SPECIAL EDITION OF
WILL AUTOMOTIVE REFINISHING EVER GO OUT OF STYLE? HEAR THE CASE FOR WRAPS, INSIDE
A WORLD WITHOUT GUIDANCE Why you should care about Right to Repair
BATTERING
BARRIERS
Meghan McEwen dismantles industry stereotypes, mastering one skill at a time TRAINING THROUGH THE LOOKING GLASS – COLLISION ADMINS ON THE STATE OF APPRENTICESHIP – THE TRANSFORMATIVE HISTORY OF AUTOMOTIVE REFINISHING +MORE
VISIT BODYWORXMAG.COM SUMMER 2022 l $7.95 l Canada Post Canadian Publications Mail Sales Product Agreement No. 40841632 l 86 John Street, Thornhill, ON L3T 1Y2
WE ARE REDEFINING REFINISHING
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CONTENTS
CONTENTS
SPECIAL EDITION OF
WILL AUTOMOTIVE REFINISHING EVER GO OUT OF STYLE? HEAR THE CASE FOR WRAPS, INSIDE
A WORLD WITHOUT GUIDANCE Why you should care about Right to Repair
16 If you can tell us the name of this jig, you win bodyperson of the week. Get the answer and check out all the hottest rides from Toronto’s Motorama Custom Car and Motorsports Expo!
BATTERING
BARRIERS
Meghan McEwen dismantles industry stereotypes, mastering one skill at a time TRAINING THROUGH THE LOOKING GLASS – COLLISION ADMINS ON THE STATE OF APPRENTICESHIP – THE TRANSFORMATIVE HISTORY OF AUTOMOTIVE REFINISHING +MORE
VISIT BODYWORXMAG.COM
12
>>>
COVER
She can paint, she can weld, she can race—what can’t Meghan McEwen do?! This B.C.based talent shines a light on breaking industry stereotypes in this issue’s cover story.
SUMMER 2022 l $7.95 l Canada Post Canadian Publications Mail Sales Product Agreement No. 40841632 l 86 John Street, Thornhill, ON L3T 1Y2
FEATURES 24 EDUCATION VIA OCULUS Collision and paint training in extended realities
30 TRUE COLOURS The colourful history of automotive refinishing practices.
20 The latest trend in training? Mobile trades trucks. Check out Fix Network’s own project, which aims to teach students the basics of painting, welding, estimating and more.
32 RIGHT TO REPAIR It applies to you, too. Learn why your support is needed.
COLUMNS 04 PUBLISHER’S PAGE by Darryl Simmons
34 FINAL DETAIL by Allison Rogers
26 Painters defend their love for the craft; wrappers plead their case.
SUMMER 2022 | BODYWORX PROFESSIONAL 3
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BODYWORX
PUBLISHER’S PAGE
THE VOICE OF COLLISION REPAIR TECHS & PAINTERS
PROFESSIONAL
BUFFING THE REPUTATION YOU KNOW HOW GREAT THE INDUSTRY IS—DEFEND IT
PUBLISHER Darryl Simmons publisher@collisionrepairmag.com ASSOCIATE PUBLISHER Orest Tkaczuk | orest@mediamatters.ca EDITOR Allison Rogers | allison@mediamatters.ca ART DIRECTOR Yvonne Corvers | yvonne@mediamatters.ca STAFF WRITERS Max Reid | max@mediamatters.ca Kate Ng | kate@mediamatters.ca
BY DARRYL SIMMONS
VP OF INDUSTRY RELATIONS & ADVERTISING Gloria Mann 647.998.5677 | gd.mann@rogers.com
H
ave you ever been to a party? Assuming you’re not the fabled hermit refinisher we’ve been keen to feature, you’ve probably attended a shindig or two in your day. Even if you’ve never left your house there’s an all-too-likely chance you’ve been asked the question human beings often pose to fill a gaping silence: so, what do you do for work? What do you say to a question like that? If you’re a member of Canada’s collision
and speak your profession. Don’t shrug, don’t say “it’s messy,”; be aware of the stereotypes you could be reinforcing. Instead, proclaim that, without the skills touted by you and your peers, we’d all go broke from buying new cars, or be forced to drive drab colours that match every other ride on the road. Remember, two years ago, when every industry was vying to be deemed ‘essential’? Collision repair was on that list. You are essential—do not forget it.
Far too many still see this industry as one ripe with bad apples. repair community, or automotive aftermarket in general, you should be keenly aware of how you answer this question in a room ripe with people who don’t work in this industry. While the automotive refinishers, technicians, apprentices and industry professionals of today recognize that the automotive aftermarket is an integral spoke of Canada’s economy, far too many drivers still see this industry as one ripe with bad apples. We all, especially those of us who have been in this industry a decade or two, know that the safety standards in collision centres today undoubtedly triumph over the practices in place twenty years ago. Unfortunately, this message has yet to reach the general public. Some even still sneer at those opting for jobs in the skilled trades. The tides are shifting, of course— but it took a skills shortage to move such massive change. This is why, when someone asks you what you do for work, you should stand tall
Now, none of this is to tell you that you are not allowed to complain about your job. No one is asking you to hide shady practices or your personal opinions about your job——but would a shark complain to a seagull and expect them to understand? You’re not a shark—and your friends aren’t seagulls—but the point is that there are a pair of ears for every situation. Your friends aren’t going to solve your problems at work, but “complaining” to someone who can— i.e. a boss or mentor—has the potential to render results. So, readers: next time someone asks you what you do for work, tell them. Let the glory of your career be shared with the world and do your part to spread the verity of our trade.
44 BODYWORXMAG.COM BODYWORXMAG.COM || BODYWORX BODYWORX PROFESSIONAL PROFESSIONAL
DIRECTOR OF BUSINESS SOLUTIONS Ellen Smith 416.312.7446 | ellen@mediamatters.ca INDUSTRY RELATIONS ASSISTANT Wanja Mann (647) 998-5677 wanjamann1@gmail.com DIGITAL OPERATIONS MANAGER Cassie Doyle | cassie@mediamatters.ca AUDIENCE ENGAGEMENT MANAGER James Kerr | james@mediamatters.ca CONTRIBUTORS Ros MacDonald, CJ Tanuan
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 Bodyworx Professional ™ 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. PRINTED IN CANADA ISSN 1707-6072 CANADA POST CANADIAN PUBLICATIONS MAIL SALES PRODUCT AGREEMENT No. 40841632 RETURN POSTAGE GUARANTEED Send change of address notices and undeliverable copies to: 317 Reid St., Peterborough ON K9J 3R2
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IN THE HEADLIGHTS
INDUSTRY THE MENTAL TOLL
TRUCK TAX
A United Arab Emirates-based road safety advocacy group is working to address the invisible wounds that come with auto collisions. In collaboration with OnStar, RoadSafetyUAE is seeking “to understand and therefore better address the emotional state and requirements of drivers in their time of need” by studying the psychological impact of auto collisions. Of the 46 UAE-based drivers who participated in the study, most said they felt initial feelings of fear, anxiety, and shock immediately following their collision. When asked what sort of support they would like to be provided by OnStar’s Automatic Crash Response, two out of three people reported that they would appreciate emotional support immediately following a crash. The World Health Organization (WHO) reported in June 2021 that 20-50 million people suffer non-fatal injuries from auto collisions, with many leading to a disability.
