Collision Repair 22#1

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Jim Shirtliff of CARSTAR Peterborough has seen all angles of this industry, and is using that expertise every day to deliver OEM-quality repairs.

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WHAT TO WATCH

With every new year comes a new list of trends and challenges to watch out for; this year, labour retention, training gaps and DRPs are on the menu.

MANAGING THE MACHINES

Artificial intelligence has likely worked its way into your repair shop in one fashion or another—get informed with the basics of how these systems work, and how they can work for you.

ADAS INTERVIEW

Driver-assistance systems are one of the collision industry’s biggest challenges right now—join two experts in the field for a back-and-forth on why shops need to get educated on ADAS.

PURSUING PECULIAR PATENTS

The automotive industry is a constant race to the top, as major OEMs scramble to invent the next great piece of tech that will reshape how we approach vehicles.

ROMANS RANKS

Check out this year’s rankings of collision industry banners and how they stack up with one another, courtesy of the latest Romans Group whitepaper.

STAND UP, SPEAK OUT

Our industry has declared that it is back and ready to tackle the real challenges at this year’s slate of industry events.

LEADING BY LEARNING

Nothing exemplifies the Canadian collision repair spirit quite like the annual Budd’s Pig Roast, held every year in honour of the late industry giant.

EVOLUTION, NOT REVOLUTION

It seems like the quest for the lowest repair price will soon be over. Thank goodness!

By DARRYL SIMMONS

It may be a new year, but here’s a not-so-new prediction: well-trained and well-equipped collision repair centres will be in high demand in 2023.

In my opinion, we will see facilities with the knowledge and capability to perform proper, compliant repairs soon turning ample profits as we venture deeper into the increasingly complex world of vehicle repair.

The number of shops has been thinned already, and many shops are already backlogged. Starting as a whisper, the mantra is getting louder… Profitability for shops is needed in the new Auto Claims Economy. A growing number of insurer “partners” are not just paying lip service, but they are starting to pony up to the bar. I predict

Traditionally, repairers sat at the bottom of the food chain when it came to the Auto Claims Economy—at the mercy of those who paid them. Insurers have always had the negotiating power as they were the ones who controlled the purse strings.

Now, as repair capability declines, new questions demand profitable answers. Who is going to pay for storage while waiting for the repairs and the parts? Who is going to pay for the increased administration needed for the estimates that are now much more complicated as they include EV materials as well as other alternative options, such as self-drive and ADAS.

The key is not just volume, it’s profitability.

we’ll soon see increased labour rates across the board, flat fees for appraisals, payments for admin duties and much, much more.

Insurers have painted themselves—well, their customers, actually—into a corner by trying to get the cheapest price as opposed to the best partnership at the local levels. Thank goodness the quest for the cheapest repair price is over. That race to the bottom is soon to be reversed. They are realizing a cheaper price does not bode well in today’s market. At the end of the day, insurers need their customers’ cars repaired properly. They will be reliant upon the progressive collision centres who can conduct these repairs safely and profitably . Insurers can no longer put one shop against the other to get the best price.

This is not a revolution, it’s an evolution. For the first time, repairers are well positioned as insurers and customers scramble to get their cars repaired according to procedural dictates, supply chain and chip shortages, and an ever-growing backlog at the shop level.

Savvy insurers recognize the importance of profitability and will pay more for qualified repairs in order to get better service. That’s where the customer wins. And, with OEMs eyeing cycle times and cradle-to-grave strategies, progressive shops—i.e., the good ones—will get more business.

But the key is not just volume, it’s profitability. If shops don’t make a profit, sooner, rather than later, they will close down. And insurers know this.

The tide is turning. Collision repair facility owners and managers now have a platform to voice their concerns on a national level and actually be heard. Yes, I can see just over the horizon—higher labour rates, better payout tables, better pay for administration costs, and much more.

Stay tuned. This is bound to be collision repairers’ brightest hour.

PUBLISHER

Darryl Simmons publisher@collisionrepairmag.com

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Orest Tkaczuk | orest@mediamatters.ca

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Allison Rogers | allison@mediamatters.ca

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CONTRIBUTORS

Tom Bissonnette, Venessa di Vito, Jay Perry, Stefano Liessi, Steve Fletcher, Meghan McEwen

SUBSCRIPTION

Single edition $7.99 One-year $39.95 ( 6 issues) Collision Repair ™ magazine is published bimonthly, and is dedicated to serving the business interests of the collision repair industry. It is published by Media Matters Inc. Material in Collision Repair™ magazine 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 and statements appearing in this publication have been compiled and included with the permission, though not necessarily the endorsement, of the editor, or of independent columnist contributors, and are in no way to be construed as those of the publisher, or as endorsements of them.

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PEOPLE ON THE MOVE

JOHN TURNER | SIMPLICITY CAR CARE

John Turner has joined Simplicity Car Care as brand development manager, he announced on LinkedIn in early December. Turner brings vast experience in several sales roles and previously owned his own service centre, collision repair facility and auto jobber location.

EMMANUEL GYEBI | FIX NETWORK

Fix Network is pleased to announce the promotion of Emmanuel Gyebi to global vice president of procurement, having previously served as a director of procurement. Gyebi will provide executive leadership, direction and strategic vision to the company’s global procurement framework and processes, according to a press release from Fix Network.

JEFF

MURRAY | BOYD GROUP

The Boyd Group recently announced the appointment of Jeff Murray as interim CFO, effective January 1, 2023. Murray joined the finance team at Boyd in 2004 as the manager of external financial reporting. Prior to joining the Boyd Group, Murray worked at the accounting firm Ernst & Young LLP for approximately 10 years. Since 2013, he has held the role of VP of finance at Boyd. He holds a Bachelor of Commerce (Honors) degree from the University of Manitoba and is a chartered professional accountant.

AZIM

LALANI | AUTOCANADA

National dealer AutoCanada has announced that Azim Lalani will take over as CFO at the beginning of the 2023 fiscal year. Lalani brings more than 25 years of experience in the real estate industry to his new role at AutoCanada, having most recently served as senior vice president of finance and accounting at a real estate development firm. He is currently co-vice chair of the board of governors and chair of the finance committee at the University of British Columbia.  He is also a corporate director with UBC Investment Management Trust and the chair of the audit committee of the Family Services of the North Shore.

ON THE MOVE

KEN CHUNG | SIMPLICITY CAR CARE

Ken Chung has been named VP of operational excellence and technology for Simplicity Car Care. According to Simplicity COO Domenic Prochilo, Chung will “bring innovative ideas to the already successful performance-based agreements in which Simplicity Car Care participates, and those that will come in the future.” Chung’s expertise in technology and programming will also complement the company’s technology stack by analyzing all of Simplicity Car Care’s infrastructure and creating a road map for improved reporting and efficiencies.

CSN announced in January that Al McNeil had joined its corporate team as a field technical analyst. McNeil will support Western Canadian licensees as part of the organization’s field operations team. He brings more than 28 years of experience, previously working for MSO as a group appraisal reviewer and process trainer. Prior to that role, McNeil owned and operated his own independent appraisal firm after a lengthy career with Intact Insurance as a field appraiser.

Jack Landry is the latest account manager to join CSN Collision Centres, the network announced in January. Landry’s new role has him responsible for maintaining growth with insurance partners, customers and licensees as part of the insurer relations team. Previously, Landry spent more than two years in key account management for a leading aftermarket distributor operating in North America, Japan and the United Kingdom. Prior to that, Landry worked for more than six years for the largest global rental replacement network in a management role.

AL MCNEIL | CSN COLLISION CENTRES

JACK LANDRY | CSN COLLISION CENTRES

PEOPLE ON THE MOVE

Fix Network has announced the appointment of its new director of operations for Western Canada, Lauren Reynolds. According to a company press release, Reynolds will be responsible for managing Fix Network and ProColor Collision’s operations across Western Canada. She previously served as Fix Network’s strategic partner developer and possesses over 15 years of experience in the collision industry.

SCOTT KRAFT | FIX NETWORK

The sales department at Fix Network is excited to unveil a new shake-up to its management team, announcing that Scott Kraft has been nominated to the new role of key account manager for sales and relationship management. Having previously served as director of operations for Fix’s Western Canada division, Kraft has developed both a strong set of skills and reputation to match, as he was instrumental in leading his section of the company through the development of the Western Canada Hail Program. He is also a graduate of Fix Network’s inaugural Leadership Program.

Benjamin Perrier recently joined BASF Canada as strategic account manager – Eastern Canada. Perrier joins the team from BASF France, where he served as national sales manager and strategic account manager. Perrier also brings extensive experience in the automotive aftermarket, exports and distributing, and has worked as a country manager for KYB Europe, an OE supplier to vehicle manufacturers. “I’m looking forward to meeting the teams and partners in the coming weeks and to start supporting them on all our industry challenges,” Perrier wrote on LinkedIn.

LAUREN REYNOLDS | FIX NETWORK

BENJAMIN PERRIER | BASF CANADA

TECH TAKES THE WHEEL

By SYLVAIN SEGUIN, president of Fix Network Canada

Change is inevitable and to make it in any business, you must be flexible to stay relevant. And the evolution of technology is keeping all of us on our toes.

The aftermarket business is no different when it comes to innovation in technology. We’ve been shifting gears and learning more and more about the state-of-the art advanced technology that is coming our way. From Electric Vehicles

(EVs), Advanced Driver-Assistance Systems (ADAS) including adaptive cruise control, collision avoidance, GPS integration – it is imperative we learn all there is to know about these advancements and how to repair them to OEM standards.

Industry experts predict that the future of passenger vehicles will be electric, propelled by consumer interest and the regulatory environment. Electric vehicle (EV) adoption

The automotive aftermarket is not immune to technological advancements—and changes will come rapidly

accelerated in the second half of 2020 and has remained steady. According to SEMA’s Future Trends 2023 report, the EV market is poised for significant growth in the next decade, with new sales projected to hit 39 percent by 2035.

Electric vehicles present exciting opportunities for our industry. Electric vehicles may take some time to reach the same level as internal combustion engines in terms of sales and adoption (according to SEMA, there are nearly 300 million gas-powered cars and trucks on US roads and displacing them will take many decades) but those of us in the aftermarket industry must determine if we are prepared to repair these sophisticated machines. In case of a collision, electric vehicles demand a completely different approach than just tending to dent repair.

We are several years away from fully autonomous vehicles on the road. But it’s never too early to prepare for the next technological evolution and understand how it might disrupt the aftermarket industry.

Artificial Intelligence (AI) is now turning the notion of a traditional automotive body shop upside down. AI and computer vision systems are playing key roles in streamlining diagnostics and inspection processes in critical aftermarket operations. Sophisticated AI algorithms and machine learning processes can manage every aspect of repair shop operation at lightning-fast speeds—from computing to quick photo estimation, to complete inspection of the vehicles, to providing customers real-time information about the extent of the damage. At the same time, it is also speeding up transmission of repair-related information.

From EVs to AI, just having the right equipment and knowledgeable technicians is no longer an option. Body shops must understand the latest auto manufacturing and technology developments to support their customers better. And training employees is key.

The processes and requirements change from one year to the next due to new equipment complexities or raw materials used in the construction of different components of the structure of the vehicle. Training therefore should be considered as an ongoing priority for shops.

At our Fix Network World training centers, technicians working for our strategic partners are continuously trained in the latest AI processes and repair procedures to ensure that they can repair the most advanced vehicles. Through ongoing

mentoring, virtual reality-based training, we are successfully preparing hundreds of next-generation technicians who can confidently work on these sophisticated machines.

As consumers expect more from their vehicles, OEMs and technology companies ramp up development to meet demand. In this situation, franchise networks are better positioned to pivot and adapt and support their customers.

For technicians, continuous learning should be a lifelong learning process. We need people with an open mind to agree that the repair process will evolve from year to year. Regular training and refresher courses for skilled technicians in the most advanced collision repair technologies prepare them to be better prepared for the future.

As technology evolves, electronic components become more sophisticated and alloys used in the construction of cars become more complex, technicians can no longer rely on past experiences only. They need to read every OEM technical data sheet prior to any structural repair to ensure they meet OEM recommendations and standards for a particular vehicle.

Another important element taking the AI technology forward is certification for shops and technicians. Certification methods such as I-CAR demonstrate to customers and insurance partners that the team has been trained to manage the most complex mechanical and collision repair requirements and that the shop has the latest equipment to ensure all repairs and services are according to manufacturer specifications.

Many believe that the technology is very complicated and requires a great deal of training and investment. While the benefits of incorporating AI technology in shop operations are many, the biggest challenge is obviously the cost. Shop owners are apprehensive if their investment in the technology and the time can translate into significant returns quickly. As the saying goes ‘you have to spend money to make money’.

If shops do not make the right investments to keep up with innovation, body shops risk being left behind. The benefits far outweigh the disadvantages and the investment in both time and money will certainly pay off in the longer run. As the former Chairman and CEO of General Electric, the late Jack Welch, said, “Change before you have to.” Whether collision repairers adopt the technology or not, there’s no doubt about it – change is here to stay.

GOODBYE TO GOTSCH

The automotive aftermarket is bidding farewell to an industry legend, as CCC Intelligent Solutions’ Susanna Gotsch prepares for retirement, closing the book on a prolific 30-year career. Gotsch worked in the many different avenues of CCC since her 1992 start with the company, having built up skills in product development and management, before moving on to head up CCC’s data warehouse development team. In 2000, she also began serving as the company’s industry analyst, a role which would become her full-time responsibility. Gotsch also developed and has led CCC’s Crash Course publication since 1995.

SPOTLIGHT AND SHOWCASE

Lordco’s 33rd annual trade show is slated to occur this April 3 and 4, says the company. Registration closes on March 30, 2023, at 5 p.m. PST. Please note that registration for suppliers is invitation-only. The event is traditionally held at the Pacific Coliseum and PNE Agrodome. Last year, the company said it hosted “hundreds of partners representing the best tools, equipment and chemical lines the industry has to offer.”

Photos from last year’s Lordco Trade Show, which marked the first time in two years that attendees connected at the Vancouver-based event.

Gotsch was recognized as a “Most Influential Women in the Collision Repair Industry” in 2011 and served on the board of the Women’s Industry Network from 2013 to 2019.

PRESENTING PROJECT ARROW

Markham, Ontario’s Pfaff Autoworks recently hosted the Automotive Parts Manufacturer’s Association (APMA) and other Project Arrow stakeholders for the reveal of Project Arrow. Suppliers were treated to a super-secret glimpse at the Canadian-built car on December 20, where 80 attendees met at a tightly guarded event at Pfaff Autoworks. Viewers were forced to abandon their smartphones and tape over any camera lenses before they were permitted a walkaround of the four-seater ZEV. Every part of the Arrow model is Canadian-made, according to Flavio Volpe, president of the APMA–aside from the infotainment screen, which he says is made by Lenovo in absence of a Canadian supplier.

“This is going on a two-year tour [to] auto shows, tech demonstration centres and direct visits to OEMs,” said Volpe.

