Bodyworx 10#2

Indy Gopaul gives it his all in every one of his ultra-unique builds. Read all about his coolest cars—including a police car turned dragster— in this issue’s cover feature.

FEATURES

24 GREEN GAS Gas, but without the emissions. Learn all about E-Fuel.

27 IN FOR A SHOCK

Don’t be scared of the electric switch —a lot of what you hear about working with EVs is hearsay. Check out the most common battery misconceptions— and learn how to spot damage.

32 A DAY IN THE LIFE

How a nationally-ranked refinisher trains for painting perfection. Dorien Lozeau shares a glimpse into his training schedule.

04 PUBLISHER’S PAGE by Darryl Simmons

34 FINAL DETAIL by Allison Rogers

AUTOBODY AUTOMATED

FEAR NOT, THE FUTURE IS EXCITING

BY DARRYL SIMMONS

If you didn’t understand artificial intelligence two months ago, you surely have a better understanding now. AI language models like ChatGPT have made sure of that.

The adoption of artificial intelligence has been rapid, particularly in the last two years. If you need any proof of that, look to how ChatGPT has gripped the world in the last two months. People are using it for everything from simple grocery lists to writing thesis papers (albeit ones with poor syntax and generally basic argumentative points).

doors for those on the production floor. Increased efficiency; heightened productivity and so much more.

PUBLISHER

Darryl Simmons publisher@collisionrepairmag.com

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Allison Rogers | allison@mediamatters.ca

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Yvonne Maschke | yvonne@mediamatters.ca

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Gloria Mann 647.998.5677 | gd.mann@rogers.com

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Ellen Smith 416.312.7446 | ellen@mediamatters.ca

Collision repair has been known to be a generally recession-proof business. But are we AI-proof?

There’s always been a looming fear around the adoption of artificial intelligence. The robots are taking our jobs! Collision repair has been known to be a generally recessionproof business. But are we AI-proof?

AI is already revolutionizing the trades by taking over monotonous manual tasks that were once done by humans. One day it’s a Roomba replacing the guy who’s always sweeping; the next, it’s an automatic welder pumping out perfect welds in half the time it takes a highly skilled tech. Certain OEMs have mechanisms that can paint entire cars—even perform precise pinstriping. Top-notch, automaker-approved welders now come with an auto-weld setting.

Artificial intelligence also has the power to target auto repair jobs at the root—in assembly, that is, detecting flaws that previously went undetected until reported on the consumer front and marked for recall, and ultimately repair or replacement.

None of this should scare you, though. There are countless ways that AI can open

Virtual reality headsets are one breakthrough way that AI is transforming the trade. MercedesBenz revealed in 2019 that its service techs could use the Microsoft HoloLens 2 to guide them in repair procedures. Colleges across Canada use Oculus headsets to train students on welding or spraying, giving them a feel for muscle memory and a basic understanding of the process. At recent Skills Canada regional competitions, providers brought the tech out for high schoolers to try— how many of those students would have been offered the chance to try a spray gun otherwise? I can’t remember the last time I saw a spray booth handing SATA guns out to kids at an industry event.

AI will not replace all jobs in the collision repair industry, and no one has ever said that it will. Real, living collision repair techs, painters and automotive professionals possess skills that cannot be replicated by machines—problem solving, adaptability, creativity…to name a few. These technologies will not replace jobs, but they will change the nature of our industry. And it’s our duty to be prepared.

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MARKETING COORDINATOR

William Simmons | william@mediamatters.ca

SUBSCRIPTION

One-year $25 / Student Discount is 10% Bodyworx Professional ™ is published quarterly, and is dedicated to serving the professionals of the collision repair industry. It is published by Media Matters Inc. Material in BodyworxProfessional™ may not be reproduced in any form without written consent from the publisher. The publisher reserves the right to refuse any advertising and disclaims all responsibilities for claims or statements made by its advertisers or independent columnists. All facts, opinions, statements appearing in this publication are those of the writers and editors themselves, and are in no way to be construed as statements, positions or endorsements by the publisher.

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REFINISHING REPARATIONS

Mike Anderson’s most recent “Who Pays for What” report has been released; this time with its sights set on the use of invoicing systems for material costs. This latest report from the CEO of Collision Advice builds off findings from a 2021 survey that found about half of bodyshops used a flat hourly rate model to bill for the cost of materials during refinishing work, while only about 19 percent used a materials calculator or invoicing system. According to Anderson, the portion of shops using these systems has remained largely unchanged, however, more than 40 percent of shops now report using a mix of flat rates and materials calculating, up from 32 percent in 2021. “I think this is due to the multiple increases in paint prices virtually all shops experienced since we last did this survey in January 2022,” he said. Results from this most recent survey showed that the most significant change was to payment for two-tone work, which experienced a 5.9 percent drop to a total of 75 percent of shops who report “always” or “mostly” being compensated for such work. “It would be interesting to know if [the compensation decline] is because shops previously included this under second colour set-up and now they separate it out, or if there is insurance pressure as part of virtual reinspections,” Anderson speculated. “All of the paint manufacturers have bulletins on the need to denib or finish sand or buff, often noting [as the AkzoNobel statement reads] that, ‘It is not likely that a repair can be made that is completely free of surface defects,’ and that it is [as the Axalta statement reads] ‘a normal and necessary operation for both OEM manufacturers and collision repair shops.”

COST CRUNCH

“Some automakers, like Toyota, Lexus, Nissan, and INFINITI, also have statements that processes (such as denibbing, finish sanding or buffing) are necessary even at the manufacturing plant as well as at body shops,” noted Anderson.

