It’s a way to check how healthy each cylinder is by comparing them to each other. Instead of just getting one number, it helps you see which cylinder is weaker so you can focus your diagnosis.
Here, “conventional” means the older, more hands-on way of doing the test. It usually takes longer because you have to remove parts to get to the cylinders.
Spark plugs make the spark that lights the fuel in each cylinder. For some engine tests, they’re removed so the engine can crank easier and the results are more accurate.
“Coils” are part of the ignition system that help create the spark for the engine. Shops may remove them to access spark plugs or run tests. Putting them back correctly is important so the car doesn’t develop new problems.
Sometimes customers think they only should pay if the mechanic finds something broken. But diagnostics can still be valuable even when the test is normal, because it helps rule out the most likely causes. It’s like paying for an exam even if you’re told you’re okay.
An amperage probe is a current-sensing tool used to measure electrical current without directly disconnecting wiring. In diagnostics, it can help identify abnormal draw or verify that a circuit is behaving as expected. Clamping it around a battery cable lets the technician observe current flow during starting or operation.
The battery cable is the thick wire that carries power from the battery to the car. It’s where a lot of electrical current flows, especially when starting. That’s why it’s a useful spot to measure current during troubleshooting.
A “lab scope” is a special tool that shows electrical signals as a graph. In car diagnostics, it helps you see what a sensor is really doing instead of guessing.
Term
pattern
In diagnostics, a “pattern” refers to the expected waveform or signal behavior that indicates a system is operating correctly. The technician compares what the oscilloscope shows to a known-good pattern to decide whether the diagnosis is on track.
Concept
efficiency thing
“Efficiency” here means the shop’s diagnostic process is organized so they can find the problem faster and with fewer mistakes. It’s about getting reliable answers in a reasonable amount of time.
Dorman is an auto-parts company that makes replacement parts for many vehicles. Here it’s mentioned because the speaker is associated with their training.
This means the technician confirms the problem the customer is complaining about before doing anything else. It helps avoid diagnosing the wrong issue because the complaint might be unclear or incomplete.
They’re talking about the first step in a checklist for diagnosing the car. Instead of guessing, the shop follows questions in order to narrow down the cause.
A pending code is a “maybe” problem the car’s computer noticed. It usually means the issue is happening sometimes, and the car hasn’t fully confirmed it yet to turn on the check engine light.
The check engine light is the car’s way of saying, “Something isn’t right.” A mechanic doesn’t just guess from the light—they scan the car to see what the computer recorded.
Before you start guessing, you scan the car with a diagnostic tool. The pre-scan report is the first summary of what the car is complaining about, usually in the form of error codes.
Reflash ECM means updating the car’s engine computer software. Sometimes the problem is caused by outdated software, and the update fixes it without replacing parts.
This phrase means checking the battery, the starting system, and the charging system together. If the car won’t start, the problem could be the battery, the starter, or the alternator—not just the engine.
Concept
diagnostic stop
A diagnostic stop is a moment where you stop and confirm something important before going further. It prevents wasting time chasing mechanical problems when the real issue is electrical or starting-related.
A current probe is a sensor that measures how much electricity is flowing. Clamped around the battery cable, it helps show whether the starter is drawing the expected current when the engine is cranked.
Compression testing is a way to check how well an engine’s cylinders are sealing and building pressure. If one cylinder is weak, it can point to problems inside the engine. The point here is that it’s a useful step shops can do to avoid guessing.
Concept
engine families
“Engine families” means engines that are related by design. Some newer designs are packaged tightly, so it’s harder to reach parts for testing. The episode is pointing out that access problems can make certain diagnostic steps take longer.
“Drivability” means how the car feels and acts when you’re driving it. Problems like stumbling, hesitation, or running rough fall under drivability complaints. The episode suggests compression testing can help rule in or out internal engine causes.
“Check ignition” means checking the car’s spark/ignition system to see if it’s working. If the ignition isn’t right, the engine may misfire or not start, so it’s a good place to look early.