CRISIS COORDINATION

Ford released an emergency response guide (ERG) in its recent OnTarget newsletter. The free document was distributed with the aim of equipping technicians with a deeper knowledge of the locations of various safety features, including airbags and sensors, as well as detailed procedures on how to safely approach and deactivate a damaged EV. “The ERG provides a lot of detailed information on how to approach a damaged EV, what to listen for, what to look for,” said Gerry Bonanni, senior damageability engineer at Ford. The ERG also provides steps for what to do if a Ford vehicle’s charging cord lock does not release after charging, including how to safely disconnect the charging cord itself from the vehicle.

JUNK IN THE TRUNK

Observers of Tesla’s Texas Gigafactory were seen doing dramatic double-takes after images of the yet-to-be-released Cybertruck’s massive single-piece rear megacast were leaked. The images, which found their way online in the days following Tesla’s recent Q3 earnings call, depict several versions of the huge part; one appearing to be an aluminum megacast while the other is likely hydroformed stainless steel, according to Teslarati. The use of megacasting first began with the production of the Model Y’s chassis in 2020. This time around, Tesla engineers have been using a far larger casting to account for the Cybertruck’s large body and long truck bed.

UPSTANDING EV

Rivian’s 2022 R1T electric pickup has earned an International Institute of Highway Safety (IIHS) Top Pick Safety+ award. The all-electric pickup was shown to withstand the small overlap quite well, as a video released by the IIHS saw the occupant compartment of the R1T remain secure, while its driver-facing airbags successfully kept the test dummy cushioned from the brunt of the impact. To be eligible for a Top Safety Pick award, a vehicle must earn “good” ratings in six IIHS crashworthiness evaluations, including the driver-side small overlap front, passenger-side small overlap front, moderate overlap front, original side, roof strength and head restraint tests. It must also be available with a front crash prevention system that earns “advanced” or “superior” ratings in both the vehicle-to-vehicle and daytime vehicle-to-pedestrian evaluations.

THIN-SKINNED

An American vehicle detailing shop has an interesting discovery— the OEM coating on a new Lucid Air Grand Touring is so thin that polishing can damage the paint. According to a Youtube video by Out of Spec Detailing, the Lucid Air’s Grand Touring paint was too thin to even polish. In fact, paint thickness measurements regularly scored below 3mm but went as low as 2.24mm. For context, most vehicle coatings vary between 4mm to 7mm—enough for a polishing abrasive material to polish scratches away. Nevertheless, a solution was found. The Out of Spec Detailing team used a paint protection film to cover scratches, and highlighted vinyl wrapping as another possibility.

CCCR ANNOUNCES CO-CHAIRS AND REGIONAL REPS

The Canadian Council of Collision Repairers (CCCR) has announced the introduction of Co-Chairs Kelvin Campbell and Max DiFelice as well as the Regional Representatives from across the country. Regional Reps are: Atlantic: Kelvin Campbell Southern Ontario: Max DiFelice

Eastern Ontario: Shawn Stenson GTA: Jeff Pabst

Northern Ontario: Daniel Trevisanutto Manitoba: Joel McPhail Saskatchewan: Mike Mario Alberta: Steve Hammond British Columbia: Wade Bartok. The CCCR was formed to provide a voice for owners and managers to promote the highest standards of safety, quality, and professionalism in the industry. The council will also provide a platform for members to share their knowledge, expertise, and best practices. For more information visit www.collisionrepaircouncil.ca

Tesla Giga Texas observer Kim Java uploaded a video of the Cybertruck megacast to YouTube.

In addition to a strong showing in the driver-side small overlap front impact test, the R1T comes equipped with “good-rated” LED projector headlights and a standard front crash prevention system that the institute said also posted “superior” results.

Paint thickness measurements regularly scored below 3mm but went as low as 2.24mm. Collision Repair magazine is unable to verify the accuracy of the readings.

Serving your PBE needs for 50 years

DRIVING DISPARITY

The New Brunswick Insurance Board continues to approve insurer requests allowing credit scores to determine driver insurance rates, despite criticism that the practice carries discriminatory implications. Former attorney general Kelly Lamrock said that the use of poor credit to determine auto premiums was comparable with price discrimination by gender and age, saying in an interview with the CBC, “Poverty tends to lead to bad credit.” Similarly, the Office of the Attorney General (OAG) raised concerns with the insurance board about how credit discrimination allows companies to subvert anti-discrimination laws, potentially targeting groups such as seniors and single people. “The OAG argues that the inclusion of credit scores in the rating formula may adversely impact those in vulnerable socioeconomic groups as it may lead to increased premiums,” wrote the board in summarizing the government’s legal argument. New Brunswick is not facing this issue alone: Ontario’s Auditor General, too, voiced concerns about credit-based insurance in its 2022 annual report.

New Brunswick’s largest auto insurer, Wawanesa, defended the practice in 2021, saying that credit score reflected an individual’s level of risk-taking, risk tolerance and financial responsibility—bad driving being an example of risk-taking.

UPS AND DOWNS

The office of Ontario’s Auditor General released its 2022 Annual Report in December, where more light was shed on the province’s growing disparity between low crash frequency rates and high auto insurance premiums. Penned by Auditor General Bonnie Lysyk, this year’s report found the average Ontario auto insurance premium rose by 14 percent from 2017 to 2021, totalling an annual rate of about $1,642, despite the fact that the province often records the lowest crash frequency nationally. The report laid out several suggestions for initiatives that could work to make Ontario’s auto insurance industry more efficient, affordable and equitable for the province’s many drivers. “Like Alberta, Ontario could develop more protocols to treat automobile accident injuries instead of providing cash for those injured to seek their own treatment,” read an excerpt of the report. “Ontario could also follow British Columbia and Saskatchewan in implementing a mandatory licensing or certification regime for automobile repair businesses to protect consumers against poor repairs and fraud.”

A POWERFUL PAIRING

3M has extended its status with the International Bodyshop Industry Symposium (IBIS) partnership, the companies announced in December. The agreement to remain a Global IBIS Partner will be in place for three years, said 3M. The companies have maintained a relationship since the inaugural IBIS Global Summit in 2001. “We’re thrilled to be continuing this journey with IBIS,” said president of 3M’s automotive aftermarket division, Dave Gunderson. “Through each year of our longstanding partnership, 3M has had the opportunity to connect with some of the best and brightest in collision repair, all around the globe. We view this partnership as integral in our ability to learn, grow and further advance in the industry” IBIS CEO, Jason Moseley, echoed a similar enthusiasm, saying “We are thrilled to have 3M as our global partner again. This agreement shows the commitment to supporting a strong and sustainable sector. Over the last few years 3M have used the IBIS platform to inform and educate hundreds of industry leaders.

“We will start the extended agreement at IBIS Middle East – Dubai In February moving on to the Exclusive IBIS USA Nashville [event] in April, followed by the flagship Global Summit – Milan in June,” added Moseley. The theme for IBIS’s 2023 lineup of events is “Sustainable Strategies for Success.”

A NEW NAME

Following a year of steady acquisitions in the auto glass sector, most recently including the purchase of Discount Auto Glass, Driven Brands has announced that it will be unifying its numerous glass repair brands under the new banner of Auto Glass Now,”in the states. Driven Brands has added about 175 glass repair facilities, as well as more than 700 mobile repair units, to its portfolio since last year through a series of strategic acquisitions in the American glass repair market. The company says this new Auto Glass Now branding will be reflected online and in future advertising materials, as well as at its remodelled facilities and on mobile service vans.

SHACKING UP

Treschak Enterprises in Welland, Ont. has been acquired by Color Compass Corporation, expanding the Canadian footprint of the autobody supply distributor. According to Color Compass, this is part of the company’s historic practice of strategic market growth and acquisitions, with the addition of Treschak Enterprises being part of their continued expansion within the Ontario marketplace. Treschak Enterprises has serviced the Ontario collision market for 35 years and boasts a solid reputation with its customers according to Color Compass. The acquisition of, Treschak Enterprises “aligns with Color Compass’s values, and mission of providing sustainable and profitable business solutions of fostering continuous improvements by creating a culture of caring for our people, our suppliers, and our customers,” said Gord Milford, president of Color Compass.

“[This branding] gives us an incredible platform to continue our national expansion through tuck-in merger-and-acquisition activity and greenfield openings, which has helped us become the second largest player in the U.S. glass servicing category in just a few short months after entering this space,” added Macaluso.

Jamie and Don Treschak of Treschak Enterprises.

COLD-HEARTED

Tesla models appear to fare better in cold weather when compared to other popular EVs, according to an updated range study by Recurrent Auto. Recurrent Auto obtained data from 7,000 vehicles across the United States and analyzed “tens of thousands” of data points from onboard devices providing data on energy usage. According to Recurrent’s data, the Model X and Model Y Long Range loses 15 percent of range when operating between -6°C and -1°C (20°F to 30°F); the Model 3 Long Range lost 17 percent and the Model S lost 19 percent of its range. For comparison, Ford’s Mach-E Premium AWD lost 30 percent—as did the Volkswagen iD.4. A 2020 study performed by the Norwegian Automobile Federation showed a 34 percent range reduction for the Tesla Model 3; Recurrent notes that this model did not have a heat pump, which now comes standard and has been shown to increase cold weather ranges. The Model Y uses a “more sophisticated heat pump system”, “help[ing] to regulate temperatures without drawing on the battery.” Teslas are also aided by localized cabin heating—from heated seats, steering wheels or other parts. Ultimately, the study concludes that though some range is lost when driving a Tesla in cold-weather conditions, “Tesla’s thermal management is still great at controlling cold weather range loss.”

MAKE SOME NEW NOISE

New sound requirements for hybrid and electric vehicles have been announced by Canada’s transport minister, citing increased collision risks towards cyclists, pedestrians and Canadians with disabilities among others. Minister Omar Alghabra announced mandatory minimum noise levels from hybrid and electric vehicles and equipping them with sound emitters that produce noise at low speeds. Under these new requirements, all hybrid and electric vehicles will be required to have sound emitters that produce noise at low speeds. While automakers can determine the actual noise sound made, the volume and pitch must clearly indicate if a vehicle is speeding up or slowing down. Most automakers have voluntarily added sound emitters to hybrid and electric vehicles prior to the announcement, which is currently in effect.

FLASH SALE

Few things are bad enough to be called a burning wreck. Unfortunately for one man in Cambridge, Ontario, his 2015 Hyundai Sonata turned into one when his car burst into flames right as he pulled into the driveway. In an interview with the CBC, Mike Tennant described how a “large flame came up over the hood,” warning his wife that his car was on fire. According to the CBC, it was only 15 minutes since he picked up the car from a dealership after servicing on November 9, 2021. More than a year later, there remains no official cause or agreement over who or what was responsible. The CBC’s Go Public investigators contacted two experts with videos of the burning car and service records from the dealership. Eli Melnick, an electrical engineer, licensed mechanic and forensic investigator says that the intensity of the flames suggests it might have been fueled by an accelerant. The remains of the vehicle were sold by Allstate, who did not say whether an investigation was conducted before or after they sold the vehicle for salvage.

Matt Carpenter, an instructor and expert in automotive mechanics at the Southern Alberta Institute of Technology made a similar assessment, highlighting that an accelerant accounts for the size and spread of the fire but not the root cause, with Melnick saying that 15 minutes was the approximate time for engines to reach operating temperature— hot enough to start a fire.

BUMP IN THE ROAD

Image from Recurrent Auto. Estimated winter ranges are based on onboard telematics and reflect the OEMs proprietary range calculations and software. Verified winter ranges are based on original Recurrent research using a combination of onboard devices and real-time usage data providing more than 35,000 data points.

News site CarBuzz recently unearthed a document indicating BMW’s exploration of a new suspension designed to harvest energy from potholes, speed bumps and other road defects. Whereas traditional suspension seeks to mitigate the bumps felt by a driver and their passengers, this new design aims to translate this jerky force into energy that feeds back into the vehicle. At the time of publishing, there are no details for when this system may rollout to customers or how much it might cost, though sources suspect the tech will be present on incoming electric models.

TWICE AS NICE

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BMW’S BFF

You’re lying if you say you’ve never talked to yourself. Seriously—have you never rattled off a story or idea while alone in the comfort of your own car? If you’re of the majority, be forewarned; your car may soon speak back to you. BMW unveiled a talking concept car at the Consumer Experience Show this January, equipped with a digital assistant the OEM has dubbed ‘Dee’—which stands for digital emotional experience. “She’s a digital companion that interacts emotionally with you,” says BMW. “The ultimate companion, Dee has a voice full of personality that can also be heard outside the vehicle. She intelligently responds to you and the surroundings.”

FEELINGS ON FIRE

In the latest installment of the Florida Man Chronicles, an inebriated culprit turns himself in for “doing stupid things.” After departing a local bar on December 7, police say an intoxicated Florida man sauntered down the street to find an unaccompanied police patrol car— which he promptly set on fire, using garbage from a nearby dumpster and a lighter. He fled the scene, but returned several minutes later to confess his crime, citing he “felt bad” and that he does “stupid things when drinking.” The arsonist maintains that he merely happened to choose a police car to set ablaze; “it may as well have been a minivan,” he told police.

CHEESED

You’ve probably heard of people leaving notes to indicate a driver’s poor parking skills. Some drivers even keep a handy business card-sized stack in their glove box to exercise their entitlement everywhere they go. Others take it one step further and make threats—cheesy ones, at that. A driver was left surprised when they returned to their vehicle to find a note threatening to “line [their] car with slices of cheese” if they ever dared to take up two spots again. While this magazine cannot confirm whether the recipient of said note was lactose intolerant; we can assume they were based on the angered reaction.

DIRTY DEEDS

A U.K. car leasing company issued a seasonal warning last month, cautioning drivers to think twice before scrawling ‘Wash Me’ on salt-stained vehicles this winter. Select Car Leasing says U.K. offenders could be prosecuted for their pranks. “Some motorists go to great lengths to protect their paintwork. There’s a whole car detailing scene where enthusiasts swap advice on how to clean, polish and protect the paint on their pride and joy,” said Graham Conway, the company’s managing director. “Swirling your finger in that muck can scratch the paintwork—especially if you catch your fingertip as you write.” Further, if enough pressure is applied while the wrongdoer leaves their message, a “ghost of a word” can be left on the paint, “even after the owner washes the car,” stressed Conway.

A whole bunch of British seven-year-olds could face federal fees if people actually start pressing charges.

Settle down. There are far worse threats than those that result in free cheese.

Your car could soon be your best friend. BMW wants to make ‘Dee’ your ultimate companion.

Story by MAX REID

The truly progressive business leaders recognize our industry for what it is—a living, breathing organism that demands the proper function of all of its parts to achieve unified goals.

That being said, if you view your current relationship with the collision repair industry as more exploitive in nature, we couldn’t hold that against you either.

Shop owners across Canada are feeling caught in middle of competing interests of banners and insurance companies, often with less and less reward trickling down to the franchisee level.

