners to watch bumpers and windshields very carefully.

    “A lot of aftermarket windshields will have a plastic bracket that comes on that glass that is not serviced and can’t be transferred,” said Rodenroth. “If you are going to use aftermarket glass, you’ll want to confirm all things are in place.”

    During the call, attendees were asked if a shop should interpret, implement and audit OEM repair procedures into ALL repair activity on a damage report. Nearly 90 percent answered yes.

    “The key words are ‘all repair activity,’” said Rodenroth. “Some shops will look up structural procedures and airbag procedures, but won’t look up how to take a fender, hood or bumper cover off.”

    Recently, General Motors surveyed 827 collision repair shops and found that 80 percent didn’t pull repair information on every vehicle. Those who attended the Guild 21 call were asked why. Almost 45 percent said they rely on technician experience, 20 percent said the damage was minor, 15 percent said the information was hard to find/interpret, 10 percent answered that they didn’t have the time, and 10 percent answered other.

    In the field, Rodenroth said he has observed that shops don’t have time to pull the repair information for a variety of reasons---including having too much work or insurers putting pressure on them to get vehicles uploaded in a certain amount of time.

    “We always have time when something is wrong, whether it’s when the customer comes back and pays for a rental, or you have to deal with them when they are upset. Let’s take the time up front and make a good repair plan and communicate efficiently,” Rodenroth said.

    In addition, he said information is often hard to find and interpret.

    “I think that is mission number one for OEMs---to try and make that a little easier to find and even offer day passes to the repair info that a shop can purchase,” he said.

    Post-scanning and calibration

    When it comes to post-scans and calibration, Kelly said, “You haven’t seen anything yet.”

    “What we’re going to enter into with this calibration piece will dwarf any sort of discussion you’ve had to date on a pre- and post-scan.”

    Kelly used the example of a Toyota Camry, reportedly the best-selling passenger vehicle. The 2018 model comes standard with an auto breaking feature. With the vehicle’s front-facing camera, any time a windshield is replaced or work is being done on the front of the Camry, a calibration is required.

    “It’s doubtful to me that many in the industry really fully understand the full scope of this,” said Kelly. “Our defense as an industry is partly that the OEs themselves haven’t really come to terms with how it is to be done.”

    Kelly recommended reading through the calibration repair procedures from each of the manufacturers to understand their differences and procedures. He noted that they are all “wildly different” and the recommended procedures sound like something from the Stone Age with plumb lines, string and measuring tapes.

    “Add to that the space requirements, and you set yourself up for a pretty complicated process,” said Kelly.“I know there are a lot of people in the industry, and certainly the dealer network who are trying their hardest to do their best to recalibrate these cars after an accident. Many, if not most, are not doing it correctly and they don’t even know it.”

    He said it isn’t an issue of people being mischievous or doing anything fraudulent.

    “They just don’t know,” he said.

    In addition, some of the repair procedures for today’s systems that are coming on vehicles are still being written while the cars are on the road.

    “There are certain safety systems out there that have a certain progression to them that the OEs themselves haven’t quite figured out how to test in real-world circumstances,” said Kelly. “As you go forward and you think about pre- and post-scans and where it fits in the continuum of us having to evolve as an industry, that’s just the table stakes---that’s just to understand what’s going on with the vehicle.”

    Kelly cautioned shops about what could happen if instructions aren’t followed.

    “My concern is that you’re going to be misrepresenting and potentially delivering back to the customer a car that’s not safe for the road,” he said. “At the end of the day, we all have the same goal in mind: to return back to the consumer a vehicle that is fit for use and is going to perform as planned. And heaven forbid, if it gets in a second accident, those systems will operate as designed.

    “The problem with the collision segment is that we get the newest cars in the worst possible condition. With the advent of all of the new electronics on cars and safety systems on cars, it’s hitting us harder than it is the general population.”

    Kelly encouraged collision repairers to talk to peers and local associations to help get the word out.

    “We owe it to our trading partners [insurers and vendors] and consumers to educate them on what car they have, what they bought, what the technology is, how it works and how it has to be repaired in the process of fixing those cars,” said Kelly. “If we don’t spend time educating folks, we are going to continue having these difficult conversations about who will or won’t pay and who will and won’t recognize certain repair procedures. Once we can have an open dialogue and talk to people about what’s involved in fixing a car, I think a lot of friction and issues [will] tend to go away.”

    The original article can be found HERE. 

"NCACAR" is a 501(c)6 non-profit organization. Charlotte, NC 28201
Powered by Wild Apricot Membership Software