A tax-related recommendation in the Environment and Climate Change Canada 2030 Emissions Reduction report has left pickup truck lovers fuming. In the recently released report, which Environment Canada calls an “ambitious and achievable roadmap to reach emissions reduction targets under the Paris Agreement,” the branch of government suggests broadening the nation’s existing Green Levy (Excise Tax) for Fuel Inefficient Vehicles to include additional internal combustion engine (ICE) vehicle types—including pickup trucks. “A sliding scale for the implementation of this Green Levy should be developed based on the emissions produced from different vehicles,” reads the 2030 Emissions Reduction report, adding that revenue from a broadened Green Levy could increase available funding for zero-emissions vehicle incentives. Many had a strong reaction to the proposed initiative, with Kris Sims, Canadian Taxpayers Foundation’s B.C. director arguing that “millions of Canadians depend on [their trucks] for their livelihoods.” “It’s pretty tough to stuff plywood into a Prius or pull a horse trailer with a Tesla,” she wrote.
While customers aren’t seeking emotional support from their local collision repair technician quite yet, they are seeking better post-accident support from their insurers, according to a recent OnStar survey.
POLICING IN PENNSYLVANIA A bill currently before the Pennsylvania state senate could require auto repair shops to play a part in tracking down drivers involved in hit-and-run collisions. The bill calls for the establishment of an alert system to notify repair shops of when a hit-and-run crash has occurred and what vehicle might be looking for an impromptu repair. The proposed “Jay Alerts” would contain a description of a vehicle and be distributed to repair shops, which would be required to register with PennDOT. If a shop is discovered failing to report a vehicle matching the description of a vehicle in the alert system, the owner or operator of the shop could be charged with a third-degree misdemeanour. The bill was inspired by the death of Jayanna Powell in 2016; an eight-year-old girl who was hit by a car while walking home from school in Philadelphia.
“This so-called fee on trucks doesn’t exist,” Environment Minister Steven Guilbeault said following public reactions, adding that the line referenced in the 2030 Emissions Reduction report was merely one of 40 recommendations submitted on the government’s new emissions reduction plan. “Our role is to give advice, but it’s up to the government to decide whether they take the advice or not,” said Guilbeault.
CREDENTIAL CRACKDOWN SPRING LANDSCAPING
Free to members of AIA Canada, the 2022 Collision Repair Sector Landscape report is available at a cost of $249 for non-members.
Stoke the fireplace and draw the children near—the Automotive Industry Association of Canada’s 2022 Collision Repair Sector Landscape report is here. The association’s latest landscape report tackles data affecting more than 6,000 collision repair facilities currently in operation within Canada. This year’s report tackles the latest trends in consolidation, vehicle technology, staffing shortages, right to repair legislation and certifications.
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A new set of laws designed to crack down on skilled trades certification in British Columbia was given royal assent in March, officially starting the clock on uncertified auto body techs to get their training in gear. As part of this new legislation, the Industry Training Authority Act will now fall under the umbrella of SkilledTradesBC and require workers to register as an apprentice or be certified as a journeyperson to work in one of the 10 recognized mechanical, electrical and automotive trades. The requirements will be implemented in phases between 2022 and 2024 and will provide workers with a year to register as an apprentice or earn some sort of journeyperson certification. The initial phase of this plan will involve workers in mechanical and electrical fields, as well as automotive sector workers, including heavy-duty equipment technicians, automotive service technicians and autobody and collision technicians.
BECAUSE THE NEXT GENERATION MATTERS FIX AUTO. IT’S A FAMILY THING At Fix Auto, we are committed to helping ensure your hard work can be passed on. Our training, systems, technology and support give your business the tools it needs to stand the test of time. With over 730 locations in 12 countries, Fix Auto is the world’s largest network of independent repairers.
Contact Daryll O’Keefe at dokeefe@fixnetwork.com or visit fixauto.com/jointhenetwork to find out more.
fixauto.com
>>>
IN THE HEADLIGHTS
TECH TRENDS BEHOLD THE BETA
THREE’S COMPANY
Tesla’s “Full Self-Driving” beta has officially launched in Canada amid a wave of social media hype and some unforeseen hiccups. With the 2022.4.5.20 software update, Canada becomes the first country outside of the U.S. to join the beta. The excitement of the launch was dampened for Toronto-area drivers who found self-driving service to be unavailable in much of the city’s downtown core. Tesla CEO Elon Musk addressed the limitation via Twitter, saying “Toronto streetcars are not yet handled well by FSD” and some areas where steetcars are prevalent have been geofenced off. According to Drive Tesla Canada, the geofence limiting the software’s functionality ends somewhere north of Bloor Street and Danforth Avenue.
Subaru is giving drivers the ability to opt into additional safety features, announcing that the 2023 Outback will include a forwardfacing camera in the model’s top trim. The top-level Touring trim of the 2023 Outback will feature a wide-angle mono camera in addition to the dual-camera EyeSight camera system that comes standard. Subaru says the camera will expand the vehicle’s field of view to help the system recognize pedestrians and bicyclists sooner. The company also revealed that automatic emergency steering will be included on all Outbacks equipped with blind-spot detection, lane-change assist and rear cross-traffic alert.
CYBER CHEMISTRY
“Toronto streetcars are not yet handled well by FSD,” wrote Tesla CEO Elon Musk in response to a question on why Toronto’s downtown core was geofenced from the beta. “By the way, [Tesla’s director of AI] is on a four-month sabbatical,” he added.
AkzoNobel has partnered with Microsoft to utilize the tech company’s quantum computing capabilities to run simulations on chemical reactions. The partnership will see scientists from both companies collaborating to develop a “virtual laboratory” where experiments can be conducted via Microsoft’s Azure quantum computing service. Access to this technology will help overcome many of the practical boundaries associated with traditional laboratory methods, such as availability of raw materials, physical equipment capacity constraints, toxicity and environmental conditions, according to AkzoNobel. “Microsoft’s Azure Quantum system offers incredible opportunities for us to take our research into an entirely new digital realm and speed up the development of new novel catalysts and chemical reactions,” said AkzoNobel’s technology director of research and design, Pim Koeckhoven.
TO THE LEFT NOW Y’ALL
PELLUCID PILLARS
Ford is moving into the omnidirectional driving space following the recent approval of a new patent called “Crawl Operations for FourWheel Steering Vehicle.” Ford’s crawling design, which is currently being tested on F-series pickup trucks, allows a vehicle’s wheels to turn on the same axle opposite to one another through electric actuators and motors. The idea behind the feature is to allow the driver to use their front wheels to crawl out from hazards like mud, sand and snowbanks.