Jim Shirtliff, owner of CARSTAR Peterborough, has touched nearly every angle of the automotive aftermarket, having put in time working for insurers as an independent appraiser, managing a dealership collision centre, in addition to being a licensed collision technician.

If there is anyone who knows how to make the many tentacles of our industry function more like the intelligent cephalopod they are attached to, it would be Jim.

“I’m a second-generation owner, just like many other people in this industry. I started in a family business, went to work on the insurance side as an appraiser for several years, and then started with CARSTAR as a franchisee 20 years ago,” Jim said in a chat with Collision Repair.

I’m a second-generation owner, just like many other people in this industry. I started in a family business, went to work on the insurance side as an appraiser for several years, and then started with CARSTAR as a franchisee 20 years ago

Jim Shirtliff, owner | CARSTAR Peterborough

CARSTAR Peterborough’s big beautiful sign sticks out at one of the first things you’ll see when driving through the city’s residential east end.

From a humble beginning as an apprentice at his dad’s shop in Mount Albert, Ontario, the automotive world was what Jim knew well, so he followed the path of collision repair wherever it took him, leaving him with countless learned lessons along the way.

“I was a dealership bodyshop manager for several years, which was a great learning experience as I was educated about budgets, forecasts, income statements, payroll, hiring and firing; I came into that culture 40 years ago,” he said.

“I took the 3M ARMS management course in the early 80s, which was a great eye-opener into how to run an efficient and profitable collision repair business”. Jim has also been actively involved in continuous education in lean management principles under the direction of industry leader, Mike Anderson.

“Mike Anderson has been a great mentor over the years, and I appreciate his guidance immensely. I proactively manage our business with KPIs and not opinions or emotions.”

According to Jim, the collision industry currently sits in a “crisis situation” where the demands on insurer-affiliated repair facilities are heavily outweighing the ability of these shops, banner or otherwise, to actually meet these high production numbers.

The team at CARSTAR Peterborough may be small, but the smiles they deliver to customers every day are many.

“You can see that from the lead times when you’ve got shops booking two to four months out,” said Jim.

“You have shops now telling insurance companies to remove them from their DRP because they can’t service them, due to lack of staff—that’s the first time I’ve ever seen that in my career. If we can offer a $5,000 signing bonus and not even get an applicant, is that not telling you that something is wrong?” he said.

Jim feels that, were the collision industry to have an equal seat at the table when decisions are being made, shops would be able to better advocate for and against larger business decisions that would trickle down to affect the operation of high volume shops.

“I’m not blaming insurance companies; we are all responsible for the current state of the industry. Banners, bodyshops and insurance companies are all responsible for where we are today. Again, collaboration from all stakeholders is required to move forward, sound economic principles are required to ensure sustainability.”

Having had a direct hand in all these various avenues of the aftermarket, Jim recognizes the value that would come from a unified group who could advocate for the industry, in a way that would be comparable

to institutions like the Financial Services Regulatory Authority of Ontario, which is in place to support the insurance industry and the consumer.

The industry needs a national association— it needs a voice. The insurance industry has the FSRAO, who they can approach for rate increases if they are not making a reasonable ROI. The collision repair industry does not have this regulatory body.

“We’ve been talking about this at every CCIF for the past 15 years and nothing changes. Well, we’re here now. Now we are dealing with the inactivity,” said Jim. “If we don’t work in collaboration, we’re not going to solve this problem. We can’t solve this problem while residing in silos.”

In fact, Jim says that some of his most valuable professional experiences have been simple conversation with fellow shop owners, from within and without his own banner.

“I love 20 Groups. I’ve learned the most in my career through my peers in 20 Groups,” said Jim.

In these groups, Jim has the ability to compare and contrast processes with other shop owners in order to make adjustments at his own business, whether it be a new piece of equipment he ought to buy or better practices for customer relations.

What can’t be solved through just conversation, however, is how insurance companies choose to do business.

“I hear every day [from insurers], ‘Oh, we don’t pay for that.’ Well, if it is a required operation to restore the vehicle to pre-loss condition, the repairer should be compensated. This approach to the approval of the estimate needs to stop; not compensating for operations that the technician must perform is another reason we cannot attract or retain technicians; no one works for free.”

“If insurance companies are not making a sustainable return on their investments, they may need to look internally at their administrative overhead and the actuarial practices underwriting the risk?

These persistent financial squabbles with the insurance industry do little to improve the actual day-to-day reality of modern bodyshop’s who are attempting to complete more and more work with fewer and fewer staff.

“I think there is a monumental lag between the perception of insurers and their underwriters to the reality of what’s happening on the floor of a modern collision repair facility,” he said.

“I think a lot of that comes down to the financial ability of the shop to be able to afford to supply that training. Flying technicians

When it comes to customer service, everyone at CARSTAR Peterborough lends a paw.

Having recently scaled down from working as an MSO, Jim says operating on a smaller scale outside the GTA takes some getting used to.

to the U.S. or to Europe for OEM training is a considerable cost to any shop; the days of bodyshops being able to afford to do that are over, and yet it is a necessity.”

When it comes down to CARSTAR Peterborough specifically, however, Jim appears to have most of all he needs within his 6,000 square-foot facility in the city’s east end.

Having come up in the bustle of the Greater Toronto Area, Jim says he is still getting attuned to the slower pace of life out in Peterborough, but is proud to consider the city his home, five years following his purchase of the facility, and takes active steps to give back.

“We support all the local sports clubs, including the Peterborough Petes, Peterborough Lakers, in addition to multiple charities. We’re very active in the community and my wife was born and raised here,” said Jim.

Much has changed since he first started out at his father’s shop in Mount Albert, but there are few people with a keener view on the collision industry than Jim.

It feels safe to say that whatever new industry challenges present themselves, Jim will have some amount of prior experience or critical insight that will guide him and CARSTAR Peterborough toward a long and successful future in their community.

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BACK AT

BUDDS' BUDDS'

Annual holiday pig roast returns in support of Sam

The iconic Budds’ Collision Pig Roast was back in action this year following two consecutive years of cancellation, courtesy of COVID-19.

The wintry weather did little to dampen holiday spirits as the industry showed up to celebrate. A lavish food spread was set up—as per usual—featuring desserts, mini quiches and an oyster bar.

Photos by GLORIA MANN

The Oakville, Ontario-based company has been unable to host its iconic event for two years.

The event was held in memory of Bonnie Budd and Sam Piercey and run in support of the Sam Piercey Foundation, which launched in 2016 and supports young apprentices in the collision repair industry. The foundation is in honour of the late Sam Piercey, general manager of Budds’ and a long-time columnist for Collision Repair magazine.

Piercey Foundation

Dennis Rodrigeus, technician at Budds'.

Oysters are a given at the holiday event.

Mike Beier, Consolidated Collision Services (CCS); Bing Wong, Collision Builders; Craig Kirby, CCS.

Tom Langton, Consolidated Dealers; Jeb Aarts, BASF; Don Teevens, Consolidated Collision Services and Tony Ionno, BASF.

The event is a Christmas staple for the industry and all ages are welcome to attend.

Gloria Mann, Media Matters; Joe DaCunha, Allstate.

The last time Budds' hosted its iconic Pig Roast was 2019. Guests were more than thrilled to be back at the annual affair.

Far left: J.R. Martino, event host and general manager of Budds'.

Melissa and Bing Wong.

Allie Wood, an estimator at Budds', was responsible for doling out raffle tickets—so if you lost, she's responsible.

Juan Saurez, technician at Budds', and friends.

It wouldn't be a Budds' Pig Roast without the photo booth and goofy props.

Larry Jefferies, Collision Builders.

The Piercey family was there to show their support; Sam Piercey's son Joe Piercey, is on the far right.

Jeff Moore, TD Insurance; Todd Noble, BMW Group/Dekra Canada; Andrew Neufeld, Collision Repair Experts.

WHAT TO WATCH

Five trends to track in 2023

By ALLISON ROGERS

New year, new problems to face. Or you could try your hand at being optimistic and taking initiative to educate yourself on the road ahead. Either, or.

Using reports and information gathered from collision industry analysts and facility owners, Collision Repair mag has collected a list of five trending topics to keep an eye on in 2023. While many of these trends are topics we’ve been centred on for years, plenty of industry members foresee 2023 as the year where progress begins. See our findings on the following pages.

“As shorter-term roles become a norm for today’s workforce, employers can no longer afford to discount potential candidates based on the length of time they’ve stayed in previous roles. Compared to how long they stay in a job, skills, aptitude and cultural addition are all better indicators of success in a job today.”

1HELP, WE’RE HIRING!

The story goes like this: the young technician, upon completing their training at your facility under your staff, seeks a new opportunity and moves on from your business. Many collision centre owners will label this type of employee as ungrateful; after all, it was the businessowner that sponsored and trained them.

The mistake made by the owner? Assuming the newly licensed technician would stay put for at least a little while after training was complete.

“Many of today’s workers regard job hopping as the new normal,” believes Paul Wolfe, senior vice president of human resources for job posting website Indeed.

In fact, research from Indeed actually indicates 24 percent of Canadians have a positive view of the phenomenon dubbed “job hopping”; they say it's given them the opportunity to learn new skills in short periods of time. On the contrary, 73 percent of Canadian employers admit to passing over candidates because of their extensive job history; 27 percent of employers say they have a negative view of job hoppers.

As noted by Wolfe, younger employees tend to place importance on workplace culture, though financial compensation obviously remains an important factor. According to the Harvard Business Review, the main reasons employees leave their roles lay in their feelings about their boss and management style; a lack of growth or lack of opportunity for growth or in offers of higher-paying options.

If you seek to retain a young staff member, make sure they know it. While financial bonuses and pay increases can be used to communicate your appreciation for their commitment to your business, be sure you foster a workplace where “props” are also a common occurrence.

BACK IT UP

As a result of a leaner workforce and ongoing parts delays, many facilities are recording higher-than-average cycle times. Plenty of collision repair centres across Canada have complained about booking repairs weeks out in the latter half of 2022. Add staff shortages to the mix and the equation checks out.

In many cases these backlogs are unavoidable— you can’t wave a magic wand and make a parts order appear—but there are always steps to take.

There are backlogs in more areas than supply and materials; according to data from claims company CCC, claimants took longer to report losses in 2022, with the average driveable loss taking 8.6 days to report in 2022 (from January to September) and the average non-driveable claim taking 4.4 days to report between January and September 2022. CCC data says it took the average driver 7.6 days to report vehicle damage in 2022.

The time from assignment to when the estimate is completed and uploaded also increased, though photo estimating did ease the situation. According to CCC and its 2023 trends report written by Susanna Gotsch the technology allowed for faster initial appraisals on losses.

“Photo estimation continues to see strong adoption,” wrote Gotsch.

From the Romans Group's perspective, such advances in technology will add delays as the new methods are rolled out to the industry. The company notes in its most recent whitepaper that “insurtech claims processing operating models [that] reinforce insurers’ preferred business economics, which are frequently at odds with the OEM repair model…will continue to have a material impact and influence on the collision repair industry.”

DROP IT LIKE ITS HOT

Some industry sources also note a marked departure from direct-repair programs (DRPs) in 2022. The Romans Group notes a “nascent movement” by several multi-location operators, away from DRP relationships while opting into OEM certification preference models.” Others cannot walk away from guaranteed work as easily; MSO scale “remains a competitive advantage,” notes the Romans Group.

Tensions regarding labour rates are also on the rise, with the collision repair industry poised to “aggressively pursue labour rates with insurers.” The industry is also hopeful insurer premium increases will allow for progress.

Claims platforms like Solera’s Qapter now offer AI-driven estimates.

Cutting ties with certain industry partner was a trend noted by the Romans Group.

MIND THE GAP

There are knowledge gaps in the collision industry—and it’s not always the average collision centre owner or their staff dropping the ball.

A recent survey conducted by Collision Repair showed results indicating OEMs often fail to provide education where artificial intelligence is concerned. Many still cite confusion on the topic, saying they know little to nothing about how the technology works or how it will affect their roles in the future.

Artificial intelligence, telematics and advanced driver assistance systems (ADAS) are three tech topics boggling minds in 2023.

Plenty of claims today are incorporating artificial intelligence (AI) technologies. Solera’s Qapter platform has built-in AI capabilities, detecting damaged parts and recommending repair options from photos. Pro Spot demonstrated automatic welders, dustless sand systems and more at SEMA 2022. There’s no need for production floor folks to bite their nails yet, though; robots are far off yet from stealing your jobs.

ADAS is not a new concept, says John Marlowe of Level5Drive. In fact, Google will tell you the first piece of advanced driver safety tech came in the 1950s in the from of anti-lock braking systems. Nowadays, they’re a tad more advanced.

There is one thing the average collision repair will admit around ADAS: that they don’t know what they don’t know. In a nutshell, a considerable amount of industry learning is needed—both on the repairer and insurance sides.

Luckily for anyone scratching their heads on these topics, we have two articles in this very magazine—one on artificial intelligence and a conversation with ADAS experts. Check the contents page for further information.

COMING TOGETHER

In the face of the above-outlined challenges (and others not mentioned on these pages), many industry analysts and experts are confident that consolidation will continue. The Romans Group’s five-year industry forecast predicts that Canada’s top-three consolidators—Fix Network, Driven Brands and CSN—will continue to “aggressively grow their business while maintaining their significant market share lead.” The Group predicts the top-three consolidators will grow from 18.4 percent market share in 2021 to between 24 percent and 28 percent of the market by 2026.

The Romans Group estimates continued United States-Canada trans-border market entrances, as reflected by CSN’s merger with 1Collision; ProColor’s U.S. market entry and the Lithia Group’s acquisition of Pfaff Automotive Dealer Group.

One of the primary goals pursued by large consolidators is the ability to offer a one-stop-shop, or repair network wherein all bases are covered, including glass, express service, total loss processing, advanced repair, mechanical repair, diagnostics and more. The Romans Group suggests these groups will market the strength of these models to insurers.

Further, Romans predicts private equity to continue its displayed interest in the automotive aftermarket.

“Despite the growing market share of the larger platforms and segments tracked and analyzed, there is still a long tail of smaller independent repairer fragmentation in the market, which will be the basis for the next wave of industry contraction and consolidation,” the Romans Group wrote in its recent whitepaper.

Knowledge gaps aren’t always the repairers’ fault.

Some consolidators are predicted to take cross-border road trips in future acquisitions, like trends of recent years.

Older Canadians are the most likely to leave their jobs for a five percent raise, says the 2022 Canadian Workplace Culture Report.

Adjustable Brightness. Uniform Light Distribution.

Adjustable Brightness. Uniform Light Distribution.

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The SATA trueSun daylight solution has a wide colour spectrum and reproduces colour tones true to original: The even light distribution over the illuminated surface reliably helps bodyshops to find the right colour and to avoid wrong decisions and thus extra work.

The continuously adjustable light intensity remains constant over the entire battery life. Even avoiding one rework covers the purchase cost for this high-quality product.