“Pull a fuse” means removing a fuse to see if that circuit is the problem. If the fuse is bad or the circuit isn’t getting power, it helps point you to the right area to test next.
Fuses are safety devices in the car’s wiring. If a circuit has a problem, the fuse may blow, so checking fuses can quickly tell you whether power is reaching the components you’re trying to test.
NAPA AutoCare is a NAPA program that supports auto repair shops and technicians. Here, it’s mentioned as offering new training initiatives to help shops diagnose cars better and faster.
“Fast track assessments” sounds like a quicker, structured way to evaluate a car’s problem. The goal is to help technicians figure things out faster and more accurately.
A scan tool is a device a mechanic plugs into the car. It can pull up error codes and show sensor readings so the technician can figure out what’s wrong.
This is training on how to understand the numbers the car is sending. The goal is to help technicians not just look at data, but use it to make the right diagnosis.
The MAP sensor tells the car how much air pressure is in the engine’s intake. The computer uses that information to decide how much fuel to inject, so wrong readings can point to the real cause of a problem.
Inches of mercury (inHg) is a unit used to describe pressure/vacuum. Where you live changes the baseline air pressure, so the “normal” number on a scan tool can shift.
Engine vacuum is the “suction” the engine creates in the intake system. If the vacuum number is off, it can point to an airflow or intake problem, so the mechanic uses sensor data to check whether it makes sense.
This is diagnosing the engine’s real mechanical condition, like whether something inside the engine is worn or not working right. It’s about confirming what’s happening in the engine, not just reading codes.
Modern cars have computers that talk to each other. “Communications” means the messages traveling between modules, and diagnostics increasingly depends on whether those messages make sense.
GM’s VIP platform is GM’s way of organizing how the car’s computers share information. If the computers aren’t communicating correctly, you can get symptoms that look like a part failure but are actually a network/control issue.
OTA updates are “wireless updates” that your car can download on its own. Instead of going to a dealership, the car gets new software through its connection and updates itself.
Concept
programming on a consistent basis
Here, “programming” means updating the car’s computer software. The idea is that shops may need a regular process for handling these updates as they come in.
Concept
keeping it current
“Keeping it current” refers to maintaining the latest available software/firmware versions across the vehicle. While it may not fix a specific mechanical fault, newer software can improve features, diagnostics, and how systems operate.
LIVE
This is the Automotive Repair Podcast Network.
Everybody, Karm Capriotto,
a remarkable results radio at the TST Big Event, the 23rd year.
We're here in Terrigan, New York, just north of New York City.
Three incredible trainers today,
and believe it or not,
I've had a chance to interview each of them.
The last one who just got off the stages with me,
Ken Zanders from Dormant Training.
But before we jump into that,
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Just go to our website.
There's all kinds of links to get to it.
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But anyway, great way to listen to all the content
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Thanks to our great sponsors
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Find Napa Tracks on the web at NAPATRACS.com.
I am here with Ken Zanders.
Hello, Ken.
Hi, Karm, how are you?
I am great, thank you.
We've done it.
One or two multiple interviews,
I just can't remember.
One or two in the past,
I remember having dinner with you out on a summer night.
Where were we, in Philly maybe?
I think that was Philly.
In Philly?
Yes.
Just a great time with you.
I've seen your career over the years.
Way back in the day,
I was an AC Delco distributor,
so I remembered with you,
with the Delco training centers.
Yes.
And you spent what, eight to 10 years with that?
Yeah, yeah, it was pretty close to that,
about eight to 10 years.
Really enjoyed the time there,
but the travel had kind of gotten to me.
My parents were ill,
and I had to make some decisions for the family
and said, you know,
it's time to kind of get grounded a little bit
and be at home.
So you became more of an independent?
Yes.
Got it.
So we interviewed Andrew Fisher.
The whole episode was about you.
Not 100%, but of course,
I know that he looks at you
as a very important mentor to him.