General Motors has been granted a patent for a see-through A-pillar to potentially be used on the automaker’s larger vehicles. The design revolves around a fibre-reinforced composite A-pillar that includes openings filled with a transparent resin or composite that is “designed to maximize the occupant’s field of view, especially on left-hand turns, within structural constraints,” according to GM’s patent application. Resistance wires would be embedded in the transparent resin or composite to regulate temperature. The challenge for GM was to increase blindspot visibility for drivers “without sacrificing the structural performance of the vehicle frame and negatively impacting passenger safety,” as would happen if the A-pillar was slimmed down in width.
This side-stepping move from Ford has been noted as a response to the addition of a “crab walk” feature on GMC’s new Hummer EV.
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The goal of a seethrough A-pillar would be an “improved field of view” for drivers, as described by GM in the patent.
>>> FINAL DETAIL
IN THE HEADLIGHTS
TRAINING MOBILE MODULES
FIND SUCCESS IN STRATHROY
Secondary students in the Ottawa area can expect the world of skilled trades to be rolling up to their school’s doors sometime soon, as the St. Lawrence College Mobile Skills Training Lab makes its way through the area. The lab has been making its rounds through the Upper Canada District School Board (UCDSB) as part of an 11-week tour that kicked off on April 4. The lab is equipped to offer learning experiences from across the industries of carpentry, welding, electrical, fitness, nutrition and culinary.
The skilled trades will be getting a new home base in southwest Ontario in the form of a $5.7 million training centre to be built in the community of Strathroy. The centre will train students from various levels of education, with a primary focus on producing welders, metal fabricators and industrial mechanical millwrights. The facilities are expected to be open to apprentices, as well as secondary and elementary school students through the Ontario Youth Apprenticeship Program. The government said this facility will help fill the more than 2,000 skilled trades-related positions posted online in the London Census Metropolitan Area over the last six months. A timeline for when the centre will be open has not yet been announced.
THE EV CURE
The St. Lawrence College Mobile Skills Training Lab will be at Thousand Islands Secondary School from May 2-May 6, South Grenville District High School from May 9-May 13, Seaway District High School from May 16-May 20 and St. Lawrence Secondary School from May 24-May 27.
MORE TOOLS FOR MANITOBAN SCHOOLS Manitoba has tabbed more than $1.4 million for schools to update vocation learning equipment and improve hands-on training, according to Education Minister Wayne Ewasko. Thirty-five Manitoba schools will receive one-time grants aimed to improve various technical, vocational and industrial arts programs, which include courses teaching techniques in automotive repair. Kildonan-East Collegiate offers 11 vocational programs to its students and has managed to secure the funding to purchase an electric vehicle kit for hands-on science, electric and automotive training. Principal Darwin MacFarlane told Manitoba’s The Record that he hopes students will be excited about the opportunity to build and take apart an electric vehicle. “The infrastructure in Manitoba for electric vehicles isn’t there yet, but it’s coming,” he said. “We really wanted our students to have that opportunity.
Global Finishing Solutions has released a free guide that provides the basic dos and don’ts for refinishers to follow when working alongside electric vehicles. In a new guide called “The Electric Slide,” GFS says it has laid out “several proven curing methods” that collision repair facilities have adopted to work on EVs. The company says this guide will answer the question of why electric vehicles are unable to be cured in a normal paint booth cure cycle and how a refinisher is meant to treat the body of an EV.
In the free GFS “Electric Slide” Refinishing guide, learn why OEMs have released statements warning against overheating of batteries; see how electric vehicles can be quickly and safely cured without disconnecting high-voltage systems and much more, available for free at GFS’s website. More than 30 high schools in Manitoba will receive one-time grants from the provincial government, to be used for the improvement of various technician, vocational and industrial arts programs, including courses and techniques in auto repair.
SUMMER 2022 | BODYWORX PROFESSIONAL 9
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IN THE HEADLIGHTS
CAN YOU BELIEVE THIS?! DOMESTIC DRIFT
LITTLE TIKES, SUPERCHARGED
If you can’t find a racetrack close to home, bring the racetrack home. Takeshi Teruya of Hamilton, New Zealand spent $10,500 converting his family’s driveway into a private drift course, as a way of battling boredom during the pandemic. Teruya said that the motivation behind building the track was “to do something fun for the kids.” A montage video of the track’s construction highlighted the teamwork of the family and neighbours who went to work building the 0.1-mile course. The video closed with Teruya saying, “Huge thanks to my friends, my neighbours and my wife for helping me with this project.”
With all the teens making headlines recently as would-be stunt drivers, a U.K.-based track experience company is opting for some exposure therapy, offering kids aged ten to 17 the opportunity to drive a supercar on a racetrack. Track Days is charging £79 ($130CAD) per ticket, for a turn behind the wheel of a Ferrari 458 Italia or a Lamborghini Gallardo LP570 Performante. The program will be under strict supervision and come with an introductory lesson, followed by a nearly 10-km run around the track. Track Days says it intends to take the program to ten tracks around the U.K.
Remember when this type of supercar would suffice for your kids? Now they’re keen to hop behind a Lamborghini Gollardo LP570 Performante.
The New Zealander behind this backyard drift track said his primary motivation was “to do something fun for the kids.” When was the last time you built a racetrack for the neighbourhood kids?
WHO SENT YOU?
WINDS OF PROGRESS
Officers from the San Francisco Police Department were caught on camera in April attempting to perform a traffic stop on a driverless rideshare vehicle shortly before it took off on history’s lowest effort escape attempt. The video shows an officer approaching a Chevrolet Bolt for not having its headlights on, peeking in the driver-side window and finding no driver in sight. As the officer returns to his vehicle, the Bolt peels out and drives through an intersection before parking again on the other side. The Bolt belonged to a self-driving car service called Cruise. The company addressed the incident in a tweet, saying “Our AV (autonomous vehicle) yielded to the police vehicle, then pulled over to the nearest safe location for the traffic stop, as intended. An officer contacted Cruise personnel and no citation was issued.” A maintenance team from Cruise was eventually called by police to pick up the vehicle.
When you’re young, you dream about what cause you might end up dedicating your life to—fighting fires, rescuing animals, traveling to outer space—or the fight to keep a vanity license plate that says “FART.” Karly Sindy of Asheville, N.C. is proudly carrying the torch for toilet humour after the DMV told her that they had received complaints about her “offensive” license plate, but that a letter explaining “what the plate means to [her]” could potentially convince the state to allow the gas to pass, as it were. After consulting Reddit for the best course of action, Sindy devised the Friends of Asheville Recreational Trails (FART) club—a completely real and legitimate club in the city of Asheville that held a small meet-up to prove that they absolutely are real and have existed for longer than an hour.