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Best near daylight reproduction of different color shades

Uniform distribution of the light intensity across the entire light cone

Best near daylight reproduction of different color shades

Battery life approx. 70 minutes at full light intensity

Uniform distribution of the light intensity across the entire light cone

Uniform light intensity - independent of the battery charge level

Battery life approx. 70 minutes at full light intensity

Charging cycle time of 50 minutes only

Uniform light intensity - independent of the battery charge level

Infinitely adjustable light intensity

Charging cycle time of 50 minutes only

Built-in charging condition display

Infinitely adjustable light intensity

Near daylight reproduction of effect pigments

Built-in charging condition display

Near daylight reproduction of effect pigments

Coating flaws such as mottling can be easily detected

Coating flaws such as mottling can be easily detected

MANAGING THE MACHINES

Meet your new colleague—artificial intelligence

By MAX REID

Cutting-edge artificial intelligence technology has very quickly found a place in nearly every corner of the modern collision repair facility.

For nearly every new tool or piece of software you purchase, somewhere in the instructions is likely a phrase that reads “powered by Artificial Intelligence,” “driven by machine-learning,” or something along those lines.

It sounds impressive, but how many of those currently working in the collision repair field understand what these terms mean?

The average repair tech, or manager for that matter, could be forgiven for not fully grasping how the 15-year-old computer on their desk is not an artificial intelligence, but the colour-matching app on their phone is.

While the nitty gritty details of how this technology works have not traditionally been within the purview of a hammer-wielding

body technician, it has become crucial that the aftermarket repair industry get informed, or risk losing a seat at the table when wider vehicle data decisions are made.

Professor of robotics and computer science at Columbia University, Dr. Hod Lipson, said it well at Fix Network’s Fall Conference in September 2022, pointing out to a room of aftermarket executives that “the automotive industry has been changed by robotics in the past—it was the first industry to adopt robotics at full-scale—and it is going to be transformed again.”

To put it very simply, machine-learning is the process by which an AI is “taught” how to operate, and within what parameters, as determined by an algorithm. Different algorithms make use of different methods to compile data.

For example, a decision-tree model gains information about a piece of data by having

it pass through a series of gates, or forks in the decision tree, that answer a certain question about the data, narrowing the possible results as it goes.

Other common algorithms include basic rules-based “if/then” models, where an AI makes binary decisions based on individual criterion being met; and cluster algorithms, where data with similar characteristics are grouped together and the AI decides on the most suitable result, often on a majority basis.

From here, it can be easier to see how these algorithms present themselves within a vehicle. For example, a vehicular camera system may use an “if/then” rule system to make decisions that affect whether a safety system activates. “If the object passing the camera is a leaf, then ignore.” Versus, “if the object passing in front of the camera is a pedestrian, then engage automatic brakes.”

According to Lipson, this advancement in

the ability of AI to actually recognize the objects they see is actually quite recent.

“They could detect objects and avoid them, but we don’t just detect objects. We understand what us and how other cars is around are likely to behave,” he said

“For the first time, cars can finally understand what is around them.”

Think of machine-learning like a government and the algorithms as the building in which it operates. If you want a democracy, you need a parliament, and parliaments have an understood process by which they function (i.e., debates, voting, representation).

Every form of government has its possibilities and its limitations, and it is important that the collision repair industry get a grasp on what serves them best.

A spokesperson for Blackberry’s automotive data platform, IVY, in conversation with Collision Repair, said they consider the ideal of AI for drivers as for it to function as a “digital butler” within the vehicle.

Modern driver-facing, AI-powered ADAS helps

To put it very simply, machine-learning is the process by which an AI is “taught” how to operate, and within what parameters, as determined by an algorithm. Different algorithms make use of different methods to compile data.

“[The automotive industry] was the first industry to adopt robotics at full-scale—and it is going to be transformed again.”

– Dr. Hod Lipson

Professor of robotics and computer science, Columbia University

operate features like adaptive cruise control, automatic emergency braking, hands-free driving, as well as predictive traffic reporting.

Extending beyond the individual driver and into the aftermarket, they said that Blackberry’s AI is capable of forecasting maintenance repairs for entire fleets of vehicles, and thereby offering fleet managers a leg-up in efficiency, even down to the local level.

“Some markets may require more brake changes; some markets need less. Some people do more city driving; some people do more highway driving,” they said.

“Across the vehicle, these maintenance and repair elements can actually be more targeted and focused, versus based on a rudimentary estimation.”

When put toward our readers, a common thread echoed throughout a recent Collision Repair survey voiced concern over the idea that an AI can effectively estimate repairs, with many respondents claiming that given the many tiny exceptions and nuances involved in modern collision repair, no intelligence could fully replace the learned eye of a human estimator.

While true to an extent, the issue with that line of thinking, however, is that by the nature of a machine-learning intelligence, it must be continually taught and fed new data so that

it may expand its knowledgebase and carry out correct estimates faster and more often. Essentially, the level of machine intelligence we currently sit at today—approximately 95 percent as powerful as a human brain, according to Lipson—must learn and make mistakes the same way that an up-and-coming human estimator might.

them best, as there is no magic computer program that will make your shop run on autopilot, nor is it realistic to attempt to opt out of AI altogether.

Part of the impetus behind software like Blackberry’s IVY is to provide more avenues for the monetization of your vehicle data for the profit of OEMs—the company is forthright about that on their website.

As readers of our last issue will recall, the fight for vehicle data rights for repairers is a hard-fought battle and automakers are not making it any easier for our industry’s technicians to access the information they need.

The difference lies in the fact that the AI will get a handle on the job far faster and with greater efficiency than one of those flesh-covered desk jockeys. After a while, the AI requires little more than a handler to keep an eye out for potential outlier data.

With these variables in mind, shop owners must decide for themselves where in their shop an AI-powered system would serve

Middleware developers like Blackberry and their IVY platform are actively making it easier for OEMs to funnel vehicle data back in-house for the express purpose of monetization.

This is why it is imperative that whether it be the vehicles you work on, or the tools you equip your shop with, if you see that “powered by Artificial Intelligence” sticker somewhere on it--do some research, follow the money and stay knowledgeable as the right to repair movement grows ever more complex.

Dr. Hod Lipson, professor of robotics and computer science at Columbia University, speaking at the Fix Network National Conference in Quebec City, Quebec, September 2022.

Essentially, the level of machine intelligence we currently sit at today— approximately 95 percent as powerful as a human brain—must learn and make mistakes the same way that an up-andcoming human estimator might.

GETTING A GRASP

What the collision industry doesn't know about ADAS

Collision Repair magazine’s James Kerr recently sat down with ADAS specialist John Marlowe of Level 5 Drive; Joe Saputo, owner of CARSTAR Ancaster and Joe DaCunha, quality control admin for AllState, to discuss the implications of ADAS on the collision repair industry, from cost to consequences.

Collision Repair: There's a disconnect between the public perception of ADAS and what ADAS actually is. Where does this disconnect happen?

John Marlowe: The consumer tends to have very little knowledge about the features their vehicles have—a lot of people don’t understand the full capabilities because the people selling them don’t even fully understand it.  They are necessary safety features, but plenty of consumers fail to see the benefit

in them. Then, on the other hand, [Level 5 Drive] has its own internal studies we’ve done, and they indicate that a customer who has never operated a vehicle with blind spot monitors drives a vehicle with blind spot monitors, they will do a shoulder check about 11 times, on average, before they place their trust in the system.

They'll jump in a car that they've never driven, that has blind spot monitors, and the first 11 times they change lanes. They're doing the shoulder check same as they always have, but each time they do it, they notice: if there's a car there, the light comes on. If there isn't a car there, the light doesn't come on. They noticed this and instinctively begin to adapt.

Drivers are prepared to intrinsically, and fully trust these systems that are functional and are going to perform the tasks every time, but they don’t fully understand them.

Want to hear more? Listen to the full conversation on Collision Repair’s Industry Insider Podcast.

John Marlowe, Level 5 Drive.

CRM: Where are the disconnects from a collision centre’s perspective?

Joe Saputo: As a collision centre owner, I have a hard enough time keeping up with the technology of staying certified for all the brands that I'm working on and keeping up with the investment into the tooling for that and the data that I have to purchase for them let alone researching calibrations.

Not to mention the equipment cost. I would love to make an investment into some calibration equipment, but with how it's changing so quickly. I already know if calibration equipment, I could write a check and date it 2024 for $200,000 because that's how fast it's changing and that's how much, and I'm not ever doing that.

[At CARSTAR Ancaster] we find leaving the ADAS bucket for someone who has a clear, strong foundation of the technology. The collision centre team can focus on doing their job very diligently, and we leave the ADAS functions to capable, reliable hands.

CRM: So you’ve found the best way to handle ADAS calibrations has been to outsource?

JS: Yes. I'm not gonna bring in the calibration machines; I'm not interested in trying to use one brand to recalibrate every single make and model. But I can rely on a vendor. Though different shops can work in different ways.

If you’re going to outsource things, we need to make sure you choose the right partner: find the facts, number one, and some economic pricing. Ask questions: what are we dealing with here? Are these people picking up the car? Do we have to deliver it when I have to drive a car somewhere? Is somebody going to pay me to do that?

All these things need to compound into some type of dividend for the insurance company, the customer, the collision center. That's number one.

A collection of ADAS targets

CRM: Why are some collision centres not taking ADAS seriously?

JM: In my opinion, so much of the claims administration has been offloaded onto the collision shops over the years. They're under such pressure to maintain their cycle times. Learning something new, is very difficult to add to the mix, even for progressive shops.

There’s the other element that is as simple as not wanting to acknowledge it. They've been doing it this way for 30 years and they see no reason to change now.

I'll give you an example of something that actually happened to me. We get a phone call from a collision shop who had repaired a Honda Civic, front end. And there were no DTCs, there were no lights on the dash. They test drove the vehicle, found everything was okay, gave it back to the customer. Customer returned a couple weeks later saying their adaptive cruise control was not functioning properly. They sent it to the dealer who checked it, gave it back to the collision shop, who gave it back to the customer.

Everything checked out perfectly. There were no errors. Customer came back again. This time we got the phone call. I picked the vehicle up as I was driving it back to our lab. There is an exit on the highway I was on on the left-hand side, which is a little bit unusual for a highway system. As I approached that exit, the car suddenly braked fully in traffic.

To avoid a collision, there was nothing in front of me, but there were cars behind me. What it was detecting was something on the, the left side off ramp rather. We took the car back to our lab. This sensor has a tolerance of one-tenth of one degree, and it was off by two full degrees.

CRM: Well, there’s one danger right there—what are other dangers of not taking ADAS seriously?

Joe DaCuhna: It's huge. Most shops are busy and have deal with this stuff whether you want to or not, but there are two ways to approach it: be proactive is or pretend that this thing doesn't exist.

Even if I don't have a light on the dash, it doesn't mean that there's not issues with the ADAS system. It just means something didn't activate. In terms of, you know, liability issues, it's, it's huge. If somebody actually gets hurt because something failed, and we ignored it.

THE DRAWING BOARD

Seven strange patents pursued by OEMs

By ALLISON ROGERS

Innovation is a staple of this industry. Every single day, automakers and other industry stakeholders file patents aimed to revolutionize the modern vehicle.

While trends of today tend to centre around driver safety systems and electric or autonomous vehicle endeavours, other systems are, frankly, far less practical. And we know those at the top likely aren’t considering how the production teams on the bodyshop floor could repair such emerging technologies.

The Collision Repair team collected a list of some recent head-scratchers in the area of OEM patent pursuits. Check out our findings below.

WORLD’S LARGEST SUNGLASSES

General Motors has plans to make sunglasses for your car.

Well, maybe not exactly, but the OEM has filed a patent for an auto-dimming windshield designed to resolve headlight glare.

The patent, first filed last July, also stipulates that the windshield system would be paired with an augmented reality heads-up display to allow for other vehicles on the road to be highlighted or circled for aided visibility. The windshield technology would use smart glass.

“When bright lights of a remote vehicle are identified within the road scene, such as headlights from oncoming vehicles, appropriate locations of the windshield are dimmed to shade the driver’s eyes from excessive glare. The display simultaneously highlights the remote vehicle to maintain the driver’s awareness,” reads the patent summary.

“The smart glass includes a plurality of

segments. Each of the segments is individually configured to transition between an opaque state and a transparent state independently of other segments. The method further includes determining which of the segments of the smart glass have to be dimmed to cover the light beam.”

So far, glass technicians across the board have uttered a similar opinion on this patent: it sounds expensive to repair.

A schematic windshield view of General Motor’s auto-dimming windshield.

A schematic diagram of a hybrid augmented reality display system of the vehicle.

EYES AND EARS

Ford’s latest patent seeks to revolutionize the first-notice-of-loss process.

Ford’s patent seeks to allow connected and non-connected vehicles to not only identify vehicle damage in real-time, but to perform incident management and reporting. The system would be able to detect damage and alert driver in real-time, via an incident claim form automatically passed to the required third party, if indicated; i.e., an insurer, police, EMS or tow services.

The OEM says the patent is designed to detect often-unnoticed dings, dents and scrapes that can occur when a vehicle is left unaccompanied in a high-traffic area, like a parking lot. Damage may be determined using sensors on a vehicle using machine learning models, says Ford.

“Once a [machine learning] model is trained, a continuous signal output response from the sensors may be integrated into the trained model, which can then classify damage into different categories or types. Another model can be trained to identify the type and/or intensity of the damage. Constant noise or vibration present in a static vehicle

can also be trained and eliminated by this [machine learning noise] model. Inputs can be integrated from multiple sensors, like accelerometers, gyroscopes, sounds or vibrations—just to name a few to identify the type of damage and its intensity.”

The OEM stresses that the system and methods described in the patent could also be used to determine vehicle damage when a

vehicle is not in motion, or turned off entirely. Some methods for communicating damage on non-connected vehicles could include blockchain processes to communicate the damage with relevant parties. Communication with an insurance company of either the damaged vehicle or the damage-causing vehicle could also be used to initiate first-notice-of-loss and the claims process.

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Ford’s demonstrated process for a hypothetical vehicle damage identification system.

CURVES AND BENDS AHEAD

Tesla has some unique plans for the Cybertruck windshield, according to a patent filed to the United States Patent and Trademark Office (USPTO)—and it’s pretty mind-bending.

A patent titled ‘Automotive Glass Structure having featured lines and related methods of manufacture’ was granted on January 19, and explains that heat can be used (i.e., applied to the glass) at certain locations so the Cybertruck windshield can be bent to achieve curvatures between 2mm and 5cm. The EV automaker also said the windshield could incorporate “additional layers of curved or joined glass…to form a curved multi-layer glass structure for automotive use.” The patent says that, typically, only smooth, high radius of curvatures (between one metre and three metres or more) are used for automotive glass structures.

“An example method [in the patent] includes applying localized heat [e.g., via a laser, heating element] to a location of a substantially planar glass structure and bending the glass structure at that location [e.g., along a line of the planar glass structure] to form a feature line in the glass structure,” reads the patent. “The techniques described herein. May allow for forming glass structures with aggressive curves or folds.”

Bends in the glass could be between five degrees and 120 degrees, or between 45 degrees and 60 degrees. Glass pieces may also be connected using adhesive.