We talked about that.
Yeah, we've got a little bit of a history.
His grandfather used to come to my classes.
Andrew at the time was a very young person,
and it's a testimony when you're able to touch someone
in a certain way where it builds their confidence
in becoming one of the team
in terms of the automotive industry.
Well, he almost started to cry on stage
when he mentioned your name.
And what I've learned about Andrew,
he's so humble and he's a giver.
And I think he learned that from you.
I would hope that would be the case
because if we can spread that message to people,
I think it can be a benefit for us all.
So what I know about you is you love the word efficiency.
We're talking about that so much in the industry.
And I guess that may lend itself
to why we need to have continuous education
in our industry and why there's just not enough
specialists, technicians, and owners
committed to continuing education.
It's gotta drive you nuts.
Agree.
One question that I pose to each and every participant
that'll hear me out when I do classes,
I will pose the question,
if there truly exists a better way to do something
and you ignore it, who gets hurt?
And most of them will respond right away,
well, I probably would get hurt as a technician, they'll say.
And then I'll say, who else?
Probably the owner in the shop.
I go, yeah, it's possible, right?
And I say, what about your peer?
Because if you did a technique that was a good technique
and they mimicked that technique and it worked for them,
well, now the shop's learning.
And they go, yeah, kind of put them in a corner
and I'll say, who really gets hurt though?
And they'll pause or think about it
and then I'll intervene.
I'll say your family gets hurt.
I said, because in theory, less income
is coming into the household.
And I said, if I'm wrong and I can be wrong,
I can definitely be wrong.
I said, prove I'm wrong that you're making more money
and maybe it's more money being made
with inefficient techniques.
That is a very complicated thought.
And I love it.
I think it's perfect, but I'm not sure everyone who listens,
what do you mean my family's impacted?
I think the, come over here, let's talk.
Let me explain the power of what that means
to not only the company that you work for,
well, they just pay me an hourly rate
or I'm this or on that.
Well, then maybe you need to find someone
willing to pay you for KPIs or efficiencies
that you know you have to earn by being a perpetual student
and continuing to train so that you could be
at the top of your class.
If they don't feel like they're going anywhere,
they may not see that the family is gonna be affected
because it's just the same old.
And agree.
And there have to be examples that are shown.
And probably the best example that I can think of,
ASC as an example has gotten on board
with a lot of the colleges
through their educational foundation,
where they are now suggesting that the young technicians
be taught how to do what is called
a relative compression test.
And basically it's a compression test
that's done electronically versus conventional.
Now conventional means would be to take all the spark plugs
out and get all the aesthetics out of the way
that are on the engine.
Even if he's the fastest, if he or she is the fastest
technician in the world, it still takes time.
So let's say being somewhat generous
based on what some owners may say,
is two hours enough time?
Depending on the engine family, three hours?
Let's put two hours as the benchmark.
So they go through the motions of following the steps
to run a conventional compression test.
Eight cylinder engines, got a lot of aesthetics.
They gotta move stuff out of the way.
They gotta take coils off.
They run the tests, they're two hours in.
They find nothing wrong.
Now you gotta add the time to put everything back together,
which is additional time.
Was the customer aware, would they pay?
I think the average customer,
and I can't speak for every customer out there,
but I think the average customer would say,
well, you didn't do anything.
You didn't find the problem.
Why should I pay?
And that's due to misunderstanding.
I get it.
When you go to a doctor, if he runs a test
and we pass the test with flying colors,
you still pay for the test.
But when it comes to the automotive industry,
people are not as forgiving.
They'll say right away, well, you didn't find my problem.
I think in the doctoring business, I love your analogy.
Think about it all the time.
I use it all the time.
You go for a test, it's black than white.
I mean, they know exactly what they're looking for
in this particular test.
We're gonna do a compression test.
We know what we're looking for.
And if it's negative,
doctoring has a completely different mystique
or respect to it,
which goes back to the professionalism of our industry
and our ability to say,
we've got to do a compression test
before we really find out what's going on inside.
