CIC Delivers Dynamic Discussions for Doing Things Right

by Alana Quartuccio

From talking about technologies and governmental regulations to debating business protection methods and parts verifications, the sole purpose of every conversation that takes place on the Collision Industry Conference (CIC) stage is geared toward one thing and one thing only – doing right by the consumer in the “empty chair.”

For over 40 years, CIC has served as the forum for collision repairers to converse and combat the many challenges this industry faces. Before the day’s action-packed agenda got underway, past-CIC Chair Jeff Hendler remembered the “compassionate” Al Estorga, a founding member of CIC, who passed away this past September. “Al had one goal – to establish a forum where all issues could be discussed and where solutions could be sought. When I think of Al and what he brought to this industry, I am reminded of scripture. It’s not meant to be religious; it’s just very prominent for this time. ‘I have fought the good fight. I finished the race. I have kept the faith.’ That was Al.”

One of the most engaging discussions of the day involved the Parts and Materials Committee’s panel, which featured Aaron Schulenburg (Society of Collision Repair Specialists), Stacy Bartnick (Intertek) and Dave Mollner (HELLA), who set out to bring clarity to the confusion that often surrounds the Certified Automotive Parts Association (CAPA) Tier 1 parts classification. Bartnick gave details about Intertek’s role – the company has had an exclusive license agreement with CAPA since 2018 – and distinguished the difference between the more widely-known CAPA certification and how the new Tier 1 verification process works, stating that a CAPA Tier 1 Verified part “is made at the same factory, using the same tooling, materials and processes as the car company-branded part.” 

Bartnick explained the Tier 1 program was launched in 2021, as “there was always this confusion over what an Opt-OE part is. What bucket does that fall into? And so we had a lot of people asking how do we make sure that we understand what these parts are, these parts that are made by a manufacturer that makes parts for the OE but are not sold in that OE network.” She explained the Tier 1 verification program currently has 200 approved parts, and “we’re really starting to grow it with the lights, the radar heads and sensors.”

Mollner, who works for HELLA, one of the three manufacturers who make parts in this Tier 1 program, spent considerable time explaining how these parts are manufactured and identified. 

Multiple audience members questioned the panelists in search of further clarity, with questions surrounding recall process, warranty, CAPA decertification lists and differentiation between “certified aftermarket” and “Tier 1 aftermarket.” Addressing a query from John Yoswick (CRASH Network) as to whether the Tier 1 label is more or less the same label as Opt-OE, Schulenburg stated, “Opt-OE is a pretty big bucket. Different people use it in different ways, and it doesn’t mean the same thing to everybody. I think that the Tier 1 verified process is a very specific bucket. They’re listed in the estimating systems. They’ve gone through a specific process. Anything that is considered an Opt-OE part is not being recognized as a Tier 1 part that’s been through the process. So I don’t believe the two are one in the same.” 

The conversation between Bob Redding (Automotive Service Association), Andrew Batenhorst (Pacific BMW: CA) and Darrell Amberson (LaMettry’s Collision; MN) addressed the frustrations and challenges that often accompany attempts to make policy changes at the state level.

There’s a concerning lack of regulations in order to earn a license to do auto body work in California, and according to Batenhorst, “it’s more challenging to get a license to study cosmetology” in his state. Although it can be easy to get frustrated when trying to advocate for change, it’s important to separate one’s feelings. He’s found that the California Bureau for Automotive Repair (BAR) is receptive. Although one may not always get the results they want, he’s found them to be open to listening. 

The newly-formed Repair Process and Procedures Committee brought Barry Dorn (Dorn’s Body and Paint; VA), Kye Yeung (European Motor Car Works; CA), Lucky Papageorg (Alliance of Automotive Service Providers of Massachusetts) and Justin Lewis (Accurate Auto Body; WA) to the stage to “clarify some of the myths and maybe make some changes on how we appraise vehicles and maybe enhance a profit center in the frame department,” as per Yeung. 

Through his own visits to shops around the country, Yeung found that frame machines, one of the largest investments a shop owner makes, are not being used as a profit center. He’s found them “packed away in the corner with two feet of dust on them.” He has wondered if perhaps technicians are choosing to bypass their use due to lack of proper compensation. 

Panelists shared frustrations over the vagueness of what is included and not-included. Yeung encouraged repair planners to understand and document the repair process, so “hopefully, these machines can be pulled out of the dust, and technicians can actually use them to repair the cars properly.” 

Risks and liabilities associated with running a collision repair business in this day and age have become more difficult. A panel made up of OEM, insurance and body shop professionals weighed in regarding employment law, workplace safety, safe and proper repairs and all factors shop owners need to keep in mind in order to protect their businesses. 

Ron Reichen (Precision Body and Paint; WA) spoke of the importance of SOPs and keeping one’s house in order, while Mark Allen (Audi of America) suggested being proactive as one needs to take a good look at their business and develop a risk assessment. David Willett (SPARK Underwriters) brought attention to the fact that anyone who interviews at the shop falls under employment law. 

Mike Giarrizzo (DCR Systems) spoke of the benefits of transparency. Ultimately, all agreed that it’s about the consumer deserving a safe and proper repair. Indicating that they are all stakeholders in the same business, Allen stated, “We’re partners – whether we want to admit it or not,” while Dan Tessadri (CSAA Insurance) implied that, although the different parties are likely to frustrate each other, we can “start to get to a level of working together to make sure the empty chair is the focus of the process.”

The audience also heard from six entry-level technicians who all agreed that flexibility in the workplace and receiving guidance from a mentoring employer top their list of things they want most out of their career in collision repair. 

The next CIC is set for January 22, 2025 in Palm Springs, CA. Learn more about the next event and how to register at ciclink.com.

Want more? Check out the December 2024 issue of Hammer & Dolly!