“This adhesive may be similarly locally heated to allow for aggressive feature lines.”

The patent suggests that tools like lasers, heating resistors (e.g., tungsten wire, rod), flame, plasma radiative (e.g., diode) could be used to provide the required heat for the bending process.

LIFESAVER IN STEERING

An installment in Toyota innovation (what is an installment in innovation?) involves an adaptable steering wheel that inflates for easier grip. If the vehicle detects unusual driving behaviours, it may inflate the steering wheel at certain points to increase friction between the driver’s hand and the steering mechanism. It appears to be one of the Japanese automaker’s approaches to pre-collision technology trends currently being pursued by automakers.

“A need exists for improved systems for allowing a vehicle to intervene with a driver’s control of a steering wheel to adjust a driving operation of the vehicle without harming or distracting the driver,” writes Toyota in the USPTO filing.

The filing also notes that existing lane-keeping technology can be distracting, invasive and may interfere with the driver’s routine, in the sense that the technology could “pull” them in the opposite direction when attempting to change lanes, or jolting drivers to attention with beeps and dings.

VIRTUAL VROOMS

Ferrari recently filed a patent for an external speaker system that promises an authentic engine experience in the luxury OEM’s electric motors.

The patent describes a “road vehicle equipped with a reproduction device for the realization of a sound that can be associated with an electric motor.” Patent drawings show a “sound reproduction device,” or what appears to be a single speaker. System tucked near the rear axle.

The patent outlines that the road vehicle would comprise of “at least one electric motor; an acoustic system, which comprises a least one reproduction device, which generates a sound that can be associated with the electric motor.”

Ferrari explains that the sound system and audio produced by an engine is exceedingly important to owners; it’s a significant part of the “driving pleasure,” says the automaker.

“The sound generated by the engine allows drivers to have an immediate feedback on the conditions of the vehicle and on what has to be done in order to reach given performances.”

The vehicle interior as drawn in the patent.

The conventional process for bending automotive glass structures, according to the patent.

This figure shows a whole car with an electric motor in a rear position. Arrow 6 points to an acoustic system capable of generating a sound through the electric motor. The sound would be perceived by those sitting the in the passenger compartment.

A front-view of the inflatable steering wheel, which would feature an automatically adjustable girth designed to minimize driver distraction.

DRIVING THE SIMULATION

Some people refer to Apple’s patent pitch for a windowless car as “coffin-like.”

The tech giant filed a patent for a virtual reality (VR) vehicle system last year, which matches up “virtual views” with the physical motion of the car. Instead of windows, the vehicle is covered in VR screens. For instance, instead of seeing a boring old hill as your car declines the ascent, the VR technology could swap in an image like a roller coaster ride, bungee-jump or cliff drop. Take your pick.

The vehicle’s interior would match the selected scenery, with chairs moving according to the situation. Essentially, Apple’s ambitious patent promises a 4DX cinema experience, all accessible while the driver pilots their vehicle.

THE ULTIMATE RC CAR

In December 2022, Ford filed a patent for vehicular remote control capabilities using a smartphone as a controller.

The system described in the patent indicates it would be used to aid the towing of a trailer. Control input on the user’s smartphone could be used to generate a signal for controlling the movement of the vehicle and trailer.

“Operating a vehicle with a trailer in tow can be very challenging for many drivers,” writes Ford in the filing. “A system with a remote device may be used to assist with operating a vehicle with an attached trailer. It is desired that the operation of the vehicle with the system is done when the user is actively using the remote device.”

“For example, the display is a touchscreen display and the mobile device is configured to display inputs that can be selected or manipulated through contact or gestures on the display,” reads Ford’s filing to the USPTO.

“A trailer is coupled to the vehicle via a hitch such that the vehicle is able to push or pull the trailer to another location.”

The remote-control capabilities are to be used for towing trailers, says Ford in the patent filing, but who’s to say the technology’s applications are limited there.

Apple concept car images, created by Concept Creator and LetsGoDigital. These images are not Apple’s own design, but are based off what the tech giant has alluded to for the long-speculated Apple car project.

We know those at the top aren’t likely considering how production teams on the bodyshop floor could repair such emerging technologies.

MONOCHROME NOT MONOTONE

Axalta releases 70th annual Global Automotive Colour Popularity Report

Silver, black, white and grey colours remain dominant colours but according to Axalta, this does not mean they’ve become any less vibrant.

According to Axalta’s colour report, 82 percent of all vehicles around the world are white, black, grey or silver. These aren’t your grandparents’ monotone white coats though—they often employ iridescent flakes, creating pearlescent effects that can result in

significant variation within the same colour. Specifically, pearlescent white shades compose 14 percent of all vehicles while solid white composes 20 percent of vehicles globally, with 34 percent of all cars being white. They elaborate that even though 21 percent of vehicles are coloured black while another 19 percent are gray, both colours have sparkling effects that can drastically impact the repainting and sourcing process

beyond colour matching.

“Today’s vehicles are more vibrant than ever,” said Robert Schnell, vice president of global sales at Axalta.

Notably, the one-in-three are white statistic is skewed by the inclusion of corporate fleet vehicles who may favour white paints for its simple, unoffensive look or standardizing logistics— it is representative of vehicles globally, not just consumer level vehicles.

70th Annual Global Automotive 2022 Color Popularity Report

“Together vehicles in white, black, gray, and silver add up to 82 percent of cars on the road today,” he said.

Beyond the monochrome, North America continues to lead the world in the number of red vehicles at seven percent, while blue showed an increase to 11 percent.

In South America, three percent of vehicles were beige, and most common on small and compact cars. One percent of vehicles were brown, and were predominantly trucks, SUVs and intermediate vehicles.

In Europe, gray remains the most popular colour at 27 percent. However, white saw a two percent decrease in popularity, down to 21 percent.

Asia continues to have the highest number of white vehicles at 40 percent, despite the decline of popularity in white, ending at 43 percent.

In Asia Pacific, the popularity of silver in India, Japan and South Korea continues to decline, at one percent decrease in each region.

“Compared to the white color variations of the 1950s, these whites are brighter and beam with iridescent flakes,” said Schnell

As auto workers undoubtedly know, these chart shows the baseline of colours arriving at your shop—colour matching is unique to each customer after more examination.

“Today’s vehicles are more vibrant than ever.”

– Robert Schnell | VP, Global Sales | Axalta

Axalta selects a global automotive colour of the year each year; for 2023, the coatings company has selected Techno Blue—“a bold contrast to the luxurious Royal Magenta, Axalta’s 2022 Color of the Year, shifting people’s mindsets towards futuristic thinking,” it said.

THE SWEET LIFE IN SASKATCHEWAN

Your next opportunity is waiting for you

The Saskatchewan Association of Automotive Repairers (SAAR) are as passionate about their province as they are about the bodywork business.

In this second installment of Collision Repair’s Saskatchewan Shop Spotlight, we’re looking at Tisdale’s Twisted Metal Custom Collision and Cruisers CARSTAR in Moose Jaw—right where your next opportunity may lie.

The quaint communities of Saskatchewan have plenty to offer, from extensive local recreation programs to outdoor adventures, fishing—and low housing costs. Anyone technicians or refinishers seeking a change of pace—and to save some serious cash—should consider a future in Saskatchewan.

DON’T GET IT TWISTED

Twisted Metal Custom Collision in Tisdale

If you’re an autobody repairer or refinisher with a knack for fishing and an active lifestyle, Kurt Johnson may have just the opportunity for you.

Johnson, the owner of Twisted Metal Custom Collision in Tisdale, Saskatchewan, manages a small family-oriented team out of its SGI-accredited repair facility, where the team is “like family,” he says. The shop fixes all cars, from old to brand-new; the team never has to handle the larger jobs, like RVs and semis. Johnson also offers his long-time autobody expertise on the shop floor, overseeing estimating and serving as a full-time painter.

As for the local lifestyle, there’s not much the outdoors enthusiast can complain about. Tisdale is a mere stone’s throw away from some of the best fishing spots in North America and offers plenty of things to do.

“Just a little north of us, you’ll find trophy walleye and northern pike fishing in the Saskatchewan River and Tobin Lake, known across North America as one of the top fishing spots.”

Tisdale has anything a family needs: a full-service hospital and two schools; a dentist, chiro and an optometrist; not to mention a newly-built skatepark, a sprawling golf course and a thriving recreation centre for the kids—or all ages—to enjoy. “Houses cost anywhere from $150,000 and up with a median price of $250,000. Lots are also available for purchase,” says Johnson.

For more information about opportunities at Twisted Metal Custom Collision, scan the QR code below or call (306) 873-5415.

Kurt Johnson, owner of Twisted Metal Custom Collision.

JOIN THE CRUISERS CREW Cruisers CARSTAR in Moose Jaw

There is a good reason Cruisers CARSTAR manager Brock Paul has stuck with the facility for the last 16 years. The Moose Jaw-based facility offers a tight-knit team environment, excellent workplace culture and plenty of recreational activities all around town.

With a Sask Polytech campus in the community, young automotive repairers and refinishers in training have access to top-notch classes, tools and accreditation opportunities from renowned instructors.

The cost of homes is another attractive selling point.

“You can find beautiful homes for a fraction of the cost you’ll see in the city centre,” says Jarred Henrikson, owner of Cruisers CARSTAR. “The city itself has a population of about 36,000 people, but if you like smaller communities, there are lots of little groups and new neighbourhoods popping up all Perhaps Moose Jaw’s greatest selling point, though, is the weather. Contrary to what some Canadians may believe, the city averages about 2,338 sunshine hours each year. For comparison, Toronto averages about 2,066 hours of sun per year—meaning, when calculated, the GTA sees nearly 30 fewer sunny days than Moose Jaw annually. That gives you lots of time to peruse the city’s many walking trails.

Cruisers CARSTAR currently employs six staff on the production floor.

“It’s a fantastic grew to work for. A good mix of experienced journeypersons in the back and a couple of young techs. We all get along and treat each other with respect—it’s just a great family feel.”

For more information on Cruiser CARSTAR and opportunities in Moose Jaw, scan the QR code below or call the shop at (306) 692-4707.

Jarred Henrikson, owner of Cruisers CARSTAR.

ROMANS RANKS

Consolidators to continue ‘aggressive’ growth, says annual report

The 16th annual Romans Group whitepaper, A 2021 Profile of the Evolving U.S. and Canada Collision Repair Marketplace, is now available. The annual report details the general health of the collision repair marketplace, including a ranking of top franchisors, networks/ banners and independent repair groups.

With all Canadian repair organizations considered, franchisors make up the toptwo positions (Fix Auto and Driven Brands, respectively), followed by network/banner associations (CSN, CarrXpert and Consolidated Collision Services (CCS)).

The remaining five companies reflect three independents—Boyd, Craftsman and Kirmac; one dealer in AutoCanada and one franchisor, Simplicity.

The top franchisor was Fix Auto; the top network/banner, CSN; the top independent, the Boyd Group.

The Romans Group's five-year forecast to 2026 has the >$20 million segment and top three consolidators "aggressively growing their business while maintaining their significant market share lead over the franchise networks and $10 million to $19 million markets.

"By 2026, the top three consolidators will grow from their 2021 market share

of 18.4 percent to between 24 percent and 28 percent," predicts the Romans Group.

In a general overview of 2021 and the post-pandemic market, the Romans Group says that "Canada tried to reopen in early 2021, but efforts stalled." Business continued to be down 50 percent through June 2021, but slowly showed improvement through the remainder of the year.

By mid-2022, the Romans Group says Canada was "almost back to normal."

"Most Canadians viewed 2020 and 2021 as some of the most challenging times for society and the collision repair business," stressed the report. "The restrictions were very disruptive and fundamentally impacted the health and viability of the collision repair industry, considering repairers to consider their future in the industry."

The full version of A 2021 Profile of Evolving U.S. and Canada Collision Repair Marketplace is now available, containing complete results from research and analysis for 2021; more than 90 charts and graphs and more than 130 pages of historical and future-geared content. The report can be purchased by contacting Mary Jane Kurowski of the Romans Group LLC at maryjane@romans-group.com

"By 2026, the top three consolidators will grow from their 2021 market share of 18.4 percent to between 24 percent and 28 percent.”

— Romans Group  A 2021 Profile of the Evolving U.S. and Canada Collision Repair marketplace

CANADA’S TOP-RANKED COLLISION REPAIR ORGANIZATIONS, 2021

TIME TO PLUG IN

ARC notes EV gaps for recyclers, key strategies in new report

By STEVE FLETCHER

The official Roadmap and Implementation Plan for the Management of End-of-Life (EOL) Electric Vehicles (EVs) in Canada has been prepared by the Automotive Recyclers of Canada (ARC) with the financial support of Natural Resources Canada’s Canadian Minerals and Metals Plan. The project began on May 1, 2022 and was completed on July 31, 2022. ARC is now communicating the results of this work and the next steps to its membership, other auto sector influencers, potential funders and beyond.

The roadmap report is a summary report that presents the business case for a national training and capacity-building program (including estimated three-year budgets and timelines) for Canadian auto recyclers/dismantlers to support their ability to manage and properly and safely dismantle

the anticipated rapid growth of EOL EVs. The roadmap also contains five specific EV research, development and demonstration (RD&D) project opportunities that were identified through the project research and key informant interviews. Sections 5 through 8 provide background, context and other information that are used to inform the roadmap itself, which is described in detail in Sections 9 to 13.

The appendix contains ten brief research papers that address specific questions regarding the growth in EVs in Canada and the impact of this growth on the current and future EV recycling and dismantling sector across the country. These research papers (including a detailed survey with 122 ARC member companies–and several follow-up and key informant interviews) were key inputs to the development of the roadmap.

STEVE FLETCHER is the managing directorof the Automotive Recyclers of Canada. He can be reached at steve@autorecycler.ca

The core recommendation from the roadmap is that, over the next three years a comprehensive, bilingual, in-person and on-line End-of-Life Electric national Vehicle Dismantler’s training program be designed and delivered to at least 400 dismantlers across Canada. The research for this report clearly shows that:

• The flow of EOL EVs to dismantlers is currently low, but is expected to grow in the coming years;

• ARC member companies are for the most part eager to take on this challenge, but are not yet ready or trained to properly do so;

• There is time to prepare for the coming EV transition but those preparations need to begin immediately;

• The safety and well-being of dismantlers (and others) may be at risk if the EV transition is not managed properly; and,

• The uncertainty regarding the economics of EOL EV recycling and dismantling is a concern.