Automotive industry research firm IMR has released survey results from independent automotive repair shops, with nearly half of all shops expecting challenges sourcing affordable parts and a third expecting difficulties finding qualified and responsible technicians. This survey was conducted through January 2023 with 500 independent automotive repair shops across the United States, inquiring about the challenges they expect to see this year and in the near future. The most commonly reported issues of 2023 were finding affordable parts at 45 percent, finding qualified and responsible technicians at 33 percent, staying current with diagnostic and software updates at 22.8 percent, and getting parts on time at 22.4 percent. Parts sourcing and shortages as a reported issue fell to a reported 11 percent from 35.8 percent in 2022, while problems with customer retention fell from 31.8 percent in 2022 to 16.2 percent in 2023. However, finding affordable parts became a more common issue, rising from 35.8 percent in 2022 to 45 percent in 2023. Finding good, knowledgeable and motivated technicians had a moderate but steady increase, growing from 29.2 percent in 2019 to 33 percent in 2023.

IMR’s list of top challenges facing repair shops in 2023. On average, shops with one to three bays reported 2.1 challenges, shops with four to seven bays reported 2.3 challenges and shops with more than eight bays reported 3.3 challenges.

TECH TRENDS

DRIVE YOURSELF

In a move that diverges from the path of fellow legacy automakers, Ford announced in late March that it has withdrawn its petition to the National Highway Traffic Safety Administration (NHTSA) to develop Level 4 autonomous driving systems. This decision coincides with the shuttering of Argo AI, a joint Ford-Volkswagen AV development firm, in October. “As evidenced by the planned shutdown of our autonomous driving system (ADS) partner Argo AI, we believe the road to fully autonomous vehicles, at scale, with a profitable business model, will be a long one,” Ford wrote in its February 13 letter to the NHTSA. Prior to this decision, Ford was seeking approval to deploy up to 2,500 autonomous vehicles annually.

SENSOR CENSUS

Some deeper analysis of Tesla’s October decision to cut ultrasonic sensors from its production lines shows that the cost-cutting measure from the leading EV brand is not as foolhardy as initially perceived. Tesla’s decision to put its faith into its proprietary computer vision software, Tesla Vision, instead of the industry standard combination of LiDAR, radar and cameras made it an outlier. Recent evaluations of the technology, however, including a 2019 research paper from Cornell University, show that the stereo cameras that Tesla uses in place of other systems “could be capable of generating a 3-D map of nearly equivalent quality to that of a LiDAR system.”

BRAIN CUSHION

An engineer at Honda has been honoured with the U.S. Government Award for Safety Engineering Excellence for his work on creating a “groundbreaking” passenger air bag system with proven life-saving capabilities. Eric Heitkamp, alongside eight others, was recognized at the National Highway Traffic Safety Administration’s (NHTSA) Enhanced Safety of Vehicles conference, held in Yokohama, Japan in early April. Heitkamp’s design, which Honda describes as functioning like a catcher’s mitt, was directly aimed at mitigating brain injuries caused by traffic accidents. Where a conventional side airbag may see a passenger’s head rotate and slide off, Heitkamp’s system effectively catches, cradles and protects the head, according to Honda.

“The new airbag operates something like a baseball catcher’s mitt, with an uninflated panel first catching and decelerating the occupant’s head with less force, while also directing it inward between two inflated chambers to cradle and protect the head,” read Honda’s press release.

STRESS TESTS

Transport Canada offered a rare peek behind the curtain of its Motor Vehicle Test Centre in Blainville, Quebec, recently, showing off on video the many safety scenarios the federal regulator can play out on its controlled campus. At this facility, Transport Canada uses traffic lights and mock intersections to test out the advanced driver assistance systems (ADAS) currently at work on Canadian roads. The data collected at the test centre then informs much of Transport Canada’s decision-making, largely in the form of safety recalls.

From a cost perspective, Tesla figures it can get essentially the same result with a $5 camera as with a $7,500 LiDAR system, so the decision becomes pretty clear.

In Transport Canada’s video, a senior crash avoidance research engineer reminds viewers that “(ADAS) have limitations. It doesn’t work everywhere and can be affected by the angle of the sun, if it rains or if it snows.”

TRAINING

PLASTIC SURGERY

CARSTAR Canada welcomed its members to the company’s Hamilton, Ontario, headquarters in early February for an exclusive training session with Polyvance. The plastic repair training was conducted by John Wilburn, the head instructor of plastic repair and refinishing at Polyvance. The day began with a classroom learning portion, presented by Bill Davidge of CARSTAR Canada, but after lunch, the students were let loose into the company’s training bay, where a bundle of busted plastic parts awaited their eager hands. Wilburn demonstrated a few repairs, first drilling out a divet for the plastic to fill, before demonstrating proper techniques on a variety of parts for the audience.

TRADES FAST-TRACK

Grade 11 students in Ontario will now be eligible to enroll in full-time skilled apprenticeship programs. With this new decision, students looking to pursue a trades education may now opt to begin a full-time apprenticeship program in Grade 11, and upon earning their Certificate of Apprenticeship, apply to receive their Ontario Secondary School Diploma as mature students. Along with this move, the Ontario government is also currently in consultations to lower the entry requirements of the 106 recognized trades that call for a Grade 12 education, in the aim of filling seats in the province’s woefully under-attended skilled trades classrooms.

It wasn’t long before Wilburn handed the nitrogen plastic welder to attendees of the training session, which included a fairly even mix of insurance partners and collision repair centre owners and staff. All parties were given a chance to test their skills under Wilburn’s watchful eye.