If we find out that there's no problems,
it's still gonna cost 300 bucks to do it.
Well, this is where doing electronically
could possibly help save the shape.
If one could make the statement,
I'm gonna have you, Mr. Customer, pay less money
for the test, but I'll make more.
Now at that point, I think I would have his or her attention.
Well, what do you mean?
Well, I'm gonna run this test electronically.
And basically, I'm gonna take an amperage probe.
I'm gonna put it around your battery cable.
I don't have to take any parts of it.
I'm gonna attach it to my lab scope.
I'm gonna get this pattern that we expect to see.
I'm hoping and expecting to get a pattern.
That's a good pattern.
And at that point, I can say based on my experience,
the relative compression on this vehicle appears to be good.
Now, allowing me 15 minutes to hook up,
allowing me an additional 15 minutes to run the test,
including having a cup of coffee in one half hour,
I think we would have something viable that we could use.
Do it, baby.
This is the whole efficiency thing.
Exactly.
The profitability and the success of the shop
is what this whole efficiency thing is,
which is why our people need to have this level of training.
You're out with Dorman.
I mean, I don't know, are you ever home?
I do make it home sometime.
In fact, I'll be home tomorrow.
You will.
And how long will you be at home for a week?
I'll be home for a week.
For a week.
Isn't your contract?
You have to have time to refresh, right?
Oh my God, that is so true.
You have to have time to refresh.
I really enjoy what I do.
It gets interesting for me because as I do my homework
and research, you learn so much.
And there's nothing in writing
that'll help support it in that way.
Are you writing your own classes?
I do create content, of course, as content for Dorman.
They do appreciate what's being done
because it's live on vehicle testing.
And we're testing not good known product,
but I dare say new product.
So it kind of helps puts us ahead of the curve
in terms of our training
because we'll be talking about a subject
that maybe a lot of instructors have not mentioned yet.
You were talking to me before we turned on the microphone
about a process that you have
when you're talking to people about
overemphasizing the importance of training
and doing certain diet stuff.
Can you help us with this?
You bet.
It's a process that, in my opinion,
is a simplified process.
And my step one is nothing new.
Verify the concern.
I've actually gone to shops and I'll say,
well, what was the customer's concern?
And he'll call over to Jim.
Jim, what did Mr. Reynolds say was wrong with this call?
Oh boy.
Jim will say, oh boy, I wasn't here when it came in.
And then Walter says-
It's broken right there.
Yeah.
The whole thing, the whole process is broken.
Well, that's your breakdown right there.
Right there.
So now let's say we successfully get past question one.
We then go to question two.
I've had some very good friends and technicians tell me,
well, Kenny, why should I check for codes?
Check engine light is on.
Well, there could be a pending code.
The pending code happened for a reason.
There's nothing wrong with gathering that information
and making a note.
Do a pre-scan report.
And then last but not least,
probably the most violated step.
And a lot of technicians admit.
Step number three, you should be checking for TSBs.
Maybe that TSB might be the only fix.
If it's a code that's being set and it indicates,
you know, it tells you step one, step two,
step three on the TSB.
And if the last step says reflash ECM
and that's the end of the bulletin, that's it.
Those first three steps remind me of blood work.
You know-
Think about it.
Yeah.
You know, verify, check for codes, TSBs.
If you see a certain rating on whatever these,
God, did you ever look at blood work?
I have no idea what it means.
Oh, by the way, did you ever know that if you saw,
if you got your quest, blood work?
Yes.
You sent to you, there's question marks near it
and it'll tell you what the range
that that's the specification is.
And so you can go down there
and before you even see the doctor,
you can get happy or sad.
And I'm very old.
And I highly agree with that method.
I call that the worksheet method.
The worksheet method.
Yeah.
And so here it is.
We're looking up TSBs that could lead us
in the right direction.
In the right direction.
And, wow.
And check for codes.