BE CALM A Victoria, B.C. driver got a surprise delivery of wellness and self-care through the window of their Prius on March 6., prompting local police to scour dashcam footage for the mystery Himalayan salt rock thrower. The vehicle was occupied at the time of the salty assault, which took place at the intersection of Douglas and Johnson streets around 6:45 p.m., leaving the driver with non-life-threatening injuries that were treated on-scene. Initially reported as a thrown brick, Victoria police attended to a scene where it was found that a Himalayan salt rock had smashed through a car window, striking the driver and showering them in the glass. Victoria police said the suspect was seen walking away eastbound on Johnson Street. The suspect is described as a 50-year-old Caucasian man with a medium build. He had long grey hair and wore a black winter coat with a fur-trimmed hood. 10 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
Sindy applied for her custom plate back in October, was surprised that the DMV approved it at all and is currently awaiting a reBUTTal (get it) from the government institution on whether she can let it rip out there on the roads.
>>>
ON THE COVER
Meghan McEwen THIS TRIPLE-THRE AT TALENT IS ONLY GET TING STARTED
BY KATE NG
I
t wasn’t just the logo on the Mustang that caught Meghan McEwen’s eyes as a child. The aggressive curves of the 1999-2004 Mustang, drag racers on tv deploying parachutes and howling car engines were some of the memories that led her to an established career in the autobody industry. “I loved cars as far back as my memory goes. I would always point them out in traffic and say to my mom, ‘I want the car with the pony on it!’” she recalls. Today, she works in British Columbia as a dual-trade technician with 11 years experience. She is an automotive service-tech apprentice and automotive refinisher, a motorsports enthusiast with her own race team and a proud Ford owner. Getting to this point wasn’t easy though– Meghan began in the cosmetics industry—but when she couldn’t find a way to get her love of cars out of her head, she eventually made the jump to autobody. “To be a technician, you have to have a certain personality and a certain attitude,” Meghan told Bodyworx Professional. “I never saw myself as an office kind of person. I’ve always liked working with my hands, prob-
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lem-solving, thinking critically, that aspect of being a technician.” To make this crossover, she worked part-time in cosmetics to finance her slow but essential acquisition of equipment. This wasn’t a matter of passion, just a logistical reality. Meghan cites the cost of a paint suit and work boots totaling between $130 to $400, before spray guns and clear coats even come into the picture. “Of course, there was a financial barrier. Right now, I have about, give or take, $6,000 in spray guns, air hoods, sanding blocks, et cetera,” said Meghan. “I’ve never had an employer supply that. It was very hard to get started, especially being a minority [in the industry].” Like so many others, Meghan had to prove to those around her that she could not only succeed at this new job but outperform her peers. This started as early as she began training. “My career choice was not welcomed with open arms. I always got questioned about why I wanted to have a career in the trades, or work on cars,” she said. “Keep in mind that when I started out, I was only 17 years
ON THE COVER
>>>
“My career choice was not welcomed with open arms. I always got questioned about why I wanted to have a career in the trades or work on cars. It was very frustrating and lonely to have absolutely zero support in this adventure.”
— Meghan McEwen Dual-trade technician, Motorsports enthusiast
Today, Meghan McEwen works in British Columbia as a dual-trade technician with 11 years experience. She is an automotive service-tech apprentice and automotive refinisher, a motorsports enthusiast with her own race team and a proud Mustang Bullitt owner.
SUMMER 2022 | BODYWORX PROFESSIONAL 13
>>>
ON THE COVER
“I hope that 10 years down the road, you can walk into a shop and you can say with certainty there was a girl who worked on the car.”
— Meghan McEwen Dual-trade technician, Motorsports enthusiast
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ON THE COVER
Meghan says some people know her by the nickname, ‘Miss Sikkens’. Her favourite clearcoat is Sikken Autoclear Superior 250. “Nothing else compares to the atomization, gloss and durability of Superior. It is appropriately named!” she said.
old. It was very frustrating and lonely to have absolutely zero support in this adventure.” Even without the support so many others take for granted, her sheer tenacity helped her finish the program and earn her red-seal certification: her proudest accomplishment. “It may not seem like a big deal to some, but it was a lengthy, difficult process that seemed like it was impossible.” The issue of gender inequality is sensitive subject across multiple industries. This issue goes beyond employer fairness, beginning as early as adolescents begin selecting career fields. “In general, the trades are still prejudiced [against] women. I’d like to see the day where this isn’t a problem, but unfortunately, even in 2022, it still exists,” she said. Meghan faced discouragement since trade school, even as a fully-fledged technician. “There were a lot of doubts, people told me it’s dirty, dusty hard work. At five foot-four, I’m a small stature female. People pass judgments like, ‘oh, that could be difficult,’
>>>
Not only does Meghan tout the titles of automotive refinisher and dual-trade automotive technician; she’s also a longtime motorsports enthusiast with her own amateur team.
just due to my size,” Meghan said. According to a study by Statistics Canada, women who studied in male-dominated apprenticeship programs generally faced poorer labour market outcomes than their male counterparts. Women were just as likely to receive sick leave benefits, but typically faced lower hourly wages. This could be an untapped pool of skilled professionals, for employers willing to give minorities a go. “Here in British Columbia, only 4.5 percent of the skilled trades workforce is female. You are quite literally missing half your workforce. If you can’t staff your shop, you can remedy that,” said Meghan. “It’s 2022. Racism, sexism, and homophobia are outdated perspectives. It’s time to move past and invest in your technicians.” For Meghan, her tenacity stems from her mission to inspire young girls considering Canada’s autobody industry—to build the industry she wished for, but never had. Growing up, her role models were few: the late Jesse
Combs, and the Force sisters racing in the National Hot Rod Association. “To be honest, that’s kind of all I had. it just goes to show you the importance of role models,” Meghan recalls. “Ultimately my passion for vehicles is what drove me, no pun intended. You do it anyway, even if you’re scared or frustrated. It’s the same in racing.” “I hope that 10 years down the road, you can walk into a shop and you can say, there’s a girl who worked on the car,” she said. She describes a future where girls are applying to trade schools, getting hired and receiving proper internships—a world where women are truly equal in the trades. “I think that’d be when I have some peace in my life and go, okay. I made a difference; I can rest knowing that I changed something.” For the time being, she hopes to bring her motorsports team to the United States, track racing in Washington. However, with COVID restrictions in flux, nothing is certain. “We’ll just see where the future takes us.”