EARNED RETURN

Are you a Nova Scotian under 30 years of age, who has paid your taxes this year and are working in the trades as an apprentice or a certified journeyperson? If so, you’re in luck as the province is returning up to $50,000 of income tax to people in this specific group. According to a government press release, the More Opportunity for Skilled Trades and Occupations (MOST) Tax Refund aims to attract and retain youth to work in Nova Scotia in industries experiencing labour shortages, with refunds available for the first $50,000 of income tax paid by workers who meet the aforementioned requirements. Auto body and collision technicians, automotive glass technicians, automotive refinish technicians, automotive service technicians and AST-service centre technicians are eligible, among others. Additionally, prospective applicants for the MOST tax refund must have filed their 2022 income tax return with form NS428 and received a 2022 notice of assessment.

HELP WANTED

Skilled Trades Ontario is inviting subject matter experts to develop standards and examinations, along with the support of the Standards Industry Advisory Committees to review exam content, skills competencies and learning outcomes. Selected participants will go on to contribute their expertise through in-person or online workshops and online surveys.

Skilled Trades Ontario is seeking experts working in their sector who have up-todate, technical knowledge or experience in their trade, scheduling flexibility, the ability to support program development specialists and good communication skills.

According to the government’s press release, the Ministry of Education is working to recognize up to 30 credits required to earn the Ontario Secondary School Diploma (OSSD) for individuals with a Certificate of Apprenticeship or equivalent.

ELECTRIC VEHICLES

ALARM BELLS

According to the chair of the U.S. National Transportation Safety Board, the sheer weight of EV battery packs makes the average EV weigh significantly more than many personal vehicles, particularly for electric SUVs and pickups. The increased weight may mean EVs protect their occupants well—which means the opposite for pedestrians, cyclists or drivers in smaller cars. With some OEMs switching to lithium-iron phosphate batteries, which are even heavier than the current industry-standard, have some analysts more concerned for the severity of future accidents. “I’m hopeful that some of these vehicle masses don’t keep going up and up,” said the VP of Vehicle Research Centre at the Insurance Institute for Highway Safety.

HOLDING A CHARGE

According to an industry study from Recurrent, most electric vehicle batteries are still in their original cars. The company took data from 15,000+ EV owners to uncover that, when recalls are removed from the equation, Nissan LEAF models and Tesla Model S vehicles see the highest number of battery replacements, on average. The Nissan LEAF and Tesla Model S are two of the oldest models in the fleet tracked by Recurrent, said the site, so it makes sense they would have the highest number of battery replacements. When recalls on the 2017 Chevy Bolt and 2019/20 Hyundai Kona are taken out of consideration, Recurrent found that, the older the vehicle, a battery replacement was more likely. Non-recall replacements are the highest in the 2013, 2013 and 2015 Tesla Model S and the 2012 Nissan Leaf.

PEAK REGISTRATION

New data from StatsCanada says that, even though zero-emissions vehicle (ZEV) registrations fell in the last quarter of 2022, the total market share of ZEVs across Canada has increased nearly one percent. There were 27,754 new battery EVs registered in Q4 2022, making up eight percent of vehicles sold in the quarter. In Q3 2022, 29,376 EVs were registered—which actually represented less of the total market share at 7.4 percent of total vehicles registered, due to higher overall registration numbers in the quarter. There were 5,645 new plug-in hybrid vehicle registrations in Q4 2022, representing 1.6 percent of the market share.

GLOBAL NUMBERS

A report from the International Energy Agency says that EVs will account for 18 percent of car sales globally in 2023, growing from just four percent of global car sales in 2020. The Financial Times reported in April that global EV sales had already crossed the ten million mark. If these predictions turn out to be true, the Energy Agency believes oil demand could be reduced by more than five million barrels per day, globally.

TESLA’S PRICE TAG

Tesla has plans to use cheaper, iron-based batteries in electric semilight trucks and future passenger cars, the OEM announced in late March. Tesla currently uses nickel-based batteries but could switch to the generally cheaper lithium-iron phosphate battery in future models, according to the OEM’s Master Plan Part 3 paper. The proposal outlines the use of lithium-iron phosphate batteries in “short range” heavy electric trucks Tesla calls the “Semi Light”. Tesla intends to use the battery tech in the Model Y and Model 3 eventually, though it has not provided a timeline.

The average weight of electric vehicles has industry safety experts worried for accident severity.

EV Battery Replacements by Model Year, from Recurrent. The spike in 2017 is due to recalls on the 2017 Chevy Bolt; the 2019 spike can be attributed to the Hyundai Kona recall affecting 2019 and 2020 models.

MODEL Y WAVE

A cheaper rear-wheel drive Model Y variety is headed to Canada, and it’s coming from Shanghai, China-based production lines, Reuters reported in April. The incoming delivery of Shanghai-built Model Ys were sold for approximately $10,000 less than the long-range Model Y equivalent. The delivery marks the first official connection between Tesla’s largest and most cost-efficient gigafactory and the North American market.

replied, “False,” in a tweeted response.

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CAN YOU BELIEVE THIS?!

CAN IT STEER? STICKY SALESMAN

Ever wondered if a roll of toilet paper could steer a car? What about a Panasonic flat-screen? Or a bottle of water? Instagram user @dejonsvids has made it his mission to answer those often-asked questions, with a whole portfolio of videos where the steering wheel is replaced by, well, anything but. He’s confirmed that a roll of TP can steer a car—as can a freshly-sharpened kitchen knife, a plastic clothes hanger, a box of tissue and much, much more.

