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Monday, June 30, 2008

BIZ TIP: Socializers VS RELATERS!


BIZ TIP: Socializers VS RELATERS!

by Kelly Bennett, WORLDPAC Training Institute (WTI) Business Development Instructor


In this series of fictional letters from a new shop owner to his former boss, management trainer Kelly Bennett discusses basic business principles that apply to the automotive repair industry.

Socializers VS RELATERS focuses on understanding personality types to maintain harmony in the workplace.



Dear Kelly:

Well, I have blocked off the entire spring break this year and we’re heading south! I’ve never been able to do anything like that before. I’m not sure though how things are going to go at the shop. There was a huge explosion again this week between our top technician and the service advisor. They were literally yelling at each other. It’s not the first time, either. These two are always at each other about something or other. I suppose it would be too much to ask for a little peace and tranquility at work?

- Erol




Dear Erol:

I’m thrilled to hear about your trip. You’re going to score a lot of points with your family! Too often in the battle for our time, our family loses out because our business needs us so much.

In the book Choosing To Cheat: Who Wins When Family and Work Collide? author Andy Stanley tells us that if we stay at work as long as our business needs us, we’d never go home. And if we stay at home as long as our family needs us we’d never go to work.

Someone always gets cheated out of our time. He makes a strong case for choosing to cheat our work. It’s a book I wish I’d read before starting my business 20 years ago! It would have saved me a lot of grief. I’ve put my business before my family more times than I can count. We’re learning Erol, slowly, but we are learning.

About the ongoing war of words in your shop, you should know that it’s very common to see a rift between the front-end staff and the technicians. It’s not desirable, obviously, but it’s common. I could tell you stories from my own shop! In large part it stems from the fact that people who choose to work the counter tend to be fundamentally different from people who choose to work in the bay. They have radically different personalities, which makes it difficult to relate to each other. Unfortunately, that often leads to a lack of respect for each other.

Listen to this:

“A sense of community – and respect for one another – is increasingly rare in the modern workplace. Coworkers frequently treat one another far worse than they do customers. Considerate actions taken by leadership can serve to encourage thoughtful and respectful behavior among staff members.”

That’s from The Starbucks Experience by Joseph A Michelli. I just started reading it today.

The fact is, we can’t always get our employees to like each other, but we can insist that they respect each other. And that starts with understanding personality types. Here’s what I did . . . and it might sound a bit radical, but it sure worked. I had everyone fill out personality assessments.

We did it together as a group one day and then we went over the results, trying to figure out how our personalities influenced our behavior at work. It was fascinating.

The assessment we used (and I’d be happy to send you a copy – just e-mail me at thecoach@kellybennett.ca) divided people into four basic personality types:

Analyzer
Driver
Relator
Socializer

Technicians tend to be Analyzers. It’s an essential trait for “top gun” diagnosticians. In order to do their job, they have to acquire a lot of information – gleaned from wiring diagrams, manuals, and technical resources like iATN. Precision and accuracy is extremely important to them, because it impacts how well they do their job.

They tend to be highly focused and inflexible at work. And because facts are the backbone of everything they do, they don’t usually care about feelings. They don’t need to have fun at work, and they’ll be confused by a need to turn work into a social gathering or a party.

We have a great diagnostic tech that has a lot of patience with vehicles. When he’s dealing with people, however, he can be abrupt, abrasive, and even rude. He has offended service advisors, vendors, and even customers with his attitude. He tends to think that people who don’t know much about cars are stupid – which is a really unfair conclusion.

These people aren’t stupid, they just know different stuff. Service advisors, on the other hand, tend to be Relators. They love dealing with people and have lots of patience with them. Their ability to understand their concerns; empathize with their situations, and communicate effectively with them, makes them great at their job. They represent us well to the public. The problem is that facts tend to be less important to them and this is a constant source of irritation for the technicians.

We had a great service advisor who related extremely well with our clients but who just couldn’t get the kind of detailed information the techs needed. We finally had to sit her down and explain what the technicians did with the repair orders. In essence, we had to explain the “why” behind our request for better information. And she really got it. But at the same time, she explained the why behind her inability to get some information. She showed us what happens when she gets too technical with customers. It was really amazing to see how both sides became more accommodating of the other once they understood the why behind their actions.

If you think about it, it has been ingrained in us since we were kids to try to understand the “why” behind things. How often do you hear a child ask, “But why?” We need to spend lots of our team meeting time explaining the why behind our company policies and procedures.

