Collision Repair 22#5

— Joe Saputo, next-gen collision entrepreneur

ON THE COVER

The Saputos were one of the first two shops to sign with CARSTAR Canada—and the business has grown bigger than ever imagined. Here from the start, Joe Saputo now embarks on a new journey as an MSO. We know—how have we not had them on a cover?! Well— it’s about time!

FEATURES

55

58

BUY OR SUPPLY?

Who purchases the starter tools for your new apprentices? We asked the industry.

WHAT THE STUDENTS SEEK

Kids these days, eh? See what they really want to learn in this exclusive feature with four major education providers with skilled education backgrounds.

EVENTS

28 32

EV TOUR TORONTO

The Collision Repair magazine EV Repair Tour, supported by Fix Network, presented a wealth of EV information—and we’ve got more stops booked across Canada. Check out the programming that could soon be in a city near you.

SASKATOON’S GRANDEST

The largest-ever trade show from Saskatchewan’s Association of Automotive Repairers was a mustattend affair—see what you missed!

34 44

CLIMATE POSITIVE, CARBON NEGATIVE

Simplicity Car Care hosts its second-ever carbonnegative growth conference for its network. Exclusive pics inside!

BASF MAKES BIRDIES

Glasurit hits the green for an annual golf tournament.

We took a spray gun vacay—to SATA’s German headquarters! Check out where your spray gun was born, with behind-the-scenes photos.

consultant Andrew Marsh shares his global

Bob Kirstiuk and Tim Scharnberg, founders of Advantage Auto Parts,

parts

EMBRACING AN OPEN DIALOGUE

On insurer and repairer reluctancies

By DARRYL SIMMONS

It truly baffles me why our industry hesitates to foster open dialogue between insurers and repairers, particularly when it comes to agreeing upon safe and effective repair practices, as outlined by OEM and I-CAR standards. This hesitance risks unnecessary confrontation and discord.

Why should there be barriers hindering such crucial discussions, especially about adherence to established procedures? When a process meets the rigorous standards it should be the benchmark to follow. It only makes sense to establish the terms of engagement upfront in any

dire consequences for both vehicle occupants and road safety.

Shifting our focus to education, it is apparent that uniform training standards for repairers, owners, appraisers, and adjusters are a necessity rather than a luxury. The absence of such standards is akin to playing a board game with each player using their own set of rules, resulting in chaos. Fortunately, there are signs of progress in this area, with increased accessibility to standardized training and information.

The reluctance to embrace open dialogue between insurers and repairers remains a

PUBLISHER

Darryl Simmons publisher@collisionrepairmag.com

ASSOCIATE PUBLISHER

Orest Tkaczuk | orest@mediamatters.ca

EDITOR

Allison Rogers | allison@mediamatters.ca

ART DIRECTOR

Yvonne Maschke | yvonne@mediamatters.ca

ASSISTANT EDITOR

Sarah Perkins | sarah@mediamatters.ca

VP OF INDUSTRY RELATIONS & ADVERTISING

Gloria Mann 647.998.5677 | gd.mann@rogers.com

DIRECTOR OF BUSINESS SOLUTIONS

Ellen Smith 416.312.7446 | ellen@mediamatters.ca

INDUSTRY RELATIONS ASSISTANT

Wanja Mann 647.998.5677 wanjamann1@gmail.com

AUDIENCE ENGAGEMENT MANAGER

James Kerr | james@mediamatters.ca

DIGITAL OPERATIONS MANAGER

Cassie Doyle | cassie@mediamatters.ca

MARKETING COORDINATOR

William Simmons | william@mediamatters.ca

CONTRIBUTORS

Andrew Marsh, Jay Perry, Stefano Liessi, John Marlowe

SUBSCRIPTION

collaborative endeavor, reducing the likelihood of misunderstandings and disputes.The era of a Goldilocks-style approach to negotiations, where we strive to find the perfect middle ground between estimates and supplements, has outlived its usefulness. In today’s automotive landscape, safe repairs encompass far more than mending sheet metal and applying Bondo. Modern vehicles are replete with intricate electronic and computer systems. Mishandling these components during repairs can jeopardize not only the driver’s safety but also the security of those sharing the road.