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>>> CUSTOMS CORNER
HOT RODS GALORE, TRUCKS ON TANKS AND MORE
FOR THE FIRST TIME IN T WO YE ARS, MOTOR AMA HITS TORONTO PHOTOS, STORY BY ALLISON ROGERS
H
undreds of auto enthusiasts cascaded upon Toronto’s International Centre from April 29 through May 1 for the Motorama Custom Car and Motorsports Expo’s first event in two years. The event filled more than 25,000 square metres (25,000 sq.-ft.) of the venue with more than 400 vehicles and displays from over 150 exhibitors. Vehicles showcased included custom cars, hot rods, classics, trucks, exotics, tuners, rat rods and racing vehicles of all kinds. SATA Canada, BASF, NAPA Auto Parts and eBay Motors were just a few companies in attendance, in addition to dozens of car clubs from across Ontario and beyond. Check out Bodyworx Professional’s mustsee vehicles and highlights from the show!
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CUSTOMS CORNER
>>>
A best in class winner: Mark Arsenault’s 1962 Chevrolet Corvette.
Want to see more from Motorama? Check out our video coverage by scanning the QR code with your phone camera!
SATA Canada was set up right in the centre of Motorama, offering its insights on spray gun technology, breathing protection and filtration.
One of the headliners: a Detroit Diesel Squarebody swapped WWII tank dubbed the Shermanator. The team at DeBoss Garage—based out of Dunnville, Ontario—documented the vehicle’s restoration process on their YouTube channel. SUMMER 2022 | BODYWORX PROFESSIONAL 17
>>> CUSTOMS CORNER
Certain car owners had more charming ways of telling attendees, “Hands off!”
One of ten vehicles brought by Nick Panaritis of Nick’s Garage in Laval, Québec: an original 1970 Plymouth Hemi Road Runner, equipped with all the exclusive Looney Toons features.
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CUSTOMS CORNER
>>>
Originally a barn find in Madoc, Ontario, this one-of-1,350 1975 AMC Gremlin X Levi’s Edition was originally a jean-blue hue; just a few shades lighter than the Levis jean interior.
Attendees of all ages enjoyed the show at Motorama. SUMMER 2022 | BODYWORX PROFESSIONAL 19
>>> TRAINING
SKILLS ON THE
GO
SKILLS ONTARIO UNVEILS TR ADES AND TECH TRUCK AT FIX NET WORK’S ONTARIO TR AINING CENTRE Stu Klein, technical trainer for Fix Network World, shows a high school student the basics of spotting a dent. BY MAX REID
S
“We feel that the best way to introduce people to a skilled trade is to let them have that experience; pick up a tool, try one of the simulators, whether it’s crane operating, truck driving or welding,” said Ian Howcroft, CEO of Skills Ontario.
Milton, Ontario’s member of provincial parliament, Parm Gill, was also on hand to announce a $2 million investment into the CWB Welding Foundation. “One of the things we have lacked over the years is providing the information and resources to our young people,” he admitted.
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kills Ontario, alongside Fix Network at their Milton, Ont. training centre, has officially cut the ribbon on the Trades and Tech Truck before it sets off to schools across the province. With the smell of tacos wafting from a food truck and the sound of mingling guests filling the air, representatives from both Fix Auto and Skills Ontario were geared up for an exciting day. The focus of the event was on a group of seven students from Milton District High School who were given the first run through of Skills Ontario’s new mobile hand-on learning centre. “It was a real eye-opener for what we will learn on our placements,” said one Grade 12 co-op student. “We were really excited to see an industry-grade shop. We have our shop at school, but it’s nothing like this,” said another student. The converted box truck has several interactive stations for students and parents to engage with, including various virtual reality welding and painting simulators, a pneumatic
TRAINING
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Daryll O'Keefe, regional VP, Ontario for Fix Network Canada, and his longtime industry pal, Gloria Mann of Media Matters.
Students can learn techniques in 3D printing, electrical wiring, heavy machinery operation, automotive refinishing and much more within the Skills Ontario Trades and Tech Truck walls.
pump setup, as well as a locker full of tools and safety equipment to interact with. Executives from Fix Network were also excited to be a part of bringing a learning experience directly to Ontario’s students. Fix Network CEO, Steve Leal voiced his enthusiasm for the event and how it connects various aspects of the auto industry. “I think this is a great initiative to involve the community, the government and everyone to make sure we can bring this message to the front line as much as we can,” said Leal. The event also proved a small reunion for the Fix Network and Skills Ontario. “The Fix Network has long partnered with Skills Ontario on many levels, but this new truck is meant to go out into the public and go to schools and events and introduce the young people of Ontario to the trades,” said Fix Network’s regional v-p of Ontario, Daryll O’Keefe. “They will actually get the opportunity to touch and try new skills. For young kids, they can even try on some of the safety equip-
From left to right: Steve Leal, president and CEO, Fix Network World; Daryll O'Keefe, regional VP, Ontario, Fix Network Canada; Ian Howcroft, CEO, SkillsOntario; Parm Gill, MPP for Milton, Ontario, and Sylvain Séguin, executive VP, Fix Network Canada.
SUMMER 2022 | BODYWORX PROFESSIONAL 21
>>> TRAINING
“They will actually get the opportunity to touch and try new skills. For young kids, they can even try on some of the safety equipment without touching tools, but the older kids can do virtual welding, virtual painting, even change the tire of a truck, all inside this mobile classroom.”
— Daryll O’Keefe Regional VP of Ontario, Fix Network World
“It was a real eye-opener for what we will learn on our placements,” said one Grade 12 co-op student at the event. Others remarked that it was an eye-opening experience to see a real industry shop for the first time.
ment without touching tools, but the older kids can do virtual welding, virtual painting, even change the tire of a truck, all inside this mobile classroom.” Skills Ontario’s CEO, Ian Howcroft spoke to the importance of having a hands-on experience with the tools of the trades. “We feel that the best way to introduce people to a skilled trade is to let them have that experience; pick up a tool, try one of the simulators, whether it’s crane operating, truck driving or welding,” said Howcroft. “We encourage them to get the information to make the best decisions for themselves.” To add to the excitement of a mobile classroom parked directly across from a taco truck, Milton’s member of provincial parliament, Parm Gill, was also on hand to announce
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a $2 million investment into the Canadian Welding Bureau’s (CWB) Welding Foundation. “We have 300,000 jobs that are going unfilled and most of those are in the trades. It’s important for us that if we want to rebuild our province, we as a government need to make sure we work with the industry and stakeholders and make sure we are doing what we can to address some of these challenges,” said Gill. “One of the things I think we have lacked over the years is providing the information and resources to our young people…I would encourage all the boards of education, the parents, the students, to really take a good look at [the trades]. It may just be the career for you.”
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>>> TRAINING Live feedback is also generated as students perform virtual paint jobs and welds, including insights on thickness levels and spray patterns, or arc length, speed, angles and welding paths.
Skillveri’s XR training modules encourage students to gain muscle memory in their painting and welding practices, wielding the Oculus touch controllers as they would a spray gun or welding torch.
BEFORE YOUR VERY EYES E X TENDED RE ALIT Y TR AINING AS A GATEWAY TO HANDS -ON TECHNIQUES
The Skillveri welding module—named Aura— allows students to learn basic structures for different positions and joints, including torchangle, arc length and speed techniques.