And once we started learning about each other’s personality traits, we found we were more patient with each other, and willing to work together to solve common problems. We no longer wasted time trying to figure out who was right and who was wrong.

Ultimately, we bridged the gap between our front-end and back-end by having the techs work with the service advisor to write a “customer complaint” form. It simultaneously solved everybody’s problems and recognized everybody’s needs. Now that’s a good day’s work!

As a leader you really need to understand your team members and their personality types. It will help you run your business much better.

- Kelly



To learn more about Kelly Bennett's Business Development Classes, visit the WORLDPAC Training Institute (WTI).

Send Email to the WIN team


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Tuesday, June 17, 2008

BIZ TIP: SELLING ALL your labor inventory!


BIZ TIP: SELLING ALL your labor inventory!

by Kelly Bennett, WORLDPAC Training Institute (WTI) Business Development Instructor


In this series of fictional letters from a new shop owner to his former boss, management trainer Kelly Bennett discusses basic business principles that apply to the automotive repair industry.

SELLING ALL your labor inventory focuses on four steps you can take to raise your shop’s productivity… and ease your burden at the same time!



Dear Kelly:

OK. I feel like I am finally gaining some ground. I finished reading The E-Myth Revisited: Why Most Small Businesses Don't Work and What to Do About It, which helped me get my head in the game. And I dusted off the old time clock . . . and the techs are actually using it! But if I am interpreting the number correctly, our productivity was only 56% last month. Correct me if I am wrong but that points to a complete breakdown of shop management. Am I right? I mean, I always knew I might have to fire somebody some day . . . I never suspected it would be me!

- Erol




Dear Erol:

Let’s put it this way. If I hired a manager who let productivity slip to 56%, the next thing he’d have to dust off would be his resumé. What I like, though, is that you’re accepting the blame.

When I was new at this game, I used to blame almost anyone and everyone for my problems. I figured I was working plenty hard, so it couldn’t be my fault that I was losing money. One day when my management consultant arrived for our appointment, I was under the gun, dealing with a comeback customer, explaining to someone else why his car wasn’t finished yet, and helping a technician with a diagnostic nightmare all at the same time.

After putting out those fires, I turned to the consultant and apologized for delaying our meeting. “Oh, that’s no problem,” he said. “This time has been very valuable for me. I’ve learned a lot about your business just by watching you.” My peacock feathers puffed right out. But then he told me what he learned. “It can be a lot of work losing money, can’t it?” he said.

You see, Erol, the biggest problem in my shop was me. I had tried working harder and longer to make my business work. I focused on increasing sales and I got pretty good at it. In fact one year, I had a record-breaking sales increase of $287,000 over the year prior. I was thrilled. However, it’s embarrassing to admit, but when I sat down with the accountant to review my year-end taxes, I realized that my net profit had only increased by $240. I was stunned. I wanted to say “Show me the money!” All that extra money in sales - the result of lots of extra work, but only a lousy $240 in my pocket?!

I’m glad you put your time clock back up. I think it’s one of the most valuable pieces of diagnostic equipment you’ll ever acquire for your business. What I learned from mine was that my productivity problem was costing me thousands of dollars every month. I simply wasn’t managing my technicians’ time properly. I needed a solution. So I created a spreadsheet to track productivity and efficiency every month. (Just e-mail me at thecoach@kellybennett.ca if you want a copy – I’ll send it to you.) As I made management changes, I could instantly see the numbers go up. Our sales increased exponentially.

Here are the top four things we did to manage our time better to increase our productivity:

  1. Scheduling

    We realized that we were trying to squeeze as many vehicles as possible into each day. If there were any empty lines on our daily schedule, I thought we didn’t have enough cars. Yet we usually ended up running out of day before we ran out of cars.

    I determined that the biggest problem we faced was the “oh-by-the-way” customer. You know the type. They want more work done than they’d told us about when we booked the appointment. Consequently, we didn’t book enough time for him. “Oh, by the way, it’s been making a noise; can you check that out?” “Oh, by the way, it’s been pulling to the left; can you check that out?” “Oh, by the way, it needs an oil change, can you get that done today?” We tracked it. About 55% of our customers would ask if we could do more work on their cars. We needed some breathing room in our schedule if we were going to get it all done. So now we have 40% reserve time built into our schedule on Mondays (the biggest day for customers without appointments). And from Tuesday to Friday we book about 30% reserve time right into the schedule. It really works! We used to pull technicians off vehicles all the time to handle unscheduled extras. Now it’s a rarity.