You say there's six of these, there's three more.
What's number four?
Well, there's one more I want to add,
but I'll call this a subset.
All right.
Step.
Let's make it maybe a three A.
Check starting, charging.
Check the battery, starting and charging.
If I don't have a good source.
That's the basic.
Yeah.
And many of your scan tools will assist in doing that.
I own a particular scan tool
where there's a module that you attach to the scan tool.
And it has software in there
where it'll run battery starting charging.
And it's a done deal.
So now I get past that.
I've got a good source.
I've got a good starting system.
I've got a good charging system.
No matter what, I'm going to check engine mechanical.
Cause it just makes sense to me.
If I've got an engine, it's not a good engine.
My opinion, the diagnostic stop
because I need a good engine before I can go any further.
How are you going to determine that?
Well, we're going to run the test electronically.
A current probe is placed around the battery cable.
The current probe is then attached to a laptop with software.
We crank the engine over.
You're setting the engine up where it doesn't start,
but cranks, you'll get a particular signature
on the lab scope.
And then based on your experience,
you'll make a decision as to whether that signature
pattern passes or fails.
To show you that it has is significance at a high level.
I remember seeing a presentation done
by the ASE educational foundation,
which is the accreditation process
for automotive training programs across the country.
And they are prompting those schools
to teach relative compression testing, no matter what.
It just makes sense.
These engine families have become very difficult
to get to things.
A lot of aesthetics are in the way.
To be able to run that test on an engine
where it's difficult to get to components
without having to take a lot of items off the vehicle,
that speaks volumes.
Once you are comfortable running that test,
you may be a half hour, 45 minutes in at best.
Versus if you did it conventionally,
you might be an hour, two hours in.
And then only to find out the compression is good.
Is this process necessary for drivability or check engine?
I would say absolutely, it just makes sense.
It's a makes sense process.
Common sense, number five, check ignition.
Check ignition.
I route the person to ignition because by checking ignition,
that can be another area that could be fairly quickly accessed.
Maybe you could pull a fuse,
you can look at all the coils on that one circuit.
There could be various ways to access
ignition related information
and also determine in your opinion
if everything is good or bad.
And of course, check what fuses too.
I mean, I think you just mentioned that.
Absolutely.
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That's why NAPA AutoCare is excited
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Then comes accelerator training program
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It compresses years of technician development
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Are we, as an industry, we've got scan tools
inside the shop and the owner buys them?
Are they making a stronger commitment
that at least a diagnostic specialist inside the bays
knows that piece of equipment in and out?
In my opinion, I wish there were more data
interpretation class.
And what I mean by that, how to interpret the data
and then challenge the technician
on his or her interpretation of the data.
One question I always pose in my classes,
looking at a map sensor, MAP sensor.
Yeah.
I tell him, I say, well, let's say we're both
looking at the scan tool together.
And we look at the scan tool and for the map sensor,
it literally says 10 inches of mercury.
Well, right away, the technician in many cases
will go off the scales.
Wait a minute, Ken, I live in Chicago.
I need to see a vehicle with 18 inches of mercury.
I say, really?
And he'll say, yeah, that's what I'm used to saying.
He says, if you're seeing 10 inches on the scan tool,
something's wrong.
Well, then we'll talk further only to find out
that the 10 inches of mercury on the scan tool is accurate.
Now, then I go on to explain.
I said, well, there's a formula that I'm going to give you.
I need you to take barrel, whatever the barrel information
is, minus the map information.
And then we're going to let that equal engine vacuum.
Let's for a moment pretend we have a perfect vacuum.
And we'll use 30 inches of mercury.
30 inches minus 10 equals 20.
Now, again, picking on Chicago, if you got an engine
in the service bay with 20 inches of mercury,
that's a phenomenal number.
So you cannot look at every individual number alone?
No, no, I would always kind of look at the data
and do my best to interpret that data appropriately,
because that's going to help me make some good decisions.
See the same old people in the classes?