The question of authority in the repair process deserves contemplation when it comes to assigning responsibility in the repair process. It appears logical that repair facilities, armed with their expertise, should play a significant role in decision-making. Presently, repair shops shoulder the lion’s share of liability for repairs, operating within the confines of proper procedures and guidelines. The weight of responsibility undoubtedly falls on the repair facility, as they are the custodians of safety. Failure to adhere to standardized procedures can have

challenging hurdle within our industry. Nevertheless, it is a hurdle we must overcome. The Canadian collision repair sector stands at a crossroads, and it is imperative we bridge our differences and move forward collaboratively. Our shared commitment to safety and professionalism should be the guiding force as we navigate the path ahead.

Ultimately, let us remember that our only goal is a safe repair, and the only safe repair is a proper repair. It’s about getting our customers back on the road safely and confidently.

Now on a much lighter note, we are getting ready for SEMA. Make sure to drop by our booth and say hi. We will have something special ready for you!!!

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.

PRINTED IN CANADA ISSN 1707-6072

CANADA POST CANADIAN PUBLICATIONS MAIL

SALES PRODUCT AGREEMENT No. 40841632 RETURN POSTAGE GUARANTEED

Send change of address notices and undeliverable copies to: 317 Reid St., Peterborough, ON K9J 3R2

“We acknowledge the financial support of the Government of Canada”

Collision Repair magazine is published by Media Matters Inc., publishers of:

The era of a Goldilocks-style approach to negotiations, where we strive to find the perfect middle ground between estimates and supplements, has outlived its usefulness.

PEOPLE ON THE MOVE

STEFANO LIESSI | COLOR COMPASS

Color Compass Corporation is pleased to announce the appointment of Stefano Liessi as the new Training and Curriculum Coordinator. In his role, Liessi will play a pivotal role in shaping and delivering comprehensive training programs within Color Compass University. Drawing on his extensive experience in both automotive repair and educational program development, Stefano will be responsible for designing, implementing and managing training initiatives.

KEITH TUTTOSI | RETIRED

After a 36-year career across the UAP, Napa and CMAX brands, Keith Tuttosi has decided to retire. Tuttosi served as the director of major accounts for PBS-CMAX for three years, and previously worked with UAP as the regional manager for CMAX’s paint and body accounts in the Western/Pacific region.  He also previously served on the CCIF Steering Committee and has made significant contributions to the betterment of the industry over his near four-decade career with Napa. Congratulations on your retirement, Keith!

BRITTANY HUBER | SASKATOON MOTORS

Brittany Huber, the former manager of Dodge City Collision Centre in Saskatoon, Saskatchewan, is now the collision centre manager for Saskatoon Motors, an AutoCanada-owned company, Huber announced on LinkedIn in mid-September. Her announcement was met with much congratulations from her peers in the industry. Huber is also a member of the Saskatchewan Association of Automotive Repairers (SAAR) Board of Directors.

FROM ALIGNMENT ACORNS, MIGHTY ADAS OAKS GROW

Q: Fair enough, but most collision shops have enough to do without taking on ADAS work. Why isn’t it just easier to continue doing as many are doing, and sub it all out?

RG: That’s where the missing out comes in. The path of least resistance does offer the least resistance, but that doesn’t mean it’s the best path.

Collision shops are tailor-made for calibrations. By definition, nearly every single vehicle coming on the lot will need ADAS work.

Subbing it out is the worst of all worlds. It’s almost as if the process is designed that way. You give up control over the quality of the work but retain responsibility for it. You give away most of the profit but retain all the liability. You increase customer inconvenience with longer cycle times for no offsetting gain.

Q: What’s the relationship between alignments and ADAS calibrations?

RG: Pretty much every ADAS calibration starts, or should start, with an alignment. If the wheels aren’t going straight, then neither is the ADAS, which can defeat the whole purpose. So if you’re already doing alignments every day—and I know not all collision shops are, but they should be—it’s a logical next step to ADAS. Do one; do the other. They’re connected.

Q: Why aren’t more collision shops doing ADAS work now? What’s holding them back?

RG: It’s still early in the game. Most shops have yet to sit down and do a careful analysis of how they could get in on ADAS work. That’s understandable, although shops that have taken that step are definitely ahead of the game. The longer a shop waits, the further behind it’ll be.

I think there’s also some “what somebody told me about ADAS” slowing the process down: You need rocket-science techs, you need an acre of space, the work is complicated and a big investment, and so on.

But really, while there are always things to consider when making any business decision, none of that is true. None of that is true.

Q: So you’re saying ADAS work isn’t complicated and expensive to do?

RG: Some shops have the notion that ADAS work is something exotic. The more you learn, the less mysterious it gets.