  2. Start Times

    I started asking my counter staff to arrive an hour before the technicians got to the shop. That is because I found that the techs used to start their day with a coffee break as they waited for the front counter staff to deal with the morning calls and customer drop offs, prepare the work orders, and dispatch the work. Considering that a tech’s time is worth almost $3 per minute, that morning coffee break was costing me plenty! Now when our technicians arrive, we’re ready for them.


  3. Inspections

    We developed a three-level inspection program:

    Level 1 is a cursory inspection on every vehicle every time it’s in our shop. It’s a simple complimentary “no wrench” inspection that covers 14 major wear points. Our customers are informed up front that the inspection is included so they’re mentally prepared if we find anything.

    Level 2 is a more detailed seasonal inspection. It covers 35 points – includes brakes (wheels off) – and takes about 30 minutes to complete. We charge 1/2 hour (quoted in dollars) and recommend our customers have it done each season of the year.

    Level 3 is our comprehensive bumper-to-bumper inspection, covering more than 200 points, and taking 60-75 minutes to complete. We charge 1.3 hours for them and market them as a great way to keep vehicle safes and avoid costly break downs.


  4. Increased Communication

    We used to have customers who would drop off their keys with a short note and then head out the door. Not anymore. We now tell them when we make their appointment and when we call back to confirm the day before, that we’ll need about 10 minutes of their time when they drop off the vehicle.

    We do a quick walk around when they arrive. A hassle right? . . . Not at all. It gives us a chance to assess the overall condition of the vehicle, obtain the current mileage, check the oil change sticker, and notice tire wear. And it really demonstrates our interest in their particular vehicle. It’s not just another job to us. We’re showing our commitment to the customer.

    We also have our customers fill in applicable forms for such things as drivability complaints, brakes, noises, and vibrations. These forms go a long way in saving our technicians time (which ultimately saves the customer money). Our technicians appreciate those forms so much that they really hold the counter staff accountable. The forms have to be filled out to work.

I’m not saying all of this is easy, Erol. Changes are hard and I did not think I had the time to make and enforce them. I’ve come to see that it was not time I was lacking, but discipline. When I forced myself to adapt a new system, more and more of my time was freed up.

I just finished another book that I know will help you. It is called Now, Discover Your Strengths, by Marcus Buckingham. I wasn’t clear on what my real strengths were until I read this book and completed an on-line assessment (you need a code found in the book to log on). My advice to you is to find out where your strengths lie and focus on honing them. It’s much better than trying to fix the weaknesses!

- Kelly



To learn more about Kelly Bennett's Business Development Classes, visit the WORLDPAC Training Institute (WTI).

Send Email to the WIN team

Read more!

Friday, June 13, 2008

Tech Tip Fix: BMW Intake Air Strategy


















Tech Tip Fix: BMW Intake Air Strategy

by Robert Jacobs, WORLDPAC Assist European Team Member


How difficult can it be to control the amount of fresh air entering an internal combustion engine? The traditional method of intake air control for internal combustion automobile engines has been through the throttle controlled butterfly valve. Engines with carburetors utilize the butterfly valve to control the amount of air, and at the same time, the amount of fuel being drawn into the engine. Most engines with modern fuel injection also operate with the butterfly valve for intake air control but typically control fuel by reading numerous input parameters and then injecting the proper amount of fuel for the given input parameters.

Some manufacturers like to add a great deal more engineering to the process than a simple throttle body with butterfly valve for intake air control. While the butterfly throttle valve has been a successful means of controlling intake air, it also has downfalls. When at idle or under partial load, the throttle plate is only slightly open. This leads to the engine creating vacuum in the intake manifold. This may sound like a normal condition of engine operation and something that should be expected. What this actually does is reduce the amount of pressure above the intake valves. For the best filling of combustion chambers, ambient pressure should be available directly at the intake valves. The reduction of pressure at the intake valves has a negative affect on cylinder filling, mixture control and fuel economy. This particular problem can be addressed in either a supercharged or turbocharged engine but at greater expense and design complexity. Turbochargers and superchargers are also designed to provide boost pressure at high loads, which will produce more power, but don’t combat the main downfall of the throttle valve at idle and partial load.