And I don't mean old.
I mean, but the same people in your classes around the country?
It depends.
They have us going so many areas now.
I may be making an area maybe once or twice a year.
And I got to be honest with you, when I do come back
that second time, I do have a crowd that's
very open to what's being said.
They're willing to listen.
But at the same time, I challenge them.
It's a friendly challenge.
Hey, you're more than welcome to disagree.
But go to the service bay, go in the bay, and put it to the test.
Start applying.
Yeah.
And if there's something you disagree with or say,
hey, I don't think this works for me, then let's talk about it.
Because now you're opening up a debate,
and you have no information to support what you believe.
What classes are you teaching now, Ken?
We're doing classes on automotive lab scopes.
I'd love to see us evolve to doing some classes
with more concentration on engine mechanical analysis,
ignition, fuel systems, definitely
what they call communications.
Because communication interpretation
is starting to change dramatically.
We did a class today here at TST on the General Motors VIP
platform, which stands for Vehicle Intelligence Platform.
And just prior to coming here this week,
I had a chance to speak to some friends who work at a GM
dealership.
And when I was posing a question,
hey, have you heard of the VIP platform?
I said, well, what does it mean when someone says,
what is VIP in reference to General Motors?
And he responds.
He says, I think it's a way of just the way
the modules talk to each other.
And I respond.
I said, do you feel that's a sufficient explanation?
And he'll say, well, no.
And I'll say, so we need to do some homework, right?
And he agrees.
So we're kind of working together as a team
to do the homework and offer some better understanding.
I hope you all listening here or watching us
realize that Kenny never asks a question that
has a very simple answer to it.
No.
I love the fact that you constantly
challenge a person's think.
Well, we have to.
And it helps us all.
Because right now, I was speaking to some friends about it.
And they go, VIP, VIP, I've never heard of it.
I've never.
And they started resurgent.
They started going to the internet.
They started going to service information.
They started making notes.
These guys are self-training.
What are you even asking them?
When you said that in today's class,
did you have a lot of blank stares?
No.
Guys started getting on their phone researching.
Oh, they did.
Oh.
They sure did.
Right there.
They sure did.
And then they were listening.
Because we had mentioned of something
that they call OTA over the air updates.
The average consumer, he'll get a request on the dash
or on the radio.
Hey, we want to do an update.
He responds yes.
He or she responds yes.
They updated over the air.
A lot of technicians, very good technicians
are concerned, well, how will this affect my business?
I do programming on a consistent basis.
Customer doesn't have to go to the dealership for any of that.
He can do it right home in his garage.
Provided all the conditions are set right.
That's not going to solve a problem that the vehicle has.
It's just going to keep it whatever current means.
Well, there's a lot to be said for keeping it current.
And for them to be able to do that over the air
as they say, I think that's a significant moving
forward for the manufacturer.
It's not just GM doing it.
There are other manufacturers that are doing it as well.
Even with some emissions programs,
I was talking to a gentleman that has an emissions program
in his state.
They will actually look up to see
if there's any updates that the vehicle needs.
And if that vehicle has not had that update,
they will not test the vehicle until that update is done.
Sounds smart.
Yeah.
So it's going to be a change in lifestyle for all of us.
If we're not paying attention to this evolving technology,
we're going to be so far out to your point.
The success that you want to have
has to come from your continuing education.
I love the whole.
Who you're affecting.
Ultimately my family,
because be the main breadwinner or not,
you're still part of the monies that need to be created
so that you can live a lifestyle
that at least pays your bills,
you can put somebody away.
And do owners, enough owners,
and I'm speaking to you owners who are listening,
appreciate that you're feeding all these families,
all these mouths and these families.
And if you do, then what are you doing
about continuing education and all the 50 different things,
the good strategies of a good CEO has to make.
But here we're at a training event
and the education not only for a leadership and CEO
and process and systems education,
but we're talking about basic core high tech,
how the vehicle works training.
Absolutely.