Back in November 2022, a Brampton, Ontario driver was pulled over in a barely-driveable BMW that appeared to be held together by duct tape and determination. When police questioned why the driver—who had a suspended license, no insurance and six other violations on record— he said he was simply en route to sell his car, so no problems here.

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Seriously, there’s so much more on the @dejonsvids Instagram page.

We hear he’s selling…any takers? (PHOTO: OPP Highway Safety Division)

WE ARE INFINITE

Sometimes it’s not enough to simply crack a window—you’ve got to stick your whole body out the sunroof to truly satisfy the urge for fresh air. Whether you relate or not, someone does, as Ontario police caught a woman cruising at 100 kilometres per hour with her entire body sticking out the sunroof. She stays in the position for the entirety of a 30-second clip posted to Twitter…so we know she wasn’t sneaking a quick fix. All in all, she was charged with not wearing a seatbelt.

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ACCUWELD®

PULSE

We wonder how many flies she caught. (PHOTO: OPP Highway Safety Division)

WHEELY BIG

You know what would make a Tesla a whole lot better? 10-foot wagon wheels. The members of YouTube channel WhistlinDiesel clearly felt the same, ‘cause the crew posted a video of a Tesla Model 3 outfitted with 10-foot wagon wheels back in mid-March. The overarching goal of the project was to flip the Tesla completely upside down while maintaining drivability—a feat achieved in the full 13-minute video.

The final stunt of the video features the car rolling downhill at full speed.

A KING OF THE CRAFT

INDY GOPAUL IS FOREVER INSPIRED BY AUTOBODY

BY ALLISON ROGERS

For Indy Gopaul, each car build is a bit like a marathon.

He may run into challenges along the way—whether he’s running a race or completing a complex build for a customer—but, no matter what, Indy never stops running.

“I started track and marathons when I was 16. And, when you run track, your mentality is different. You’re extremely disciplined. You train hard. Everything you do is to win.”

Today, Indy is the owner of his own collision repair and customs business, ProColor Scarborough West—a.k.a. Indy’s 101 Customs. Born and raised in Trinidad, Indy has long had a love for cars, but his first taste of the business came at the age of 14, when he began working at his uncle’s shop in Trinidad.

“Mostly weekends and summer holidays, to keep me out of trouble,” Indy told Bodyworx Professional. “And I loved it—learning all the different aspects of car repair, from primer and paint through to transmission.”

It didn’t take Indy long to find his favourite part of the job.

“Painting was always my favourite. I was always interested in colour. Even as a small kid, I was fascinated by the colour wheel. How you could add a little of one colour to another and make something entirely new. And then, when I came to Canada, seeing all the different sparkles and add-ins…it was just incredible.”

He’s taken his craft seriously since day one. When Indy first decided he wanted to

“Every time I paint, I have an attachment to that car. I see every inch of that vehicle. I just fall in love with it.”

— INDY GOPAUL OWNER, INDY’S 101 CUSTOMS

dive head-first into the world of car painting, he took a second job at a quieter shop.

“I used to work from 8 a.m. to 5 p.m., then again from 6 p.m. to 2 a.m. The other shop did rental cars and wasn’t as busy. They allowed me to do body prep and paint, so I got to practice everything. I’d work six, maybe seven days a week and had my full-time job.”

Later, a neighbour started importing body kits, so Indy hopped at the opportunity to work on tuner cars.

By the time he came to Canada at 21 years old, Indy had a solid set of skills behind him. He’d sprayed all kinds of paint—lacquers, single-stage, enamels, urethane base, clear solvent base and, of course, waterborne. He started his career in Canada by working in a bodyshop in Markham, Ontario, and stayed there for about seven years before moving on to a dealership.

Eventually, he took a try at his own operation.

“I opened a small shop, but it didn’t pan

out. The next time I tried, I partnered with someone else, and then that didn’t work out, so I went back to work for my boss.

“Finally, I tried again for the third time—and something just clicked. I was always serious about my own business, but the timing was just right that third time, and I had the experience and the practical skills and it all came together.

Indy’s business began as an at-home operation, where part of the operations were worked out of his garage.

“That’s where the 101 comes from, in Indy’s 101 Customs,” he explained. “It was my address.”

He kept his full-time job for two years, but his personal operation was booming. What started from his home address soon grew to a 1,000 sq.-ft. shop, then to a 2,500 sq.-ft. facility, then to a 10,000 sq.-ft. bodyshop.

“I was just looking to satisfy customers— that’s all. People wanted things done and I knew I could make them happy.

“Some owners are in this business to make money—and that’s fine. That’s their thing. But I’m here because I truly love cars—I still act like a little kid around them. My style is more like, I hire people to keep me in line.”

It’s Indy’s clear passion, authenticity and care for the customer—as well as his enormous talent—that keeps his docket filled to the brim, spraying colour on far more than just cars.

“The first person that really put my name out to the big, big clients—he was from a design company that’s really big in the entertainment and tech industries. He knew someone that was looking for a painter for a project. They’d asked a bunch of people from different countries, and nobody gave them the expertise they wanted to know. So, I broke down how the process could work for them using fibreglass, wood, plastics, metal… anything, really.”

Despite working for some larger-than-life clients, Indy keeps a clear head and gives

“The work I do is a representation of my pride, joy, character, effort, energy—it’s everything to me. Each of my jobs shows what I am on the inside.”

— INDY GOPAUL OWNER, INDY’S 101 CUSTOMS

Indy estimates that he’s had his hands on approximately 15-20 cars per week for the last 30+ years. That translates to more than 20,000 cars.

every one of his jobs the same keen attention he believes they equally deserve.

“Every time I paint, I have an attachment to that car. Everyone else in the world will be at home sleeping—meanwhile, my hands are on the car. I see every inch of that vehicle. I just fall in love with it.

