State legislation on disclosure and consumer consent involving the use of non-OEM parts has been proposed – or challenged – in a number of states this year. Panelists on both sides of the issue squared off at the Collision Industry Conference (CIC) held in Chicago this summer.
Representatives from four major insurance companies weighed in on scanning, automakers’ influence on consumers’ choice of shops, and referring drivers to OEM-certified shops at the sixth annual MSO Symposium.
Collision repair shops and associations often express frustration when trying to work with their state insurance regulators on issues related to steering, use of non-OEM parts or other insurance claims practices they consider unfair or illegal. But presentations and discussions at a recent Collision Industry Conference (CIC) on state or federal regulation of the insurance industry may offer an example of how to approach encouraging regulators to act.
20 Years Ago in the Collision Repair Industry (August 1997)
A ban on the use of non-OEM parts on vehicles covered under warranty, and a call for insurers to share more information about their claims handling guidelines were among the issues debated by shop owners, association leaders and other participants at the National Leadership Conference held in August.
Mike Anderson of Collision Advice said he sees several ways to measure whether his quarterly “Who Pays for What?” surveys, now in their third year, are having an impact.
Lobbyist Will Nordwind of the Quality Parts Coalition said his organization is pushing federal legislation to reduce automakers’ parts patents from 14 years to just 30 months.
Federal and state legislation related to non-OEM parts was a key topic at the recent Automotive Body Parts Association (ABPA) convention. About 150 people, primarily representing manufacturers or distributors of non-OEM parts, attended the event, held in Atlanta.
CCC Information Services’ newly-launched “Secure Share” generated both questions and criticisms at the Collision Industry Conference (CIC) held in Pittsburgh, PA in late April, although the company wasn’t there to respond.
Automaker repair procedures and position statements have a clear and positive effect for repairers looking to get reimbursed for “not-included” items.
The value of pre-scanning collision-damaged vehicles was reiterated a number of times by panelists at the recent Collision Industry Conference (CIC) held in Palm Springs, CA.
In 1997, Georgia shop owner Gene Hamilton suggested that the money industry vendors were spending on large parties at the annual NACE convention could be used to address larger industry issues.
CIC ends parts test-fit demonstrations, feds launch new insurance oversight agency
The “OEM Collision Repair Technology Summit,” hosted in November by the Society of Collision Repair Specialists, gave representatives of the automakers an opportunity to weigh in on a variety of topics raised by collision repairers.
As another new year begins, the collision industry can expect more big changes in terms of vehicle technology, repair requirements, judicial and regulatory actions, state and federal legislation, and insurer involvement in the claims process.
Here’s a look at some of what’s in store for the coming 12 months.
Jack Rozint, Vice President of Sales & Services, Repair for Auto Physical Damage Business Unit, Mitchell International, Inc. and CIC Committee Chair
Scanning of vehicles for diagnostic trouble codes as part of the collision repair process continued to be a key topic at meetings held in conjunction with SEMA in Las Vegas in November. A Collision Industry Conference (CIC) committee examining some of the issues the industry needs to address related to scanning, for example, reported in Las Vegas that it continues to identify as many questions as answers.