The comprehensive training program includes five specific short term complementary actions:

• Design, develop and deliver program materials and training to help ensure the safe, environmentally and cost-effective dismantling of all EOL EVs in Canada;

• Provide program materials and training both on-line and in-person formats, made available in both official languages and delivered across Canada;

• Given that the EV battery platform and design varies significantly from one EV brand to another, in-person training is considered essential to provide handson practice and experience to training program participants; on-line training will also be a key element of the overall long-term capacity-building program;

• Solicit the support of Employment and Social Development Canada (ESDC) – and other government departments and auto aftermarket sector leaders–in the design and delivery of EV training programs that offer direct subsidies to ARC/other businesses and individual dismantlers to ensure safe and environmentally sound practices; and

• Form a multi-party oversight organization (led by ARC) to guide the national expansion and on-going management of EV dismantler training, while also supporting the development and delivery of other related EV training materials at the national level as needed (e.g., for first responders; EV auto-mechanics, EV sales staff; EV trainers, supervisors, etc.). ARC’s recently created ZEV Alliance could serve this function.

While there are knowledge gaps related to the range of metal and

in

different

There is still time to prepare for the coming EV transition; but those preparations need to begin immediately.

A Tesla Model S chassis. EVs have fewer parts and more sophisticated electrical systems than ICEVs and are therefore disruptive to the current auto recycling sector. A knowledge gap exists which needs to be addressed as soon as possible, says the ARC.

materials

EVs from

OEMs, EVs will have more copper and aluminum than internal combustion engine vehicles.

FAST FACTS

• 122 respondents across Canada + an additional 150 ARC industry contacts

- 45 percent from Ontario; 16 percent from Alberta; 11 percent B.C.

- Responses received from every province, says ARC

• 76 percent of ARC members currently handle EVs

- Six percent of respondents (four companies) reported storing 20+ batteries; two are storing 40+

- 60 percent report removing batteries and storing inside; 35 percent said they leave battery in vehicle and outside

- 49 percent report keeping batteries on-site as primary action with EV batteries; 35 percent report reselling battery as-is; 25 percent send for recycling and 13 percent said they’ve resold for repurposing

• The four most common EV parts sold by respondents: batteries, drivetrains, motors and inverters

The full report also identifies longer term EV training needs and opportunities and–as noted–five specific EV research, development, and demonstration (RD&D) project opportunities that were identified through the project research and key informant interviews. A threeyear timeline and detailed budget estimates are contained in the final report. The projected three-year cost for the training development/delivery and capacity building for the national dismantler training program is $3.9 million.

Several potential funding and organizational support partners are also identified in the report including Employment and Social Development Canada; Environment and Climate Change Canada; Natural Resources Canada; BC’s EVFriendly Program (the developer of Canada’s first comprehensive EV training program) and various auto sector and after-market key players. ARC plans to begin outreach to each of these organizations in the coming months with the hope of an early 2023 national, threeyear EV training program launch.

The development of an EV ecosystem in Canada is a once-in-a-lifetime opportunity to de-carbonize our vehicle transportation system and support long term Canadian prosperity. Dismantler training is a central element of the rapidly developing EV ecosystem. ARC member companies are very concerned about the safety and well-being of their dismantler staff and other auto aftermarket agents.

There are significant personal and business risks if the EV transition across Canada is not managed in a timely and proper manner.

YOU’RE INVITED

What industry members seek from this year’s soirees

Story by ALLISON ROGERS

Abrand-new year means brand-new events to pencil into your calendar—but what kind of events do industry members truly want to see in 2023?

Collision Repair magazine asked readers what kind of event programming they desire from the industry this year. See what they said about sessions, speakers and reasons for attending on the adjacent pages for further insight.

“[We need] collaborative, construction conversation between industry and industry to address the employment crisis and rising cost of doing business in the collision repair industry.”

— Anonymous Respondent, Supplier/Distributor

HAVE YOU ATTENDED INDUSTRY EVENTS IN THE LAST 12 MONTHS? (EITHER IN PERSON OR ONLINE)

DO YOU PLAN TO ATTEND EVENTS IN 2023?

WHAT EVENT PROGRAMMING DO YOU FIND MOST BENEFICIAL?

SAID PANELS/FIRESIDE CHATS SAID WORKSHOPS/BREAKOUT SESSIONS SAID KEYNOTE SPEAKERS SAID TRADE SHOW/VENDOR SHOWCASE SAID ALL OF THE ABOVE

Respondents indicated why they attend industry events; the percentage represents the number of respondents who agreed they attend events for the associated reason.

NETWORKING OPPORTUNITIES PRODUCT RESEARCH CONVERSATION ON TRENDS A GOOD TIME SHEER OBLIGATION

What event programming do you want to see?

“Industry progression events— hear what shops are doing to change the norm. Operating without DRPs or in a non-DRP format. Leaving banners and meeting about creating profit.”

“Canadian Council of Collision Repairer (CCCR) events.”

“Pretty much the same programming as last year, but more focused on improving relationships with insurers.”

“We need to see some events on progression and profit. Let’s get some things out there like balance billing the owners, saying no to insurers this making the owner fight our battle. It is not our issue if an insurer doesn’t pay, let the owner collect.”

“CCIF is still a viable option. If the Canadian Council of Collision Repairers (CCCR) decides to hold public functions, this would be very valuable.”

“I would like to see hundreds of shopowners meet in person to share constructive ideas to save the industry.”

“I would love to see events with ALL affiliated representatives in one room at one time. Shops, banners, OEMs, insurance and aftermarket suppliers. Progress happens when everyone is involved.”

“Topics of interest include technician retention and attraction, new repair technologies, new product and equipment, OEM updates, technician and managerial training and collaborative, construction conversation between industry and industry to address the employment crisis and rising cost of doing business in the collision repair industry.”

“Let’s talk rate increases. Push the industry to this. That’s it. Everything else is a moot point.”

“Anything to drive the industry forward, not backward.”

OFF TO THE MARKET

Your five-step, budget-friendly marketing guide to achieve successful results in 2023

Column by VENESSA DI VITO

Why is it that the phrases “marketing budget” and “collision repair facility” are rarely if ever mentioned in the same sentence?

For 60+ years, we as the collision repair industry have constantly put the concept of marketing—and the actions that marketing entails—on the back burner. Many business owners have the mistaken impression that marketing requires too much time, money, and effort. In fact, most collision repair facilities operate year in and year out without the benefit of setting aside a dedicated marketing budget, because they just don’t realize how beneficial it can be to increase their visibility and make businesses and individuals within their local communities aware of what they have to offer.

I often ask myself why. Why wouldn’t a business want to build awareness among individuals and industry peers in their local communities, thereby gaining the business and traffic they need to not only survive, but to thrive on their own?

The answer is simple: most businesses have never had to, as there was never a need to.

With insurance companies, franchises, networks, and manufacturers providing collision repair facilities with tons of work, why would a profitable, sales-generating, goal-achieving business invest time and effort into generating additional sales or building additional relationships? Why would they feel the need to set aside funds for increasing awareness of their brand within their local communities? Since they are already established and successful, they probably don’t believe there is any good reason to.

Yet the circumstances in the industry today have led to a surging climate of frustration, fear, and control—all of which have an impact

on where work is being distributed, how well your business can comply with rapidly changing expectations, what level of quality and safety you should be executing to your customers’ vehicles…do I need to go on?

Something about this all seems so confusing.

To me, the best way to truly set your business free is by nurturing many different relationships, with many different types of customers, in your local market.

Plus, customers with whom you have taken the time to build a solid, trusting relationship will also pay more for your services!

Now, don’t be tempted to label me as an Insurance Company/Franchise/Network/ Manufacturer Hater, because I am far from that, too. I respect these entities and the businesses they operate. I just believe that businesses need to maximize the control they have over their own income and profit stream compared to what they are doing today. And that starts directly with you.

For 2023, let’s put all the parts delays, rental bill expense, employee issues, cash flow concerns and receivable backlogs behind us. This year, I want you to have your most successful and goal-achieving year to date—a year for your business to realize its full potential in terms of growth and profits to whatever level that you desire.

This article has been written to help guide and support to get you started with exactly that—tapping into the power of marketing to supercharge your success.

HOW MARKETING HELPS COLLISION REPAIR

Today, customers that get into a car accident most often call their insurance company, which typically refers the damaged vehicle for

repairs to its own preferred body shop. Most of the time, the customer doesn’t question this and heads on over to the preferred body shop for repairs.

Now, let’s assume your collision centre is the best collision centre in town. Everything you do is over the top and everyone in your community knows that your business is the place they need to go, not just for high quality, safe and superior repair services, but also to get the most accurate and trusted information in response to any questions or concerns.

As a customer in need of a vehicle repair, if the insurance company or third party referred your vehicle to anywhere other than the local body shop that is commonly known as the “best,” would you be a bit concerned?

My goal as a business is not just to educate you, but also to provide the tools, resources, and support your business needs to be marketed and properly positioned at the top: the #1 body shop in your local community.

By adopting just a few marketing strategies, you have the power to influence, inspire, change, and grow your business—perhaps even beyond the level you have ever visualized!

Some of the metrics where you would quickly see a change for the better would be:

• Sales

• Profits

• Balance (during slow periods)

• Reduced stress and increased comfort during difficult times, like recessions

Even if you only commit to making a small financial contribution each month towards marketing your facility within your local markets, do you see the value it can bring?

YOUR FIVE-STEP COLLISION REPAIR MARKETING STRATEGY FOR 2023

If additional sales, higher profits, less stress and a better workflow balance all sound good to you, let’s start by visualizing how we want 2023 to play out. I suggest taking a piece of paper and writing down your answers from Steps 1-5:

Step 1: What do you want to accomplish this year? What are your goals? Do you want to generate sales? Improve cashflow? Increase profits?

Step 2: Where can you gain additional business to achieve the goals you set in step 1? Do you want to go after new customers? Or focus on your existing customers?

Step 3: What is your budget? How much time and money can you dedicate this year to strengthening brand awareness within your local communities?

Step 4: Who on your team (internally or marketing agency) can help you to achieve these goals? (P.S. We at Auto+ Performance can help! )

Step 5: The most exciting step of all! Out of all the marketing activities you can select from to help your business succeed and become more visible, which ones would you most like to focus on?

Once you’ve answered the questions from Step 1 to 5 above, it’s time to execute the plan to the public and your local markets.

Keep in mind that the increased awareness you’ll be able to generate is directly related to the amount of time and money you put into your marketing strategy. In other words, the more you do (and spend), the better results you’ll get!

IN CONCLUSION

I hope this article has been a useful springboard to get you thinking about marketing strategies, and how to use them to your advantage. Even though your business may already be successful, profitable, and stable, you will likely be surprised at the results you can achieve just by setting aside a modest marketing budget and tapping into some of the simple strategies like those listed above.

Within our industry and in the world today in general, it’s important for us to stick together, support one another, and constantly be on the lookout for new ways to improve and flourish. In addition to health and happiness, my wish for you this year is that you’ll find the mindset and strength you’ll need to achieve the goals that you have set for yourself and your business. Most of all, I hope you’ll exceed your own expectations in securing the growth, increased visibility, and success you envision.

About Auto+ Performance

VENESSA DI VITO

is the owner and founder of Auto+ Performance. For almost 20 years Venessa has been helping automotive businesses across North America with business best practices and will continue to find ways to support and grow this ever evolving, yet incredibly exciting, industry.

Auto+ Performance is a full-service automotive solutions company specializing in generating growth in sales, traffic, and customer retention for a collision repair facility within their local communities. The company offers products, services, and solutions around Websites, Social Media Marketing, SEO, Email Marketing, Advertising, Estimating, Jobs & HR Services, Scheduling, Production, Bookkeeping, and much more. You can learn more about them at www.autoplusperformance.com or send them an email at info@autoplusperformance.com

THE POWER OF CONFIRMATION BIAS

Even the hardest of non-conformists rationalize

Column by STEFANO LIESSI

Ihave never been a conformist, especially in my teen years. My mother often said I’m too smart for my own good. She also informed me that my mouth would get me into trouble, along with many other anecdotes.

My mother was far more intelligent than she gave herself credit for. I tried to conform to different ideas and thought processes on more than one occasion; however, as I thought things were okay and I saw people’s points, something would always come along to make me question my morals and values. So, as I drank the Kool-Aid, I realized that there were faults with the system of which I was part.

To my mother’s point, my mouth would get me into trouble. Not being one to take “just because” as an answer, I would move on. Why the background? Well—because

What gets me is that I am constantly hearing the same complaints over and over and over within our industry, yet it seems everyone is still sipping the Kool-Aid simultaneously. This is like standing on the gas and braking simultaneously. Due to the pressures and fear, braking generally prevails.

As we sign on the dotted line of the negotiated agreement (i.e., sip Kool-Aid) that is supposed to make everything better (another sip), we

turn around and complain. Why did you sign that in the first place? “Because we have to” … sip. “It’s the only way to get the work and get paid” (sip) “besides, they are our partner” (big sip). “It will be better for us, just have to abide by a few rules.” Refill, and sip.

These statements are a textbook case of confirmation bias, finding anything in a situation or information that confirms what you want to believe. As we progressed in our industry, I had difficulty understanding why this was a constant. Each year agreements get signed tighter than the last, with another hoop or two to jump through and some more creative

verbiage. I decided to dig a bit and see why and how this is all possible.

Here is some of what I came up with. Some may be offended; my point is not to offend but to shine a different perspective than the norm. When someone is initially presented with what appears to be a lucrative situation, we see only the positive. We develop a bias that is now our base goal. We tend to think we are analytical, and as far as evolution goes, we are capable of being analytical; however, we never genuinely apply it; instead, we rationalize. We are good to go if we analyze something and it deems no fault. If we analyze something and find fault, the desire to achieve our base goal is proportionate to our ability to rationalize said fault.

Part of this rationalization is supported using confirmation bias. We find something that overrides the fault; regardless of how unsubstantiated it may be, it is enough to substantiate our base goal. Take your agreements, your business may have plateaued, highs and lows scare you, or things are tight; you may be a younger start-up. You are presented with an agreement from an insurer either through a banner agreement or on your own. It promises steady work, more volume, and guaranteed payment. All you must do is follow some guidelines.

So, you read it over, and some of the tradeoffs concern you; you feel the deadlines are unreasonable, you think the rate is low and the scrutiny over your process is a bit invasive. Then they tell you that you will have more volume that will make up for the lower rate; that the deadlines are achievable, once you adapt to their process. It’s a win-win for everyone… partner.

Each of those statements is a rationalization confirming your bias. You want your business to succeed; this is your base goal. It is effortless for anyone to fall victim to this; it happens every day, everywhere.

The hardest part of any analytical negotiation process is knowing when to stand your ground or walk away. The pressure and fear

are overwhelming, making it easier for you to rationalize your confirmation bias. Each year you keep focusing on your KPIs, and you strive to meet that carrot at the end of the agreement. Once you meet that criterion, the agreement is up for renewal, the rules change, and you start the performance again.

Let us clarify a few things, such as the understanding that the insurer is not your partner; look up partner, and you will see it in black and white. Next, realize that you are a business and have every right to charge fairly for services rendered. It is not illegal to itemize and charge accordingly. Not wanting to pay doesn’t mean they don’t have to. What if you itemized everything you did to the vehicle and added the cost like a lawyer? I bet you would see your KPIs change for the better. You can pretty much redo anything in life except time. It is a constant that cannot stop or repeat itself.