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TRAINING
>>>
Skillveri offers two programs that would be of interest to automotive students: painting, via the Chroma module, or welding through the Aura module.
BY ALLISON ROGERS
W
hat if you could paint a car in the comfort of your own bedroom? Or make a weld from your kitchen table? It’s probably not the best idea—this magazine is unaware of a detergent capable of removing automotive solvents—but Skillveri’s extended-reality (XR) training allows you to brush up your skills in a similar fashion, by donning an Oculus Quest 2 or HTC Vive headset and mimicking the same movements you’d perform in the bodyshop or welding room. Cognisco Technologies Inc, a Montreal based supplier of XR, simulation, and e-learning solutions for Career and Technical Education across North America—including automotive service, machining, cosmetology, and construction—offers the Skillveri XR training solutions for automotive spray painting and welding. The solution is suited for all body collision, refinishing and welding technology programs. Skillveri runs on commercial off-the-shelf (COTS) hardware via the ubiquitous and inexpensive Meta (Oculus) Quest 2 or HTC Vive platforms, along with software available on an annual subscription basis. With subscriptions, schools can equip entire classrooms of any size and use multiple modules in the same environments; while one student is spraying a fender, another could lay a weld mere feet away. Skillveri’s XR paint training module, called Chroma, is used in hundreds of high schools and colleges worldwide, including Vancouver Community College and numerous Ontario
“Our XR requires very little handholding and can be quickly setup for an entire classroom. Students love it because it’s engaging and challenging.”
— Stephen Perron VP and managing partner, Cognisco Technologies school boards. Through the spraying module, designed specifically to train automotive collision students, Cognisco says users can learn the basic skills necessary to be a great painter. The system mimics the same feedback and noise as a real-life downdraft spray booth and allows students to understand the appropriate movement techniques required for a proper paint job, says Cognisco. Settings are entirely customizable to the student; from fan height, nozzle orientation, part type or material—even paint colours can be selected on a student’s whim. The Skillveri welding module—named Aura— allows students to learn basic structures for different positions and joints, including torch-angle, arc length and speed techniques. Training is offered in multiple welding processes, including MIG, GMAW, SMAW, GTAW and FCAW processes, and in all weld positions—1G-6G, 1F-5F, lap and fillet joints. Live feedback is also generated as students perform virtual welds, including insights on arc length, speed, angles and welding paths. An in-course exam also allows students to test their skills in the virtual realm, which then provides a score based on a comprehensive
assessment of skilled parameters like stickout, travel speed, and more. Another standout feature of the Aura XR training module includes the platform’s cross-section view, which allows users to visually analyze all angles of the weld manually. “The program is exceptionally easy and quick to start up,” said Stephen Perron, vice president and managing partner of Cognisco Technologies, the company that administers Skillveri’s learning modules in Canada. “Students are big fans, too, because it challenges their skills.” The same reality-extending devices used in Skillveri's programming are also used in many video games and were one of the most popular gifts last holiday season. Simulators for Skillveri’s platform are easily transportable, making learning from anywhere not only possible, but exceptionally easy and affordable. Further, instructors can monitor student results in real-time over the internet or draw conclusions from completion reports and in-module exams. For more information on Skillveri’s rangel of XR training solutions, visit the website www.cogniscotech.com or skillveri.com
SUMMER 2022 | BODYWORX PROFESSIONAL 25
>>> PAINTER’S CORNER
THAT’S A THE CASE FOR AUTOMOTIVE WR APS
A Charger Hellcat wrapped in Full Custom Galaxy Print Wrap by Wraptors. The vehicle was wrapped in preparation for an appearance on the “Canada’s Next Wrap Stars” game show.
“We have plenty of customers with exotic vehicles like G wagons will switch the colours out every few seasons to stand out.”
— Stas Kravchuk founder of Wraptors Inc.
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PAINTER’S CORNER
>>>
Stas Kravchuk, CEO of Wraptors Inc., with a wrapped Mercedes-Benz G Wagon.
BY KATE NG
A
re paints going out of fashion in the autobody industry? The nitty-gritty of the answer comes down to economics. In terms of application, painting is an extended process. The steps of sanding, priming and layering are done in thin layers over time, finished off with a protective coat. When done quickly, the paint can be uneven, look inconsistent or flake off when sneezed at too hard. “Picture a big sticker going over the car. There are no chemicals involved in wraps. Just vinyl, a squeegee and a heat gun,” said Stas Kravchuk, founder of Wraptors Inc. in Mississauga, Ontario. Ease of application doesn’t mean the technician is less skilled: it means a shorter turnaround, meaning customers may be more willing to switch colours regularly. “We have plenty of customers with exotic vehicles like G wagons will switch the colours out every few seasons to stand out,” said
Kravchuk. “I had a customer who wanted to surprise their wife. When we’re done, it’s clean, has a tint and a vibrant new colour. It’s like a new vehicle again.” Aside from a makeover, wraps add a protective element to the vehicle, acting like a shield between the factory finish and the outside world. “If I take the wrap off after five years, the paint probably hasn’t been subjected to the elements. It keeps the clear coat,” said Chris Wood, senior body technician at Leon's Auto Body. “Keeping a vehicle as it came from the factory increases its resale value.” Where paint excels, however, is in corner cases where the customer has very specific needs. Think of unconventional vehicle surfaces, a lifelong colour scheme, or painting over a single panel rather than the entire vehicle. “There are some place wraps don’t hold, like rounded edges and around the taillights
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SUMMER 2022 | BODYWORX PROFESSIONAL 27
>>> PAINTER’S CORNER
Wrapping isn’t easy, but ‘wrappers’ say it’s simpler than painting. The process also eliminates harsh exposure to paint fumes.
and headlights,” said Hannah Kasiri, owner of Lucky 13 Autobody and Paint in Edmonton. “If someone is painting their vehicle, it’s crucial they understand that it’s permanent. Wraps aren’t, they can change it if they don’t love it or sell it.” That said, paint’s advantages appear to be almost entirely technical. Its longevity can be a pro or a con, depending on your customer’s needs. Most technicians said they would elect for a more permanent paintjob, when it comes to classic cars like the Bel Air 1957. “I’ve seen some pretty amazing designs like chameleon wraps, it’s come such a long way. Wraps can look nice, but you have to get into the grade A products,” said Hannah. So why aren’t big names wrapping? When it comes to the future of car finishes, things are less than clear. Wraps may be cheaper and easier to apply, but properly applied paints can last a lifetime in a warehouse.