The technology is highly sophisticated, but calibrations are not. At all. Any patient, conscientious tech can do them. And the investment into tools and equipment is proportional to your revenue, like anything else.

This is a key point, because some believe ADAS work requires that you have the end-all, state-of-the-art system before you can do your first calibration. Not so. To get into ADAS work, you start small with brands you’re familiar with, gain experience and confidence, and go from there. When your ROI justifies a bigger investment—and it will—that’s the time to move up.

It’s your shop, your alignment system, your customers, your revenue. Make ADAS your work.

In time, I think most collision shops will see that. Why would they not?

Q: But what about space, then? Not every shop can simply clear out a bay or two all day, every day.

RG: That may be true now, but in time they may well want to! ADAS work requiring wide open spaces is a frequent misconception. To perform the lion’s share of ADAS work, the typical shop likely has sufficient space as it is. Most forward-facing calibrations can be done in 10 feet or less, and very rarely will you encounter a calibration requiring room around all four sides of a vehicle at the same time.

A little workaround creativity may be required from time to time, such as moving the vehicle this way or that to perform this or that calibration, or backing it a bit out the door, or clearing space by moving shop equipment around (most is on wheels, after all!). Just as you don’t need 100 yards to play touch football, you don’t need a textbook amount of space to perform ADAS work.

Q: What’s the most important advice you can give to collision shops that do wish to branch out into ADAS?

RG: I think what may hit home the hardest is that given the growing—and growing—amount of ADAS work now and in the near future, you may not choose to do it, but someone else surely will. Subbing it out will make less and less sense, as you simply give away control and tons of profitable work but keep all the headaches. And the best way to get started is to pair up with an experienced and reputable partner who can guide you every step of the way.

In other words, you don’t have to do it alone. Get help, get equipment, get experience, and get going on building a profitable ADAS business. Rather than being a collision shop that gives ADAS work away, become the shop others bring work to.

A Q&A with Hunter Engineering’s Ryan Gerber on how collision shops are missing out www.hunter.com

COAST TO COAST IN 18 CHARGES

Rainer Zietlow recently drove a Volkswagen ID.4 electric vehicle across Canada, stopping just 18 times to recharge—a feat the adventure driver has won a Guinness World Record for. Zietlow and his cameraman, Elric Popp, departed St. John’s, Newfoundland, on July 25, 2023. The pair traversed 7,133 kilometres across Canada and ended their trip in Victoria, British Columbia on August 1, 2023. Zietlow is now making another journey, in the opposite direction, stopping at 145 VW dealers across the nation to spread news of his mission. Pierre Boutin, VW Canada’s president and CEO stated: “The Volkswagen family is thrilled to celebrate Rainer’s new Guinness World Record.”

CYBER SMASH

Crash-tested Tesla Cybertrucks have been spotted travelling on cargo trucks in the United States, according to photos circulating on social media app X. According to the original poster, you can “see the crash tape as well as damage/missing pieces.” According to Tesla CEO Elon Musk, Cybertruck deliveries will commence “very soon,” with a special delivery event hopefully taking place before the end of Q3.

NO MORE TIME

Tesla has changed how it bills its Canadian customers for charging. Instead of being billed for the time spent at the charging station, users will be charged according to the amount of electricity put into their vehicles. The move comes after an extended wait—six months after Measurement Canada granted a temporary dispensation order allowing charging providers to bill customers per kWh, and more than two years after the government first began the process.The temporary dispensation was granted in late February this year, prompting some charging operators to make the switch. Drive Tesla Canada reports that rates are consistent across the nation.

The Volkswagen team celebrates Zietlow’s Guinness World Record.

Depicted above, an image of a Cyber Smash featuring the  red and white checkered tape used in crash testing.

A LESSON IN LABOUR LAWS

The Canadian Federation of Independent Business (CFIB) issued a statement on the British Columbia port workers’ strike saying the work stoppage serves as a “case study in the urgent need to rethink Canada’s labour laws” to ensure the needs of the broader economy are met. The organization said that, while it is relieved the port workers have accepted a new deal, it will take weeks for the backlog to be addressed, causing significant financial consequences for small businesses across Canada.

WITHHOLDING WALKOUTS

After reaching an agreement with Ford Motor Co. two hours before its second strike deadline, Unifor announces a tentative deal that will ensure Canadian auto assembly plant workers avoid striking. On September 19, Unifor President Lana Payne released a statement saying that the “tentative agreement addresses all of the items raised by members in preparation for this round of collective bargaining.” In avoiding immediate strike actions after six weeks of bargaining processes, Unifor has averted what would otherwise have been the first automotive strike in Canada for the past 33 years. Unifor did not release details of the agreement, but sources did confirm that Unifor was asking for a “substantial wage increase north of 20 per cent.”