Will you get pushback? Absolutely. Should you rationalize it? Absolutely not. Now I realize that many of you are likely locked into agreements as you read this, however, analyze your agreement and read it closely, maybe even with a lawyer; you would be surprised at how you can work it in your favour. For the next round of agreements, you negotiate, analyze them closely, and learn to stand your ground. Make the change you want to see by understanding that you are the repairer—the skilled service provider. The vehicle owner is with whom you have the contract. The insurer is the payee, and they have a duty to uphold the policy as it states, “The Insurer agrees to indemnify the Insured against direct and accidental loss of or damage to the automobile, including its equipment, caused by collision with another object or by upset.” (SPF 1 Auto insurance policy, Alberta)

In my opinion, and you are entitled to my opinion, it is time to stop rationalizing and add some of your own sweeteners to the Kool-Aid. This is not fluff or smoke up your patootie; it’s not a magic elixir, just business 101.

As a Red Seal technician, refinisher, and the founder of Canadian Collision Specialist, Stefano enhances his 40 years of experience with 15 years of I-CAR instruction, a post-secondary degree and Skills Alberta training students to bring home 11 medals while as a high school teacher for 6 years. This experience brings you training that encompasses all learning styles. Having experienced the corporate side of the industry through insurance, and management, Stefanos’ focus is, getting it right the first time with proper repairs performed equitably for all involved.

Stefano can be reached at: sliessi@canadiancollisionspecialist.com or www.canadiancollisionspecialist.com

I AM CONSTANTLY HEARING THE SAME COMPLAINTS OVER AND OVER AND OVER WITHIN OUR INDUSTRY, YET IT SEEMS EVERYONE IS STILL SIPPING THE KOOL-AID SIMULTANEOUSLY.

STEFANO LIESSI

ON THE BRINK

Column by MEGHAN MCEWEN

There are two large forces in play which, together, are wreaking havoc within the automotive service industry. A rapidly aging and exponentially disappearing workforce combined with significant difficulty recruiting young, new talent have already made for dire consequences throughout the sector. Let’s look under the covers and see workplace culture as it exists in Autobody today.

spend an estimated $40,000 on tools when options like plumbing, electrical, and numerous others subscribe to much higher pay programs right away? Let’s be real—it’s insulting to enter a trade at minimum wage.

The post secondary institutions who provide the technical training component in the automotive service sector are woefully behind the rapidly advancing technology being produced by

IS IT ANY WONDER THAT THERE IS A SEVERE LACK OF INTEREST IN THE AUTOBODY TRADE FROM YOUNG PEOPLE ENTERING THE WORKFORCE?

I won’t lie—automotive trades are not for the faint of heart, in no small part due to oldschool values (or lack of values) and disregard for safety are still prevalent on certain shop floors today. This goes a long way to explaining why women make up barely two percent of the workforce within the automotive trades for all North America. Not exactly accommodating numbers!

Wages in automotive still populate the lowest end of the scale, as compared to other skilled trades. Where is the incentive to become an automotive technician, and be required to

automotive manufacturers. The manufacturers themselves can barely keep up with their own technological pace.

Is it any wonder that there is a severe lack of interest in the autobody trade from young people entering the workforce?

Employers, manufacturers, and educators must do better. The entire industry must do better. The situation as it stands is unsustainable and there is very little time left on the clock, if any. Without immediate positive structural change by all industry parties, the fate and integrity of our trade hangs in the balance.

MEGHAN MCEWEN is a dual-trade automotive technician and motorsports enthusiast in Vancouver, British Columbia. She can be reached at bullitt1516@gmail.com.

At the minute, it doesn’t pay to consider a career in autobody

MISSION CRITICAL

Find your leading edge through strong leadership

Column by JAY PERRY

In a recent article in the Business Development Bank of Canada (BDC), the former BDC President and CEO Jean-René Halde stated, “Leadership is the key driver of best practices, innovation and productivity. It’s not surprising that there is strong correlation between leadership development and how companies perform.”

He further stated that “building leadership capacity in your company is more critical than ever.”

Why such urgency in his tone? Because we are in a turbulent business environment. I think we can all agree on that; possible

Further advice from Halde admonishes us business owners to recognize the skills of other people on our team and to tap into those strengths. I feel that in doing so you are fulfilling one of the most important parts of the leader’s job—making more leaders! It’s the team with the best and the most leaders that win the games. Not every leader has a title denoting their position, but everyone has talent that can be harnessed for the greater good of the company if the leader is astute in identifying and developing that talent.

The most effective way to develop talent is through coaching. We do that and we teach

job well done.” We must recognize and truly appreciate the work that our team puts in for us. Remember that they are dealing with personal challenges so the sacrifice they are making on our behalf is often unseen to us. Therefore, getting to know your people is part of the leader’s job. I don’t think we can ever have complete comprehension of what another person goes through, and I know that as we develop others (and ourselves) as leaders it gets us closer to that state which is what will keep us the one who’s driving.

recession looming, uncertain supply-chain quality, tight labor market, inflation driving up prices of both supplies and labor—need I go on?

Halde said. “Your role [as leader] is to be a positive and motivating influencer. You want to get people excited and behind your goals.”

Most of you have heard me say many times that the leadership skills necessary to really take a company to the next level of performance can be learned. That is still true and as we face the above-mentioned challenges, we should all be striving to improve those skill sets. Continuous improvement applies to leaders as well!

it in our coursework. We want the leaders we work with to be excellent at coaching-up the talent within the team members. As Halde said, “Formal academic training programs may fail to engage people. A better strategy … is to ensure that your more experienced managers are coaching other team members and sharing their knowledge with them.” That takes developmental work which requires commitment.

He also talks about something we have written about in the past, acknowledgement. “When you’re asking people to pull out all the stops, especially during difficult times, you want to show your appreciation for a

THE LEADERSHIP SKILLS NECESSARY TO REALLY TAKE A COMPANY TO THE NEXT LEVEL OF PERFORMANCE CAN BE LEARNED.

JAY PERRY

is the founder of Ally Business Coaching, a process improvement and leadership development firm, and co-author of the book Success Manifesto with Brian Tracy. Jay is also an education partner with California Coast University in Santa Ana, California. He

THE CRUX OF THE MATTER

An open letter to insurance companies

Column by TOM BISSONNETTE

It’s hard to believe that I have been involved with the collision repair business since 1982!

I have seen my fair share of change and challenges: the advent of the unibody vehicle, plastic bumpers, two stage paint products, water borne paints, new metals, composite materials, air bags, ADAS, environmental issues, I-CAR Training, workplace safety, OEM repair procedures, a pandemic, supply chain issues and a major case of margin compression.

What is margin compression?

Essentially it boils down to an increase in the cost of doing business without a revenue adjustment to compensate for those increases. It is real and it’s happening bigtime now!

It used to be that a good body technician could generate between 200 hours and 300 hours a month if they were well trained and organized. Today that same tech is struggling to make their actual time each month. Due to the increasing complexity of today’s vehicles, they can no longer just repair the vehicle

the same way as every other vehicle. Each manufacturer has very specific OEM repair procedures so to do a safe and quality repair which must be followed to the letter.

This repair “research” is seldom compensated by our insurance “partners” and can take anywhere from half an hour to half a day or more on big complex repairs. Many insurance “partners” are offloading administrative jobs on the bodyshops, doing the initial estimate along with repair planning and photo documentation of procedures and repairs completed—all for no compensation. The alternative is that, if shops don’t perform this needed work, the adjusting firm or insurance “partners” hire our qualified journeyperson technicians to do this work for them.

I used to be a partner in an appraisal company called Western Appraisals Group (WAG) and we routinely did estimates for out of province firms costing hundreds of dollars. I used to think “why couldn’t they just pay the shops to do this work?” Generally, many

appraisal firms simply use the shop’s estimate and call it their own anyway!

Another contributor to margin compression is the fact that lately the parts portion of most collision repairs has now eclipsed the labor portion of the job. Traditionally, a shop could make about a 60 percent gross margin on labor while only achieving around a 25 percent margin on parts. It doesn’t take a rocket scientist to figure out that our overall gross profit margin has slid well below the industry standard 40 percent mark due to this sales mix.

Recently I did a survey in our market reflecting the cost of doing business or overhead increases since 2016:

• Over 65 percent of body shops experienced a 20 percent or more increase in natural gas due to the carbon tax.

• Over 50 percent of shops saw a 20 percent or more increase on their business insurance costs.

• 43 percent have seen property tax increases of 20 percent or more. have seen payroll costs increase by 20 percent or more.

• The cost of paint and body materials has had double digit increases in that time averaging 6% a year.

In addition to margin compression from both sides of our businesses, shops are experiencing major supply chain issues resulting in their shop compounds becoming free storage yards for our insurance “partners.” Unlike our towing cousins we are generally not allowed to charge storage on vehicles that are waiting for parts, yet we must keep them in locked compounds and in some cases plug them in, so batteries don’t go dead! Every shop currently has a backlog of work that easily extends out six to eight weeks. In a normal market situation, the law of supply and demand would allow a business to increase its door rates so they could attract more technicians, buy more equipment and hire more admin staff. Alas, this is not the case as the insurance “partners’ prevent shops of even talking about the door rate!

So, what’s going to happen? How much longer can bodyshops hang on when they are not making a decent profit? How do they

attract sharp young people to this trade when the starting wage is less than these young people can make in other four-year trades?

I Googled body shops salaries in Canada and here is what received:

“The average auto body technician salary in Canada is $58,500 per year or $30 per hour. Entry-level positions start at $49,725 per year, while most experienced workers make up to $84,065 per year.”

Let’s do some math. Assuming the average technician is 100 percent efficient and they make $30 an hour—don’t forget to add benefits, (holiday pay, income tax, CPP, EI, Group Insurance, training etc.) which can easily add another 30 percent or $9.00 per hour for a total of $39.00. Industry standard is to not spend more than 40 percent on employee costs so this technician would require a door rate of at least $100 per hour, maybe more if they cannot achieve 100 percent efficiency. I Googled the average labor rate in a Canadian bodyshop and it told me that $60 per hour was the average!

If this is true, the end is near.

Insurance people: start planning now

how you are going to get your customer’s vehicles repaired when there is no one left to repair them. I would suggest you start by engaging the collision industry and looking for ways to work together to control repair costs while at the same time making sure that there is enough profit to bodyshops to survive and thrive. Here’s some suggestions:

• Try to make it easier for shops to do business with you, eliminate the red tape.

• Work with shops to figure out ways to repair more parts and pay them fairly for doing so.

• Develop relationships with your shops or auto body associations where respectful two way communication can discover pain points for both “partners” then look for ways to eliminate them.

• Change your thinking, shops are not simply a cost to control, they are truly your partners and you both need to work together to make sure they have a viable business now and in the future.

Let’s start the conversation soon!

Every shop currently has a backlog of work that easily extends out six to eight weeks. In a normal market situation, the law of supply and demand would allow a business to increase its door rates so they could attract more technicians, buy more equipment and hire more admin staff.

TOM BISSONNETTE

is the director of the Saskatchewan Association of Automotive Repairers (SAAR). Tom’s Tales is a series of Collision Repair magazine articles chronicling his journey through the collision industry, since 1982. Besides telling his story, Tom hopes that today’s shopowners and manager can learn from his victories—and his mistakes.

PASSING THE TORCH

When Lift Auto Group brings a shop into its fold, it comes with a promise that the legacy of its former owner will live on. To that end, Methal Abougoush can rest assured that his annual Father’s Day Charity Car Show will live on under CSN management.

With the sale of Abougoush’s five Boyd Autobody and Glass locations in 2022, representatives from Lift Auto Group and CSN Collision Centres wanted to ensure that the positive legacy left on the Okanagan community will carry on. That legacy takes shape as an annual Father’s Day car show that collects donations for Kelowna’s Child Advocacy Centre (CAC), having raised more than $250,000 over the past five years.

GROWING PAINS

The Vancouver International Auto Show has been cancelled, marking the annual event as the latest in a series of cancelled regional auto shows. “For the last several months, we have been working with vehicle manufacturers and other partners in anticipating of returning inperson to celebrate the hundredth edition of the traditional auto show in March,” said Blair Qualey, CEO of the New Car Dealers Association. Qualey elaborates that this cancellation stems from “ongoing global supply issues,” leading to multiple manufacturers and distributors becoming unable to commit. The 2023 Vancouver International Auto Show was initially scheduled for March 22 to 26.

WINTER, ALL AT ONCE

Canada’s west coast is feeling the effects of its first major snowfall in a 94 percent spike in collision claims between November 22 to November 29, according to a press release from ICBC.

From this period, claims reported to the provincial insurer by B.C. drivers jumped from 1,837 to 3,567 as the city endured snow and high winds throughout the latter half of that period.

With this release of claims statistics also came the usual note reminding drivers to keep their vehicles in good repair and equipped with an emergency kit as winter driving becomes more severe over the coming months. The corporation recommends driving slower than normal during the winter, avoiding the road during unsafe road conditions and of course, watching for black ice.

Public transit isn’t a great option amid snowstorms either, as the veteran Vancouverite-slash-Skytrain-commuter would know.

Lift Auto Group will continue the legacy of the Boyd-sponsored Father’s Day Charity Car Show, the company announced upon its acquisition of five Boyd Autobody and Glass locations.

HELPING OUT

In the first government-funded initiative of its kind in Canada, Saskatchewan announced that it is now accepting applications for fire departments that would like to take part in the debut Transportation Rescue Extrication (TREX) program.

Run through Saskatchewan’s Public Safety Agency (SPSA), this program aims to train the province’s firefighters to extract people safely and efficiently from the wreckage of auto collisions.

TREX was developed in collaboration with the Saskatchewan Volunteer Fire Fighters Association (SVFFA), the Saskatchewan Association of Fire Chiefs (SAFC) and the Provincial Training Standards Committee.

As one of our nation’s more sparsely populated provinces, Saskatchewan relies on volunteer fire departments to respond to many accidents, and the province’s minister responsible for auto insurance said educating these volunteers on the intricacies of the modern vehicle body is vital for the safety of all involved.

WATCH AND LEARN

Two automotive service technician instructors from Saskatchewan Polytechnic have returned to Canada, after two weeks of teaching and learning from their counterparts at Weru Technical and Vocational College.

According to a press release by Saskatchewan Polytechnic, Rick Russell and Nick Guthrie signed up for a learning opportunity, but unwittingly became students as well. Between October 20 to November 4, the instructors helped repair equipment that had fallen into disrepair, provided electronic learning material and took away an appreciation for the challenges faced by some of their students at home in Canada, and the people at the hosting college.

The Sask Polytech and Weru College partnership is part of the Young Africa Works Technical Vocational Education and Training (TVET) Project and is managed by Colleges and Institutes Canada. (Photo, Sask Polytech)

DEER FRIENDS

A pair of CARSTAR locations in Red Deer, Alta. actively worked to deliver happy holidays to their neighbours, as local media reported in December that CARSTAR Red Deer and Red Deer South have raised over $3,000 for several community charities.