“I believe the work I do is a representation of my pride, joy, character, effort, energy—it’s everything to me. Each of my jobs shows what I am on the inside.”

Despite feeling a connection with each everything he paints, Indy never lets himself get hung up on a job. He still takes every single opportunity as a chance to grow as a painter, even after 30 years of experience.

“Halfway through a job, I’m already thinking about the next one. Thinking about what I’ve learned and how I can make things better the next time around. I take the experience I gained from the last job and apply it to the next—I’m continuously chasing…something, whatever is it I’m chasing!”

And you can bet Indy won’t stop running.

“I get calls from old friends and they’ll ask, ‘Indy, are you still painting?!’ And I’m like, ‘Yeah, man! Every day!’ I’d rather live in a cardboard box than get rid of my shop.”

One of Indy’s paint jobs on a recent magazine cover.

Indy says his work has won “more awards than he can count.”

AUTO ARTISTRY ABOUNDS

AUTO ARTISTRY ABOUNDS

Hundreds of gearheads gathered at Toronto’s International Centre the second weekend of March, all prepped to see what the Motorama Custom Car and Motorsports Show had to offer this year.

Held every year, the weekend prior to March break, Motorama features hundreds of custom cars, from classic Mopars to souped-up 00s sedans and beyond, this year’s show had something for every car culture enthusiast.

Not to mention special builder talks and appearances from automotive world celebrities like Dave Kindig of Bitchin’ Rides and Nova Scotia’s very own “Bad Chad” Hiltz, a custom car maker, who fans say “can build a Bugatti out of a chicken coop.”

Check out what the Bodyworx editorial team caught on the sprawling exhibition floor.

STORY, PHOTOS BY ALLISON ROGERS

MOTORAMA SHOWCASES CUSTOM CARS OF THE GREATER TORONTO AREA

Dave Kindig’s autograph lineup looped around the show floor.

The electrified 1962 Chevy C-10 was a massive crowd-pleaser, fit with a fancy Tesla/Chevrolet logo mashup.

The crew from BASF was busy promoting the Glasurit 100 and R-M refinishing lines to attendees, many of whom were builders themselves.

THE CLASSICS

A ride like this might cost you a smidge more than $4k today.

CUSTOM PAINT

RESTORATION

OF THE BODYSHOP PETS

Do you have a hardworking furry friend that comes to work with you? Send us a picture of your shop pet with their name and their “role” in your shop for a chance to be featured in the magazine. Scan the QR code or visit www.collisionrepairmag.com/pet-profile-submissions/

Meet Moose

LOBBY GREETER AT FIX AUTO STRATFORD

“Moose has been coming to the shop to ‘work’ every day since he was a puppy! He has become our mascot! He enjoys greeting and meeting our guests and has become quite popular with them. Sometimes they return with special treats or toys for him! His days mostly include snoring his heart out, stinking up offices and being as cute as he can be! He understands what ‘going to the shop’ means and sure does get excited! He is always happy to show off his tricks for some treats! He knows how to sit, roll over, high-five, bang and play dead. He’s not the hardest-working employee we have but he’s the cutest.”

— Andrew Tapley, co-owner, Fix Auto Stratford

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ECO-FUELS EXPLAINED

GREEN FUEL, ECO-FUEL, ELECTRIC BATTERIES –WHAT ARE THE DIFFERENCES?

BY KATE NG

According to Natural Resources Canada, clean fuels like biofuel and low carbon hydrogen make up five percent of Canada’s energy supply today but could make up 60 percent by 2050. But what exactly are eco-fuels?

Also referred to as low-carbon fuels, the category of clean fuels includes biofuels, hydrogen and synthetic fuels which vary greatly in development. For instance, biofuels have been around for over two decades, while synthetic fuels are still in the early phases of development.

This explainer will focus on cleaner-burning fuels that produce fewer emissions than carbon-based liquid fuels, rather than ecologically renewable energy sources like electricity and wood that lack the portability of liquid fuel.

HOW DO ECO-FUELS WORK?

Similar to their conventional diesel and gasoline counterparts, eco-fuels work through combustion. When heated in a combustion process, the resulting energy powers an engine, propelling a vehicle forward or backward.

This is similar to a power plant running on coal versus natural gas–both will produce carbon to a degree due to the nature of the combustion process, but one produces much fewer carbon emissions.

WHAT ARE SOME EXAMPLES?

Today, the majority of eco-fuels used come in the form of biofuels like ethanol and bio mass-based diesel blended with gasoline and diesel, respectively.

By blending ethanol and other biomass-based sources with conventional liquid fuels, producers can lower their carbon intensity. In turn, this lowers emissions from the combustion process, and ultimately provides a ‘lower-carbon fuel’ that work within the current fleet of internal combustion engine vehicles.

In other words, blended fuels provide an ecologically friendlier option, compared to conventional fuels.

According to the Canadian Fuels Association, this is a gradual measure towards Canada’s goal of net-zero emissions by 2050 and helps decarbonize existing transportation choices, with the potential to mitigate carbon output given Canada’s reliance on cars, especially outside densely populated cities like Toronto and Montreal.

Blended fuels provide an ecologically friendlier option, compared to conventional fuels.

WHY ECO-FUELS?

Given the recent push towards electrification, you might ask why eco-fuels would be relevant. According to Mark Zacharias, executive director at Clean Energy Canada, this stems from different fuel characteristics for different vehicles.

The ideal fuel source really depends on the type of vehicle you’re driving. Worldwide, batteries are winning the sales race but as you get into Class 7-8 trucks, batteries may not be ideal so that’s why there’s an interest in fuel cell vehicles.