Each shop, and again,
this is just someone speaking from the outside in,
I'm not an owner,
I'm not a business person by any means.
But I do look at things that make sense.
There's nothing wrong with having
a training game plan for the year.
Even if you don't make it,
even if you don't go, even if nothing happens,
at least there was a training game plan.
Yeah.
When there's no game plan, life gets in the way.
So what bothers the hell out of me
is when I talk to owners and I say,
so what classes have you sent your people to,
be it leader led, be it lunch and learns,
and all the different components
of great continuing education.
They say, well, my people won't go.
And then the next question that I ask,
and I know it's very sarcastic and facetious.
I say, who owns the business?
And when, but then I get down into the weeds,
listen, we had this thing,
we were going to do a Friday, Saturday,
you know, Kenny Sanders will come into town,
blah, blah, blah, all that.
They still can't because there's so much going on in life.
And so much scheduled.
Where are, where is that bridge
that the commitment to training is you gotta have 40,
we want 60, there's all these different components.
I will pay for training, all of this stuff.
The business in my opinion,
just my opinion is not going to survive
if we are not tackling this high tech training initiative
that our people who are responsible
to make us the money in the base efficiently.
Let's bring that word back.
Yes.
And it may take a year or two
to bring the culture of continuing education
into a business, especially if the owner gets pushed back.
No, I agree.
There's nothing wrong with at least attempting to plan ahead
and then learn from the, you know,
whatever mistakes are made along the way.
For instance, if I start, let's say 2027
as a year of learning, okay.
Maybe the first six months you don't push,
but let's say over that six month period,
you notice John is having a problem
with putting diagnosing certain drivability issues.
Maybe a class could be put together
when things maybe slow down,
maybe they slow down during the summer months.
I don't know when, but find a time
where people can make a commitment
where you can put the excuses aside.
Well, John, it's January.
In August of this year, we're looking at doing some training.
Oh, I'm on vacation in August.
Okay, what week are you on vacation, John?
I don't know yet.
Can you talk to the family?
Maybe give me some insight, John,
because we really need to do this.
John, how about if we carve out three hours
on the other three weeks
that you're not gonna be on vacation
and do this lunch and learn program that's coming up
with that I know Zanders is gonna do.
And you gotta listen to this guy.
He's gonna help you.
Well, we're trying to plan ahead, John.
Can you work with us?
I know, exactly right.
Because you know, John,
we're committed to continuing education.
We need this in our business.
Again, efficiency, we need to make
the right smart kind of money
that will sustain this business,
your salaries and the incentives that we work on
and all the things that we have to pay
to keep this lovely business open.
And a lot of shops are shifting the approach.
Some are even soliciting the independent instructors
and saying, hey, can you come in,
do a session at our shop
versus me sending maybe three or four technicians
to California to participate in this big event.
Maybe I'm averaging $2,000 per tech.
You could go down to 1,000 by bringing somebody in.
And we talked about it with Keith Perkins
and with Andrew Fisher, this identical concept.
And as I told both of them,
I thought that was the future of high quality,
great content absorption.
Because of the intimacy of it,
that you're right there shoulder to shoulder,
somebody's not gonna be afraid to ask you a question
in a setting like that rather than 60, 90 in a room.
I think it would be a great way
to promote someone's moving forward.
It would be a great way to plan ahead.
It would be a great way to set goals.
Because if we're constantly on the run,
how can we plan ahead?
How can we set goals?
Before you know it, the full year is out.
You're like, man, we didn't get anything done.
You know what?
You just said three words that's a mouthful.
You said on the run.
Yes.
And to me, that describes people
that are behind the eight ball.
Oh yeah.
That haven't done a lot of things right
and are just existing in a matrix.
I don't wanna go crazy, but you know where I'm going.
They're always on the run.
Let's fix this.
What happened?
Oh, don't do that again.
And what about this?
Oh, fix that over here.
Turn the lights on.
Get this.