With $3,000 earmarked for the Red Deer Christmas Bureau and the Red Deer Food Bank, the teams of both shops also loaded ten hampers with supplies for families who were struggling financially during the holiday season.

SIGNED, CECILE-D, DELIVERED

Albertan autobody extraordinaire, Cecile Bukmeier says she plans to strengthen student-industry connections while promoting diversity in trades as she heads into her three-year term as the new chair of NAIT’s autobody program.

“I’ve worked at NAIT for six years now, starting out as an autobody instructor in 2016,” Bukmeier told Collision Repair over the phone.

As her proficiency in teaching modern body repair practices to students developed over the years, so did Bukmeier’s passion for engaging those who will become future industry leaders.

Now, having earned the top spot in NAIT’s autobody department, Bukmeier has her focus on building bridges between students and the repair industry beyond NAIT’s doors, promoting trades to younger students, as well as underrepresented populations in the trades such as women.

Bukmeier will serve as chair of the Northern Alberta Institute of Technology’s autobody program for a three-year term.

Together, the two Red Deer CARSTARs have raised more than $37,000 for local charities since 2003, and Clayton Hermary, manager of CARSTAR Red Deer, noted that community engagement has become a part of the company culture.

As chair of NAIT’s autobody program, Bukmeier has her focus on building bridges between students and the repair industry beyond NAIT’s doors, promoting trades to younger students, as well as underrepresented populations in the trades such as women.

SCALE MODELS

Good drivers will no longer subsidize bad drivers, according to a Manitoba lawyer following the recent court decision to adjust MPI insurance rates based on a primary driver model, rather than a registered owner model.

MPI’s previous model of adjusting rates and discounts is based on who originally registered it, rather than the primary driver.

“[The previous model] will never account for the people who are actually driving the vehicle, and the people who are driving the vehicle are the people who are causing accidents on the road,” said Charlotte Meek, a lawyer representing the Coalition of Manitoba Motorcycle Groups.

This decision comes off the heels of a recent court battle between the provincial insurer and the Provincial Utilities Board, the latter of whom directed MPI to adopt the new model following years of pressure, rewarding drivers on the top end of MPI’s driver safety rating scale, who are eligible to save up to 37 percent on their insurance.

HALL OF SHAME

The holiday season is over, resuming the regularly scheduled fear and suspicion we direct toward one another, spurred on by things like the MPI “Top 5 Frauds” list of 2022, released in the final week of 2022.

Police and MPI representatives received a call from a customer alleging that their insured vehicle was stolen and destroyed in a fire. Investigators noticed an empty plastic laundry detergent pod container at the scene of the burnt-out vehicle, with the claimant being seen filling the detergent container at a gas station previously. After being presented with the evidence, the claimant admitted that the fire was accidental and no theft took place.

According to MPI’s press release, nearly 3,000 investigations were carried out over the past year, saving over $14 million in false payouts.

MPI’s previous model of adjusting rates and discounts is based on who originally registered it, rather than the primary driver.

Manitoba’s public insurer would like to remind everyone that laundry detergent bottles are not for gasoline.

When it comes to government-sanctioned modes of self-expression, it’s hard to beat a vanity plate, and while you may think you have already seen the most ridiculous ones out on the road, the fact is that the true gems lie in the discard pile.

Despite how it may seem from casual observance, the Ontario government does have stipulations for what is and isn’t acceptable to be printed on a vanity license plate in the province. Obscene language and derogatory slang are also no-go’s for vanity plate submissions in Ontario, therefore ruling out such pieces of micro poetry as 2020. WTF, AREUDUMB, DAAAAMN, and HECKIN.

References to public figures, politicians and law enforcement are also a point of concern for vanity plates, so unfortunately applicants for OHOPOPO, GRETAWHO, PREZIDNT, and VV.PUTIN may be forced to develop a personality instead

Finally, anything that may commonly be considered difficult to

RETURN CUSTOMERS

read won’t make it through the application process; submissions like JU5TSOLD, KOBEEEEE, LE4F5, MR.FR35H, OLDSKOQL, SORRRRRY, and WAK4NDA, for example, did not make the cut.

You may yet see one of these very, very clever ideas prevail, however, applicants are free to pursue a second review of their submission if they can make a case for it.

What must have first felt like a cruel joke became all too serious for one London, Ont. couple, as Paige Chiacchia and Kevin Nyamutera were left helpless as both of their vehicles were stolen from their driveway, within the span of about 45 minutes in December.

Nyamutera was the victim of what is called a “warmup theft”; a practice among thieves to target vehicles that are left unattended in driveways while they heat up. One stolen car is devastating enough, but when Chiacchia realized that the spare keys to her Ford Fusion were still on the keyring of Nyamutera’s Toyota RAV4, which was taken from their driveway about 30 minutes earlier, she knew the worst was yet to come. In a tragic moment of irony, Chiacchia’s fears were proven valid.

“I was about to go buy a steering wheel lock … and Googling where to get one,” she told the CBC. “I got dressed and was about to go get the steering wheel lock and my car was also gone.

“We were sitting in the living room in dead silence, listening, and we could not hear a single thing. Not a car door, nothing.”

To say the couple was gutted to have their relatively new vehicles–and recently paid off, in Chiacchia’s case–stolen just before Christmas would be putting it lightly. Luckily, the couple said they already had surveillance cameras on their wish list this year.

CARLESS-NESS CURED

Proving why they are the fixture in the Newfoundland collision repair community that they are, Collision Clinic is proud to announce the completion of its nineteenth annual Enriching Lives car giveaway.

Cassie Ward of Mount Pearl, Newfoundland and Labrador, was the lucky 2022 winner of a refurbished Kia Soul. Ward described the experience of winning a free car to CBC reporters as “completely surreal.”

Along with the gift of a Soul came a year of insurance coverage, courtesy of Collision Clinic; a gesture that general manager Sharon Wells says means more than ever to a Maritime community that is feeling the effects of rising costs-of-living.

Wells said it was difficult to source a vehicle for this year’s giveaway, as supply chain disruptions caused what would normally be a summer project to become a race against the clock once a suitable vehicle was purchased.

ROOTS TAKING HOLD

A new report from Statistics Canada shows that the Maritimes are quickly becoming a gateway for immigrants looking for a future in the nation’s rapidly depleting skilled trades workforce.

While Ontario continues to lead the country in the retention of new skilled tradespeople to Canada, the Atlantic provinces, and particularly PEI showed growth in attracting skilled immigrants to the East Coast.

The Atlantic Immigration Pilot Program was launched in 2017 with the aim of bolstering the skilled workforces of Newfoundland and Labrador, PEI, Nova Scotia and New Brunswick. Since then, skilled labour retention in the four Maritime provinces has skyrocketed.

International skilled labour recruiting has become a hot topic in the Atlantic provinces, as many auto body repair facilities out east have taken to sourcing their staff from international markets in response to local labour shortages.

Recipient Cassie Ward with the 2022 Enriching Lives Selection Committee: Collision Clinic General Manager Sharon Wells and owner Glenn Hickey.

ONE OF A MINE

A lithium mine in Quebec will soon be the only Canadian site mining the material used in EV batteries, following regulatory approval from Canada’s Department of Fisheries and Oceans. The Australian-based Sayona Mining is set to open a pit mine near Val-d’Or in northwestern Quebec. Sayona says it received over 130 permits from federal and provincial regulators. The company first purchased the project in 2021, working with American Piedmont Lithium Inc. to form a joint venture, Sayona Quebec. An agreement between the companies will also see Piedmont purchase a minimum of 113,000 tonnes per year of spodumene concentrate, totalling 65 percent of its production, the American company’s CEO told Automotive News Canada. Sayona also said it is forming plans for the processing of lithium concentrate, destined for integration in EV batteries.

Sayona’s plans for its Authier-based plant.

ACCUVISION-3D Measuring System

Arslan Automotive keeps it simple with the Accuvision 3D measuring system. The system features no moving parts, no lasers, targets, adaptors, magnets, arms, extensions, wires, Wi-Fi, or Bluetooth—but it also requires no calibration, making it a quick and simple yet accurate 3D measuring system, according to Arslan Automotive. The Accuvision 3D is durable, versatile, universal, mobile, and user-friendly, saving operators time and money. According to Arslan Automotive, everything you need for measuring and alignment can be done easily with the Accuvision 3D measuring system.

MISAPPLIED PRESSURE

The Protecting Alberta Industry from Theft Act is now more than two years old, and while the legislative changes have made the process of buying catalytic converters more stringent, Albertan auto recyclers are voicing concerns that such sales are still happening regularly—albeit, under the table and off the books.

A recent CBC report featured Calgary-area catalytic converter dealer and owner of Big House Converters, Eric Grand-Maison, who feels that the province’s new law, first introduced in November of 2020, simply misses the mark.

“It hasn’t done anything to stop the theft. Theft has only increased, not decreased,” he said.

The act, which was introduced as a way to curb the theft of the highly sought-after part, requires that all auto recyclers and scrap metal dealers report all sales of catalytic converters to local law enforcement, collect copies of the buyer’s photo ID, and accept only traceable forms of currency, such as cheques or e-transfers.

“We were doing an average of about 5,000-10,000 converters a month, and then now we’re probably doing about one [thousand] to 2,500 converters a month,” said Grand-Maison.

“It’s all going underground because we can’t pay cash.”

The Calgary Police Service reported that 2,754 catalytic converter thefts took place between the beginning of this year and October, as compared to a total of 1,560 thefts for all of 2021. Of course,

PROGRESS FOR PROGI

Progi has announced that going forward, Quebec vehicles sold on the ProgiPix car auction platform will be made available to all buyers with a Canadian operating license.

The Quebec-based company is opening the floodgates to all accredited auto recyclers operating in Canada with this news, which operations director Frederic Miceli says plays into an ongoing shift of Progi’s overarching business model.

“The world moves fast. Markets and technologies occasionally

both of these figures are representative of thefts reported after the implementation of the act, however, they do still point to the continued prevalence of this crime.

Additionally, 8,035 catalytic converter transactions were reported through the first nine months of 2022 worth $17.2 million.

Otherwise left in a position of relative helplessness, many in the Albertan auto industry have added new services to their business repertoire to help consumers deter what is typically a very simple theft to pull off.

Ravi Chandra of Minute Mufflers in Calgary told the CBC that he has started installing wire cages around the catalytic converters of customers’ cars.

“Anything to make it a little harder, a little longer for them to steal,” he said.

“If they want it, they’re gonna get it. But if you’re in the mall, and it takes a few extra minutes or seconds to take it, they might just move on to the next vehicle.”

For its part, Grand-Maison’s business opts for the laser engraving method, which sees a vehicle’s VIN permanently engraved on the catalytic converter in order to make it easier to track in the event of a theft.

As well, he says he would like to see pressure put on those who sell catalytic converters via online marketplaces, in ads that often appear suspicious even to the uninformed.

create opportunities. When these opportunities are not seized, they may often become a threat,” said Miceli, in a press release.

“Our vision has always been to provide a platform designed by and for automotive recyclers and that is the direction we are heading in. We invite new buyers to the table with a desire to create more opportunities for Canadian recyclers.

“The goal is for Progi and the Canadian recycling community to move forward together as we have since our founding,” said Miceli.

Alongside this news, Miceli added that Progi is launching a new project in Quebec that will see recyclers working alongside insurers to help them source parts, and by extension, help them compete in new markets.

ENOUGH FLUFF

A Toronto-area auto recycler has received some mainstream attention for his calls to automakers to develop recycling procedures that properly account for non-metal waste, which often winds up in a landfill.

In a story published in the Toronto Star, president of Scarborough’s Standard Auto Wreckers, and known quantity to Canadian Auto Recycler readers, David Gold spoke on how, much like with the aftermarket’s Right to Repair movement, Canada’s auto recycling sector needs a framework in place to allow dismantlers to be able to do their jobs as thoroughly and sustainably as possible.

“Plastics, fabrics, foams are all shredder ‘fluff’ that is bound for landfill because the economics of it doesn’t make sense,” said Gold, who said he wants to see automakers engage with recyclers to advise on how best to deal with end-of-life vehicles.

“They don’t provide any information on dismantling their vehicles,” he said. “We’re working on a Right to Repair Act. Maybe it’s time for a Right to Recycle Act, as well.”

Stellantis is one major OEM that has committed to a “circular economy” plan that will see the generation of $2.6 billion in savings as it reintegrates production scraps and end-of-life vehicles back into the production process.

A report from Environment and Climate Change Canada found that only 35 percent of end-of-life vehicles are properly dismantled and recycled, while the rest usually end up in the hands of metal shredders, whose job it is not to separate metal from non-metal materials, or on ships to foreign markets.

WHY CAN’T WE BE FRIENDS?

Or, at the very least, get on the same page

By ALLISON ROGERS

Iwas recently at an industry training event where multiple verticals of the sector were represented. It was a little like an elementary school dance; distinct groups around the room, speaking in hushed conversations in response to the presentation in front of them. If you’re wondering, I sat in the middle of the room. I like being the centre of attention. The topic of the day was one the industry continues to grapple with on multiple levels. At the end of the day—and even throughout the learning session, really—each group found plenty to say about the others. Comments on how the opposite group was not doing enough to contribute to any solutions; but, essentially, they were saying the same thing.

dating tool requirements and just let it all run wild? A liability nightmare. If you have anything to do with the collision process, from the first notice of loss through to vehicle delivery, it is your duty to stay informed. The average customer knows very little about how their car operates—especially if that model comes standard with the fancy bells and whistles of today. You are, in all likelihood, the ones informing them of the complexity of their vehicle; it’s your duty to restore their vehicle to its pre-accident condition, and to either do it or direct it correctly.

When you ask an expert on technological advancement in modern vehicles exactly who should know the basics of techy things like

There seems to be a widespread misconception in the collision repair chain, in the belief that repairers, techs, painters—the bodyshop staff—are the only ones required to keep their training current.

It’s not only the collision centre’s job to keep up-to-date with modern repair techniques. While it’s crucial that the person with their hands on the car knows what they’re doing, it’s just as vital that other corners of the industry keep aware of vehicle complexities and the repair procedures associated with modern cars. It’s the entire industry’s duty to stay in touch with the times. What would happen if the OEMs just decided to stop updating their procedures; stop up-

ADAS calibrations, most instructors will say all staff should have some surface knowledge. The customer service rep answering the customer’s calls should be able to speak to the service with some degree of confidence. And, obviously, those with their hands on the car (and the driver’s safety in their hands—no pressure) require an understanding of how to properly complete a calibration. As a facility owner, you surely need a little comprehension.

But, beyond that, we all need to work together. All parties need to stop pointing aggressive fingers at the other without naming any sort of solution. Just like what I witnessed at the training event I mentioned; we’re all saying the same thing. Take your own advice.

it’s not Only the collision centre’s job to keep up-to-date with modern repair techniques. It’s the entire industry’s duty to stay in touch with the times.

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Conformstoregulations: 2015

Californiaclass/stds: PC/ULEVqualified

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Thecombinedweightofoccupantsandcargoshouldneverexceed352kgor776lbs.

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