“For larger vehicles between cities and provinces—long distances—hydrogen is the ideal solution,” said Zacharias.

MITIGATE THE CLIMATE CRISIS

According to the Government of Canada, the oil and gas sectors made up 27 percent of national greenhouse gas emissions, while the transportation sector made up another 24 percent of emissions, the equivalent of 338 megatonnes of carbon dioxide.

Given the intrinsic link between these two sectors and global reliance on a transport network that relies on carbon producing fuels, the wider-spread adoption of eco-fuels may be a necessary decision to mitigate manmade climate change.

Referencing global temperature data from 1880, NASA warns that global temperature rises are not only attributable to increases in greenhouse gas production, but will result in more intense and frequent severe weather events such as storms and wildfires in the future. (Photo: NASA/Goddard Institute for Space Studies)

NATIONAL SECURITY

Besides combating an impending climate crisis that may render parts of the world uninhabitable, a major advantage of eco-fuels is national energy security. Canada is the world’s fifth largest oil producer but remains impacted by the invasion of Ukraine since 2022.

According to Zacharias, clean energy may create a safeguard against international fluctuations, assuming local production.

Examples of local production include Suncor Energy’s ethanol production in St. Clair Township, Ontario, hydroelectric generation stations in Nelson, Saskatchewan, and the Winnipeg Rivers. Eco-fuels are part of this strategy but are not the only fuel produced in Canada.

“Research from the Canadian climate institute says that the average energy bill in Canada should rise by 20 percent by 2050. When you use diesel, those prices are set on the international market, which affects you whether it’s a utility bill or at the pump,” said Zacharias.

ECONOMIC OPPORTUNITY

Besides the opportunity to augment a national industry with more jobs and support a lower-carbon transition, surplus eco-fuels may become a lucrative commodity in the future globally.

“We do see demand for these fuels growing substantially because of certain policies like the (Federal) Clean Fuel Regulation, so we’re really wanting to fill the gap and produce it

domestically, not necessarily rely on imports,” said Devin O’Grady, director of fuels at the Canadian Fuels Association.

“Canada has an opportunity to be a leader in helping decarbonize transportation through lower-carbon (eco) fuels. The infrastructure and much of the technical expertise is already in place. We can continue to leverage that strategic advantage to further unlock the potential of these fuels,” said O’Grady.

Mark Zacharias, Clean Energy Canada. (PHOTO: Clean Energy Canada)

Devin O’Grady, director of fuels at the Canadian Fuels Association

CONNECTING THE WIRES

ELABORATING ON THE DANGERS OF ELECTRIC VEHICLES

BY ALLISON ROGERS

Does the idea of working with electric vehicles give you the EV-jeebies?

You’re not alone—many in the industry aren’t so keen to work on what the industry markets as the vehicles of tomorrow.

Regardless of any qualms you may have, a reckoning is upon us. According to data from Mitchell International, more than two percent of repairable claims processed in Canada in 2022 were electric vehicles. Moreover, those EV jobs added, on average, two days of cycle

time and six additional labour hours, said Ryan Mandell from Mitchell. The Canadian government wants 100 percent of new vehicles sold to be electric by 2035…just over ten years from now.

In other words, we need to get to learning.

We investigated some of the most common concerns around EV repair—the risk of fire, hazardous chemicals, worries of explosions and handling high-voltage units—and collected our findings below.

EV fires are far less common than fires in ICE vehicles, says Co-Founder of All EV Canada, David Giles.

IS IT HOT IN HERE OR IS IT JUST EV?

According to research from the Occupational Health and Safety Administration (OSHA), lithium-ion batteries will typically burn when one of four situations occur: improper charging, excess draw on the battery, swelling and/or rupture of the battery due to poor design or physical damage—potentially caused by a collision—that causes internal parts of the battery to make contact in an unmanaged way.

In a bodyshop setting, the first signs of an EV fire may be a sweet, cherry-flavoured bubble-gum smell, as described by Tesla. You may also use thermal imagery capabilities to scan battery systems, which should have a uniform heat signature. Some more obvious signs are smoke, heat and, obviously, fire.

An electric vehicle fire burns much hotter than a regular vehicle fire—so it’ll take a lot more water to extinguish electrical flames. Batteries are often housed deep within the vehicle and are a self-sufficient source of oxygen. And, as they burn, EV batteries release super-heated gases and toxic vapours, from carbon monoxide and soot to particulates containing oxides of nickel, aluminum, cobalt and hydrogen fluoride.

Thankfully, the experts assert that electric vehicle fires aren’t as common as the mainstream media may portray them to be.

“For every 100,000 gas-powered vehicles, there are about 1,600 vehicle fires. With 100,000 electric vehicles, there are about 25 vehicle fires,” David Giles, co-founder of All EV Canada told Bodyworx in 2022. “The risk is very, very low—far lower than in a gas-powered vehicle.”

EV AVERAGE REPAIRABLE SEVERITY

EV FREQUENCY OF REPAIRABLE CLAIMS VOLUME

On the off chance an EV catches fire at your workplace, many OEMs advise first responders to let the vehicle burn in a controlled manner and shift their focus to protecting the surrounding area.

Other methods with more limited testing include large thermal battery blankets to smother

the vehicle and deprive the fire of oxygen or the use of slide-in containers that seal shut and douse flames from the inside out.

In its Model S emergency guide, Tesla stresses that a burning vehicle should not be lifted or manipulated unless first responders are trained, equipped and familiar with the vehicle’s lifting points—designated lift areas where it is safe to stabilize the battery. Making contact with any other part of the vehicle in a fire scenario presents a great risk.