Enter BMW and their Valvetronic control system for intake air management. Starting in 2002 with the BMW 7-series vehicles, Valvetronic has come into play as a more efficient means of intake air control. There are several items which come into play with the Valvetronic system, but the general principle is in the ability to control valve lift to manage intake air. Besides valve lift control, there are variable length intake runners, variable camshaft timing control (VANOS) and a conventional throttle body which is used as a backup system in the event of Valvetronic system failures and in other specific situations. During normal Valvetronic operation, the throttle body is in the wide open position. In the event of a failure, it can be operated in the same fashion as an electronically controlled throttle body. There is no actual mechanical linkage to the throttle body itself. An electric motor is used to operate the throttle valve when specified by the engine control module.

Valvetronic valve lift control has a few additional components when compared to a typical overhead camshaft configuration. They are the Valvetronic motors, eccentric shafts, eccentric shaft position sensors and intermediate levers. Using these components, Valvetronic can adjust valve lift from 0.3mm to 9.85mm in 300 milliseconds. Smaller changes in valve lift obviously require less time.

The physical placement and function of the components are as follows (see Figure A for reference). The eccentric shaft is set slightly above and off to the side of the camshaft. Think of the eccentric shaft as a small second intake camshaft. The intermediate levers are the means by which the camshaft and eccentric shaft are connected. The camshaft contacts the side of the intermediate lever. The top of the intermediate lever is in contact with the eccentric shaft. At the bottom of the intermediate lever is a rocker arm device which makes contact with the top of the valve on one side and with a hydraulic lash adjuster on the other side. In the middle of the eccentric shaft is a gear which meshes with a Valvetronic motor. The motor is capable of turning the eccentric shaft either clockwise or counterclockwise. The motor is a high amperage motor, which at times can flow as much as 100 amps of current. The eccentric shaft position sensor is mounted on the back of the eccentric shaft and translates information to the Valvetronic control unit for precise feedback of eccentric shaft positioning. As the motor adjusts the eccentric shaft, due to the shape of the eccentric shaft, intermediate lever and rocker arm, the lift of the valve is changed. The basic camshaft profile is adhered to, but the lift of the valve is the only thing affected by the Valvetronic system.

An additional feature which enhances the level of intake air control is the variable camshaft timing control (VANOS) system. Aside from adjusting valve lift, the overlap and timing of when the valves are opened can also be adjusted. The VANOS assembly is located on the front of each camshaft and oil pressure is used to change the timing of the camshafts. This allows for greater overlap at high engine speed to produce more power and less overlap at idle for smoother engine idle characteristics and greater emission control.

Finally, a variable length intake runner is utilized to provide optimum low end torque without penalty at high engine speeds. The basic design of the intake manifold is such that a scroll shaped component inside the intake manifold can be turned to increase or decrease the distance intake air must travel before reaching the valves. A motor with an integrated position sensor is located on the back of the intake manifold to control the scroll component within the manifold (see Figure B for reference).

With all of the above components working in unison, there is an increase in power and fuel economy and all-around better engine running characteristics. I haven’t heard of any advances to this extent for the exhaust side of the internal combustion engine, but I’m sure it’s only a matter of time before something of similar performance benefit will be discovered.



Tech Tip Fix is brought to you by WORLDPAC Assist.

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Tuesday, June 10, 2008

WORLDPAC Now Stocks General Purpose Products!


WORLDPAC Now Stocks General Purpose Products!

WORLDPAC now stocks general purpose products! All items are available for order through speedDIAL or your WORLDPAC Sales Associate.

Available general purpose products include:

  • Shop Towels (cotton mechanic’s towels and paper maintenance wipes)
  • Bulk Wiping Cloths & Towels
  • Electrical Tape
  • Single Edge Blades
  • Cable Ties
  • Light Bulbs (lights, rough service and mini bulbs)
  • Duct Tape
  • Tin Handle Acid Brushes
  • Sprayers
  • Lubricants, Fluids, Cleaners and Additives
  • Protection Items (floor mat, seat and steering wheel protection, etc.)
  • Hose (fuel, vacuum and other OEM Metric and SAE sizes)
  • Hardware (fuses, clamps and electrical connectors)
  • Technical Service Manuals (Bentley Publishing in paperback, CD and DVD)
New items are arriving monthly so contact your Sales Associate for the most current listing of general purpose products available!

WORLDPAC USA: WORLDPAC Canada:
    Eastern Canada: (800) 463-8749
    Western Canada: (800) 644-9129
    Québec: (866) 663-8749
    www.worldpac.ca
Download General Purpose Products Brochure

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