“Wraps aren’t durable enough. They have a five-year shelf life and as a rubberized product, degrade in the sun,” said Allen Hayward, owner of Renu Auto Appearance, a facility specializing in vehicle paint. “Paint isn’t as vulnerable. Manufacturers want the paint to last for the vehicle’s lifetime.” “It all depends on the demand for wrapping, Tesla already has a dedicated shop to repair and wrap their vehicles,” said Joseph Esperanzate, head of Internal Operations at ModifyMe. “Wrapping is cheaper for manufacturers; a paint job costs more in material and paints.” “I haven’t heard about the industry wrapping vehicles but there are components that are wrapped from the OEM,” said Wood. “If I take a wrap off after five years, it probably hasn’t been subjected to the elements.” When asked if the average customer would ever choose paint over a full wrap, Chris said “I don’t see why. Repainting isn’t practical.”
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“Wraps aren’t durable enough. They have a fiveyear shelf life and as a rubberized product, degrade in the sun.”
—Allen Hayward owner of Renu Auto Appearance
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>>> PAINTER’S CORNER
LEARNING CURVE BIG STRIDES FOR AUTOMOTIVE PAINTERS
BY ROS MACDONALD
W
hen asked how collision repair has changed over the last two decades, most members of the industry will simply respond with, “how hasn’t it changed?” Automotive coatings are just one of the industry verticals to have been uprooted in recent decades. If we flip back the calendar thirty years or so, manufacturers were just beginning to use base coats and clear coats, which provided new and vibrant colours for painters and consumers alike to enjoy. Collision repair centres followed suit by implementing the two-stage process— a method initially reserved for high-end repairs. Prior, the norm was to use single stage materials, including acrylic enamels that would leave young painters today scratching their heads in confusion. “Now, we use tri-coats that give brilliance and depth to the colour,” explains Danny Marques, chairperson for the Automotive Collision Repair Department at Okanagan College. There has also been significant progress in the technology used to match paints. Today’s scanners—spectrophotometers—take an image of the car’s paint colour and create a paint formula based on the scan—a far cry
from manually matching with a spray card and squinted eye. “A painter still needs to assess whether or not that will be accessible to use, but the support from the technology is much better,” said Marques. In 2007, the government created legislation around the use of pollutants in auto painting, prompting the collision repair industry to switch to water-borne paints. Fortunately, the water-borne paints also reduce clean-up time, cost of disposal, and solvent waste. “Changing to waterborne paints was a challenge at first, but once we made that transition, we never looked back,” said Vince Gareau, owner of CSN L-Jay Autobody in Alberta. Today, automotive painters are far more aware of health risks associated with their professions—and act accordingly. “I still remember the days where painters were wearing dust masks with cigarettes poking through the masks while they painted,” explains Scott Kucharyshen, head of Saskatchewan Polytechnic’s Autobody Program. Without the proper personal protecting equipment, hazardous chemicals in automo-
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Today’s scanners—spectrophotometers—take an image of the car’s paint colour and create a paint formula based on the scan—a far cry from manually matching with a spray card and squinted eye.
Another key step in meshing with modern automotive painting was getting down with the downdraft paint booth. In comparison to the cross-draft booth, which pulled air from the production floor, the downdraft paint booth pulls air from outside and down, attracting any debris and dust down and away from the painted part.
PAINTER’S CORNER
tive coatings can lead to long-term lung and neurological issues, and other problems like asthma and hives. “Now, everyone is wearing paint suits, fresh air respirators, latex gloves. Today’s nitro gloves are also far better; the ones we use won't dissolve in gun wash,” said Barry Lee, instructor at Red River College Polytechnic. The technology used to spray the paint has also improved immensely, making leaps and bounds in terms of efficiency. Thirty years ago, automotive painters were wielding low-volume-high-pressure guns—with subpar transfer efficiencies, by today’s standards. High-volume-low-pressure guns were just around the corner, followed by the newer reduced pressure guns. “Modern automotive spray guns, the HVLP and RP guns, must have minimum 65 percent transfer efficiency,” said Kucharyshen. These improvements benefitted the environment, the worker, and the bottom-line. Another key step in meshing with modern automotive painting was getting down with the downdraft.
The dated cross-draft booth model would get feed air from right inside the shop—where body-working colleagues stood kicking up tornadoes of dust. Cross-drafts were also susceptible to furnaces, which had to be set warm enough for the air to work in the first place. “In one shop that I worked at, we couldn't work when it got to be -30°C because we couldn't keep the air warm enough to go through the booth,” recalled Kucharyshen. “The new downdraft booths, on the other hand, include their own independent furnaces, and have a lot more air movement, giving painters more flexibility.” Of course, few advancements come without a price tag. Waterborne paints, for one, are not cheap. “[These costs] can be absolutely be justified in businesses putting out a lot of work,” said Lee. “Once [the industry] finds a way to make it cheaper, we will see these advancements adopted across the board.” If the past thirty years have made anything clear, automotive painters are undoubtedly ready for the challenge.
>>>
The technology used to spray the paint has also improved immensely, evident by the difference in DeVilBiss’s product design.
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>>> INDUSTRY INSIGHTS
THE RIGHT TO REPAIR WITHOUT THE FREEDOM OF CUSTOMER CHOICE , YOUR JOB SECURIT Y HANGS IN THE BAL ANCE
BY MAX REID
A
s an industry, we need to level with the fact that today’s customer experience of getting a vehicle repaired is only a few steps short of a hostage negotiation. Drivers spend their hard-earned savings on vehicles they trust and depend on to get them through daily life but are often kept voiceless when the most important decisions about their vehicle are being made. A spirit of non-competition prevails in a space where international automakers are granted absolute authority over a vehicle and allowed to make demands of the common consumer. “For OEMs, I do understand that they want to see the products respected and be compensated for the research and the investment and so forth,” said Brian Masse, federal member of Parliament representing the Ontario riding of Windsor West for the New Democratic Party. “But, to give them a pure monopoly for the life of the vehicle in perpetuity is not acceptable and is not part of our culture for any type of manufacturing, nor is it part of a wider argument for consumer choice, public safety, or the environment.” Masse has been one of the few Canadians in the House of Commons championing the cause that has come to be known as the “Right to Repair” movement and having tabled legislation in February to amend aspects of the Competition Act, in order to create a fairer business environment for repair shops. The proposed amendment to the Competition Act would authorize the competition tribunal to mandate that vehicle manufacturers provide independent repair shops access to diagnostic and repair information and service parts on
the same terms as with their own authorized repair providers. Since 2009, he has been working alongside major automakers from across the world to try and standardize aspects of OEM repair procedure, in an effort not only to keep our collision repair industry competitive, but to promote more sensible legislation surrounding issues around emissions and electronic waste. A voluntary agreement among global OEMs operating in Canada has since been launched to serve as a venue for collaboration between automakers and the federal government. Many internationally recognized automakers have signed onto the agreement, including the “Detroit Three”; Ford, General Motors and Stellantis. The way Masse sees it, mandating that certain repairs must be carried out by OEM-affiliated technicians at a dealership effectively devalues the existing collision repair environment in that region. If Bob from Athens, Ontario, is given no choice but to have his truck repaired at a dealership in Kingston, an hour’s drive and nearly 70 kilometres from home, then every collision centre in the Athens area misses out on competing for Bob’s business. Not only does this drive down business for local shops, but it keeps damaged, less-fuel efficient vehicles on the road for longer as, in the case of many rural communities, some drivers will never be able to take the time off to get repairs done in the city. “Sometimes you’re looking at towing vehicles greater distances and that creates an even more complex situation where you’re
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“OEMs need to be respected in that repairers follow the right processes,” says Masse. “But at the same time there needs to be some protection for the consumer to go to alternative sites, especially because OEMs can’t even service their entire fleets on their own.”