As a technician, painter, front-end staff or anybody that’s a day-to-day regular in the bodyshop, it’s unlikely that putting out EV fires is in your job description. The most important thing for you to do in this situation would be to get yourself and others to safety as fast as possible.

A Tesla fire in North Vancouver made headlines this Winter, but Transport Canada’s investigation says the battery was not the cause of the fire.

Photo from @SonsofVancouver on Twitter.

EV average repairable severity, provided by Mitchell International.

The growth of EV repairable claims in the U.S. and Canada since Q1 2020, provided by Mitchell International.

Thankfully, the experts assert that electric vehicle fires aren’t as common as the mainstream media may portray them to be.

LOOKING FOR LEAKS

EV battery explosions are even rarer than EV fires, but not entirely unheard of. In the event of a collision, components and battery cells may be damaged—i.e., there could be leaks in battery fluid or other highly toxic and flammable materials. One spark, plus a leak, and you’re on the brink of a major disaster.

When a vehicle is brought in, staff need to have the necessary knowledge and skills to manage the risk associated with repairs in the event of considerable damage.

ASSESSING SHOCK VALUE

The Corporation des Concessionnaires Automobiles du Quebec (CCAQ) says electric shocks can cause tickling sensations, burns and, in extreme cases, death. That’s why it’s critical that autobody repairers understand and are familiar with wiring colour codes, and never assume that a battery has already been de-energized.

Insulated electrical gloves (1000V) and safety boots equipped with shock-resistant

protective soles—indicated by the ohm symbol (Ω). Note that the resistance to electric shock decreases rapidly in the presence of moisture and with wear and tear, says the CCAQ.

When a battery is compromised, high-voltage wiring harnesses are unpredictable, leading to increased risks of shock hazards. Further, when damaged lithium-ion and nickel-metal hydride batteries are vulnerable to stranded energy—meaning the unit is not able to spend its stored and potentially dangerous energy after a collision.

Hopefully, your takeaways from this article do not persuade you to run for the hills in search of another industry. In truth, it’s just a learning curve—but change is hard, even if you’re one of those people who say they like change.

And just remember, even legacy automakers like Ford say that “most electrical accidents are the result of incorrect or careless action, not faulty equipment.”

So, stick to the books, and you’ll be set for a future in repairing EVs.

From Tesla’s Model S emergency response guide.

MUTED OR MUDDY?

EARTH-TONED HUES ARE MORE POPULAR THAN EVER

BY ALLISON ROGERS

The late 2010s saw plenty of automakers experiment with earth-toned palettes. Shades like Toyota’s Lunar Rock, a muted blue-grey hue drawing inspiration from the moon; or Audi’s Nardo Grey, a murky grey with khaki undertones that many credit as the usher of the trend. Ford has its Area 51 Blue shade, which draws on the same basic gloss features, albeit lighter and more reminiscent of a sky blue—one that would make you question whether it’s about to rain, that is.

This colour trend, which has no specific moniker but is often referred to as—‘wet putty’ or, more technically, basic gloss, no additives or ‘stealth’—relies heavily on earthy, desaturated colours. Colours that, if it weren’t for a layer of gleaming clear coat, would appear to be matte. Some painters go as far as to say cars donning these oft-grey colours look like they rolled straight off the assembly line, skipped the painting process and jumped right through to clear coat. It’s almost as basic as you can get—no (or very little) additives like metallics, flakes or pearlescent coats. Just one pigment and a clear coat for that glossy finish.

A qualifying characteristic of the trend: colours with more grey tones in them. The trend began with Nardo Grey, originally debuted by Audi in 2013. Nardo Grey is described as “a darker grey, that accentuates a car’s line in a stealthy way.” Some refer to the popularized hue as “flat grey”, though such a name devalues the complexity of the colour, which is “deceptively complicated for a grey.”

Electric automaker Rivian launched its “Earth Tones” palette in February 2022, which twists the trend by offering similarly subdued shades of green, red and yellow. Red Canyon is meant to “recall a Utah canyon at sunset,” and features a small amount of shimmer, particularly visible on sunny days. Compass Yellow is a “warm, almost pastel yellow that recalls the colour shift of a fall

Toyota’s Lunar Rock finish.

afternoon,” says Rivian. Other tones drew from much simpler inspirations, like Launch Green; a solid, flat green with red undertones, inspired by the anti-corrosion coating applied to every Rivian vehicle before exterior paint is added.

Despite the literal lack of glitz, these coatings often carrier heftier price tags than your traditional pearlescent white or flaked red. More often than not, these shades are reserved for luxury models and sportscars, bearing premiums between $400 to $10,000.

Some enthusiasts aren’t fans of the colour, and chalk its popularity up to OEMs recruiting the attention of Millennials and Gen X-ers—part of the “broader manstreamification of grey-shaded consumer goods…heavily targeted at” the generations, according to culture commentary site Blackbird Spyplane. On one hand, millennials (born between 1981 and 1996) lean heavily toward neutral shades, says home paint company Behr, while generation X-ers (1965-1980)

are drawn to “bright, exotic, global hues… jade greens, deep violets and indigos… paired with grey or silver, pale mushroom and earthy neutrals.” A description that we’d say matches the trend quite accurately.

Other analysts suspect the trend has more modest roots, spawned by recent suppy shortages. Back in September 2022, a dealership employee reported in an online forum that he’d heard of pigment shortages in OEM facilities. Since grey is achormatic,

only requiring white and black to create, the user said automakers were opting to coat cars in flat greys. Another commenter argued against them, stating that “mica is abundant and cheap,” and no such shortages prompted the “wet-putty whip” trend.