It's like move the battery charger.
There's, it's on the run, I guess to me means chaos.
That is chaos.
I literally, there's a shop that I visit frequently.
They're very good friends.
But the way they repair cars is somewhat scary.
You talked to them.
You talked to us about them at dinner in Philly.
Remember that Tracy?
Oh yeah.
Yeah, you did.
And you were said, God, I love these people,
but they just can't.
Oh, they, I went there the other day.
All it takes, all it takes is the mention of something.
What do you think?
Well, I think it's the crank sense.
You turn around, the crank sense has been already replaced.
Wait a minute, what's going on?
We were just talking about it for a minute.
Why did the crank sense come out?
Cause you're all knowing all seeing.
No, no, anybody can walk in and say that they're on it.
It's just crazy, it's chaos.
The way they look at it, it as well.
I'll play devil's advocate.
I'll look at a list of possibilities
and service information.
I'll go down that list.
Eventually, probability may work in my behalf and I'll win.
But you're going down a grocery list.
How is that efficient?
And they'll look at me and they'll say,
well, Kenny, we gotta make money.
How are you making money?
No, you're not.
I think that's the misnomer here.
It is not, replaces many top end things
that we think are right.
And you know what?
Customers willing to pay, so we're fine.
I'm sorry, ethically, I believe
that's the wrong way to approach it.
I do as well.
And I do my best to try to get them to listen to reason
and you're gonna get to some and some you're not.
But the ones you are able to get to see another way
or change the mindset, that's the reward.
You are one of the wisest men that I know.
Just an enthusiast who went too far.
I love it.
Ken Zander's dormant training.
Thanks for being here, man.
Thank you.
Thanks for being on board to listen and learn
from the Premier Automotive Repair Business Podcast,
Remarkable Results Radio.
Get your episodic education on the ARPN listening app
at automotiverepairpodcastnetwork.com.
Also enjoy the podcast
on our Carm Capriato YouTube channel.
Carm is all for advancing
the professional automotive service industry.
Until next time.
About this episode
Modern auto repair is framed as a shift from guessing to repeatable diagnostics, backed by training, measurable shop processes, and better customer communication. The hosts walk through a workflow that starts with “Verify the concern,” checks pending codes, searches TSBs, and then moves into targeted tests like compression and electronic current probing. They contrast slow conventional methods with electronic relative compression and lab-scope patterns, and stress that continuing education—plus tools like immersive training and AR tech assist—keeps shops efficient, profitable, and ethical.
Recorded live at the 2026 TST Big Event, Carm Capriotto sits down with automotive trainer Ken Zanders to discuss the importance of ongoing technical education, building efficient diagnostic processes, and adapting to rapidly evolving vehicle technology. Ken explains why too many shops still rely on a chaotic “grocery list” approach to repairs and how a structured diagnostic strategy can dramatically improve technician efficiency, profitability, and customer trust.
The importance of following a structured diagnostic workflow instead of guessing and replacing parts.
How electronic relative compression testing with a lab scope and amperage probe can reduce diagnostic time from hours to minutes.
How modern vehicle technologies like GM’s Vehicle Intelligence Platform (VIP) and Over-The-Air (OTA) updates are changing diagnostics and repair procedures.
Why continuous education is no longer optional for automotive professionals working on today’s advanced vehicle systems.
The biggest takeaway from this episode is that repair shops cannot afford to operate in constant chaos and guesswork. A reactive “grocery list” approach to diagnostics leads to wasted time, unnecessary parts replacement, lower profits, and poor customer outcomes. To succeed in today’s increasingly complex automotive industry, shop owners must create a year-round training strategy that helps technicians diagnose efficiently, think critically, and continuously improve their skills. Structured processes, modern testing methods, and ongoing education are no longer advantages; they are necessities for survival and growth.
NAPA TRACS will move your shop into the SMS fast lane with onsite training and six days a week of support and local representation. Find NAPA TRACS on the Web at http://napatracs.com/