INDUSTRY INSIGHTS
>>>
Limiting repairs to OEM-affiliated sources also carries the potential for more vehicle write-offs, suggested Masse. He compares this potential cycle to the way society, has been conditioned to think about cell phones. “How ridiculous was it for consumers to have to throw away mobile devices and phones just because a screen broke?”
A new wrinkle to emerge in the laying out of a Right to Repair roadmap since 2009 is the increased prevalence of vehicles as a form of data collection. All this data, things such as where a driver goes in their daily routine and what they buy, is fed directly to insurance companies and used to adjust rates, whether the driver is aware or not.
shutting hundreds of thousands of people out of the labour force,” Masse told Bodyworx Professional. As a result, vehicles end up in a salvage yard far earlier than they need to, causing surges of demand for new vehicles and therefore driving up prices for consumers. Masse compares this cycle to the way society, and the telecommunications industry, has conditioned us to think about cell phones. “How ridiculous was it for consumers to have to throw away mobile devices and phones just because a screen broke on it? There is no lack of capability in the aftermarket to fix a piece of glass on your phone. The electronic waste and everything else becomes ludicrous,” said Masse. He points to this practice among OEMs across all industries as being toxic to the very culture of creativity and innovation that brought the auto industry to Windsor in the first place. The Ford Motor Company chose the Detroit-Windsor-area as its base of operations in the early twentieth century to capitalize on the skills of the burgeoning bicycle industry that existed there at the time. Masse points out that the talent and ingenuity that helped create the American bicycle industry was not meant to be the be-all and end-all of industrial craftsmanship, but the basis for a culture centred on entrepreneurialism and individuality. “OEMs need to be respected, in that we follow the right processes; but at the same time there needs to be some protection for the consumer to go to alternative sites, especially
Brian Masse, MP for Ontario’s Windsor-West riding, has been one of the few Canadians in the House of Commons championing the cause that has come to be known as the “Right to Repair” movement and having tabled legislation in February to amend aspects of the Competition Act.
because OEMs can’t even service their entire fleets on their own,” said Masse. “There needs to be respect for the fact that, at the end of the day, it’s your money from your wallet and that needs to be balanced out. The OEMs don’t have the right to own your capabilities for what you can do as an individual.” A new wrinkle to emerge in the laying out of a Right to Repair roadmap since 2009 is the increased prevalence of vehicles as a form of data collection.
“The software and digital stuff are of concern because it is a little bit outside of the agreement right now, and that’s where cars are headed,” said Masse. “The information that is now being gathered and used in cars is going to be very much a part of the profit scheme for recuperation for OEMs and other manufacturers.” All this data, things such as where a driver goes in their daily routine and what they buy, is fed directly to insurance companies and used to adjust rates, whether the driver is aware or not. “I’m in favour of informed consent where the consumer can choose how [OEMs] can sell and use their data, but it has to be provided in a full context of understanding. “It’s about having the right to protect your data. If you do decide to use your data for your benefit, you’re well-informed of what you’re giving up, but you’re also understanding of what you’re getting in return,” said Masse. The remaining questions surrounding Masse’s mission involve how best to educate the public on why the Right to Repair movement is relevant to just about everyone who owns a piece of repairable technology, and who should be charged with building its model. “We have to decide as a country with right to repair, whether its cars or other products and services, whether this will be a national standard across our country as one piece of legislation, or whether we devolve that to the provinces and let them decide,” said Masse. “It’s a debate that Canadians need to have—and it is not happening right now.”
SUMMER 2022 | BODYWORX PROFESSIONAL 33
>>>
FINAL DETAIL
PARTNERS IN DESIGN THEY DON’T MAKE THEM LIKE THEY USED TO BY ALLISON ROGERS
E
veryone has that dream car—the one whose engine sends a chill down your spine; the car that, every time you see it, you find yourself wanting more. Personally, my own ‘dream car’ is a 1955 Ford Thunderbird, draped in canary yellow colouring—but I don’t have $100k laying around. A more realistic dream car is an early 2000s Volkswagen Beetle—in the same hue, naturally. We all have that car; but, sometimes, you see something you never knew existed, and it triumphs all that came before.
When did OEMs stop being fun? That was the very feeling that came over me when I first saw the 1970 Plymouth Hemi Road Runner on display at Toronto’s recent Motorama show. For those that don’t know, Plymouth licensed the Road Runner name, likeness and signature “beep beep” sound from the popular Warner Brothers cartoons, beginning in 1969. The 1969 Plymouth Road Runner featured brand-new Road Runner decals—Coyote Duster insignia on the air cleaner lid and a Road Runner-themed racing stripe—as well as a horn blasting the cartoon bird’s catchphrase, “beep beep”. Something about the vehicle ignited a passion inside me. While the one brought to Motorama by Québec-based Nick’s Garage was orange, I quickly discovered the 1969 version also came in sunfire yellow—a shade nearly identical to what I envision on my dream car. When I returned from Motorama, I bored my coworkers by bringing up the model every time I could, wondering what it was that kept drawing me to the Plymouth Road Runner. “It’s something about the collaboration between OEMs and pop culture,” I finally said to one of our writers.
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Another vehicle that caught my eye, for similar reasons, was the one-of-1,350 1975 AMC Gremlin x Levi’s Edition. While the model at Motorama sported a 26-year-old silver paint job, the original model wore an indigo jean-like hue, with jean-coloured upholstery and Levi’s tags all over. The car debuted alongside the rise of denim and the launch of Levi’s affordable ‘Orange Tab’ collection, which blended well with the Gremlin’s economy car demographic. Why don’t we see collaborations like this today? Sure—anyone can reupholster an interior with Levi’s and slap a jean-coloured paint job on there. Anyone can retrofit a Road Runner horn—they’re $100 on eBay, give or take. The idea of driving off the lot with a spectacular collaboration like a Plymouth Road Runner, donning your favourite cartoon characters (note that Plymouth’s Duster also played with Looney Toons characters, forging a logo from the Tasmanian Devil), that’s just not something you see nowadays. Sure, Jeeps have their easter eggs. Once in a blue moon, an automaker will host a collaboration with someone or something from pop culture. But it’s not the same. When did OEMs stop being fun?
Allison Rogers is the editor of Bodyworx Professional. She can be reached at allison@mediamatters.ca, or 905-370-0101.
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