Regardless of the trend’s origins, the popularity of such wet putty, muddy, flat, matte or earthy tones has been present for more than a decade now. Can it still be called a fad, or are we back to the basics for good?

Nardo Grey in all its glory, on a Porsche 911.

A DAY IN THE LIFE

WORLDSKILLS CHAMP DORIEN LOZEAU ON HIS TRAINING SCHEDULE

BY KATE NG

It’s been a few months Dorien Lozeau, a SkillsCanada gold medalist competed at WorldSkills 2022 in Silkeborg, Denmark. Hailing from St. Paul, Alberta, the CSN Black Ace Collision autobody technician shared his experiences with Bodyworx

“[WorldSkills competitions are] a very helpful, wonderful experience if anyone gets the opportunity to do it,” he says.

Besides a once in a lifetime experience competing with up-and-coming autobody painters from around the world, the necessary training and preparation helps build a better painter.

For Dorien, it means workdays that end with additional training and constant practice:

with the goal of being able to tackle just about any tool, material or job and make the best of a stressful situation.

What keeps him going throughout these twelve-hour training days is a combination of discipline, professional standards, and knowledge that, at the end, he’ll be a highly skilled painter known across Canada for his skills.

Dorien emphasizes that these are approximate times: work shifts can and do change timings, depending on the needs of the shop. These are his training days which occur once or twice a week. He is also grateful for the short commute between his home and workplace.

“It can be really rewarding in the end, just standing back and looking at the work you just achieved,” says Dorien.

TRAINING SCHEDULE

“The instructors are very good at the trade, so try and take as much as you can. The result is just worth it, especially in our trade where you have a finished product to look at,” says Dorien, cheerfully.

While competitors can look forward the mentorship of national class professionals, travelling the world and networking, shop owners might be less thrilled by one of their best technicians taking time off to compete overseas, potentially impacting the shop’s turnaround.

So, why would you send your techs to compete in what some repairers have dubbed the Olympics of the Trades?

In the end, it’s about the skills perfected along the way.

According to Dorien, the experience gained can be incredibly helpful and push a technician to the next level. “You learn how to be more efficient, push your products as much as you can while maintaining that quality finish.”

Ultimately, this translates to a technician who is used to working making the best work possible under stress and an extremely short deadline—in other words, less time for better results.

Shopowners with a mind for the business side of things can take advantage of these events to network with up-and-coming talent,

fellow shop owners or even representatives of tooling, equipment and OEM companies.

Whether sponsoring your competing technician or painter with the latest equipment, drawing in customers by showcasing your shop’s prowess on a national level, or negotiating a deal that will benefit your shop for years to come, gathering some of the industry’s most skilled and passionate has its uses to the wise owner.

Ultimately, these are just some of the analytically beneficial advantages, on top of a chance to join an extremely exclusive event that few people will ever get to partake in.

For Dorien, 2023 will be his last WorldSkills competition, given that he has since aged out of the competing bracket and will now return to his life, now likely known as one of CSN’s most famous painters.

“Compared to last year, it’ll be slower. I mean, last year we were travelling to Germany for training, and WorldSkills in Denmark. We were travelling all over the world!”

Regardless of the fast-paced lifestyle he lived during competition season, Dorien wouldn’t change it for the world.

“Just thinking back now, I really appreciate what happened. When you’re in the moment, its hard to realize what’s going on and how big of a deal it is.”

“Just watch some of the amazing people in the industry and what they can do in these competitions—you can even go on YouTube,” comments Dorien.

WHO CALLS THE SHOTS

IS THE INDUSTRY RECRUITING IN THE RIGHT WAYS?

BY ALLISON ROGERS

Nearly every time we see a panel or presentation on the labour shortage or attracting youth to the trade, parents seem to be the focus. “We have to reach the parents,” a speaker will say, “We have to convince the parents there’s a future, and a good career, in collision repair.”

I do agree, to an extent. Parents and guardians absolutely hold some influence on what their child’s future career may be. But it’s always confusing to me, sitting among crowds watching these panels, why we don’t focus on reaching the students instead. Few people in the collision repair space talk about connecting with kids directly.

industry can open for you? Do they know how to answer someone’s questions about this trade, or do they hand out everyone’s favourite answer: we’ll reach out and get back to you

Instead of adding tech classes and making use of near-abandoned shop classrooms, we’ve been cutting such courses across the country. At car shows you’ll hear nostalgic enthusiasts look back on the vibrant car culture today seems to lack. All while press releases announce funding in skilled trades. Where does this funding go?

There is much work to be done, but we’re on a path. As I write this, Skills Canada is hosting regional competitions across the country— some provinces touting their best-ever registration numbers. Some strategies seem to be working. Now it’s about keeping the ball rolling and connecting with the young decision-makers of today.

And, according to a study from American Student Assistance, (and personal experience as a young person), “gen Z” prioritizes the ability to tap into their passions—and they’re the ones making big decisions relating to their careers. The study also notes how this diverges from trends of generations past.

Perhaps it’s implied that connecting with students is a key part in filling open positions in the autobody industry. Maybe it’s not. Either way, the recruitment methods we’ve been using for the last decade, if not longer, are not working.

Another point that crosses my mind—who are the ones actually connecting with prospective painters, techs, their parents and the like? Have those informants worked in a bodyshop? Do they know what collision repairers do, or what an average day at work looks like? Do they know the true money-making potential behind some of these careers? Do they understand the doors that a job in this

Either way, the recruitment methods we’ve been using for the last decade, if not longer, are not working.

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