POWERED BY PARTS

Canadian retail sales grew ever so slightly in June (0.1 percent from the previous month), and that growth was mostly driven by car sales, according to data released by Statistics Canada in late August. The gain was led by increases at motor vehicle and parts dealers (2.9 percent gain and 2.5 percent gain, respectively), as well as gas stations and fuel vendors, said Stats Can. When auto and auto parts sales are removed from the equation, retail sales declined by 0.9 percent.

The entire B.C. port network shutdown lasted for 13 days and the Canadian Manufacturers and Exporters estimate approximately $500 million of trade was disrupted daily through the work stoppage.

TOYOTA TOPS TESLA

Overall customer satisfaction has grown among American car buyers, according to the American Customer Satisfaction Index (ACSI). The ACSI Study—highlighting the overall satisfaction based on interviews with 8,941 customers, chosen at random between July 2022 and June 2023—noted that overall customer satisfaction with the automobile industry has improved following last year’s decline with an overall satisfaction rating of 79 percent. Of mass-produced vehicles, Toyota leads with an overall ACSI score of 84 percent. Of luxury brand vehicles, Lexus remains on top with an overall satisfaction rating of 83 percent. However, following a one percent slip, they now share the top spot with Tesla. While drivers of both electric and hybrid vehicles are, on average, more satisfied than customers who drive gas-powered vehicles, EVs rank last for dependability, reliability, and have the highest complaint rate from customers.

ROBOTIC RATINGS

Audi is using artificial intelligence (AI) to test its spot welds for quality control purposes. The automaker said so in a press release at the end of June, where it announced an AI system developed and tested at its site in Neckarslum, Germany. The tech allows Audi to analyze approximately 1.5 million spot welds on 300 vehicles per shift at the Neckarslum site. The previous method, which used ultrasound, was capable of checking only 5,000 welds per vehicle, says Audi.

ROUND TWO

Nissan said that it would be recalling more than 230,000 Sentra units in the United States, plus 20,135 units in Canada, because front steering tie-rods can warp and break.This recall covers certain 2020-2022 models; versions of the vehicle first introduced in 2019. In a document to the NHTSA, Nissan states that, if the tie-rods are bent, they can be damaged, deformed and potentially affect the efficiency of steering, increasing the risk of an accident. This is the second time Nissan has recalled Sentra models for this steering issue. The OEM recalled nearly 13,000 vehicles for the problem in 2021.

VIVA VINFAST

Vietnamese electric vehicle manufacturer VinFast went public on the Nasdaq with a whopping US$85 billion valuation—almost twice that of General Motors or Ford, the two largest automakers in the U.S. VinFast secured a Nasdaq listing thanks to its merger with a special purpose acquisition company (SPAC) Black Spade Acquisition.

The tech allows Audi to analyze approximately 1.5 million spot welds on 300 vehicles per shift. (PHOTO: Audi)

The deal valued VinFast at approximately $23 billion, according to a filing with the U.S. Securities and Exchange Commission from June. (PHOTO: VinFast)

ADAS CALIBRATION. SAFER ALIGNMENTS. ONE MAXIMIZED BAY.

MAXISYS IA900AST ADAS BAY

ADAS CALIBRATION. SAFER ALIGNMENTS. ONE MAXIMIZED BAY.

FOUR-WHEEL ALIGNMENT & ADAS CALIBRATION SYSTEM

FOUR-WHEEL ALIGNMENT & ADAS CALIBRATION SYSTEM

POLYGLOT PLATFORM

Arslan Automotive is currently finalizing the Korean translation of its Accuvision 3D measuring system and its associated software, company owner Arman Gurarslan told Collision Repair. Gurarslan hosted a team of Korean automotive professionals at Performance Collision Brampton, managed by Gary Dunn, in mid-August. The Korean team had the chance to receive training on and provide feedback on the newly translated version of the program. Once the equipment is all certified in its Korean language translation, Kia Motors will have exclusive first access to the 3D measurement technology.

STRONG COLLISION PERFORMANCE

AutoCanada reported its Q2 financials in early August, citing a “robust performance” in its parts, services and collision repair operations. Consolidated gross profit increased to $318.7 million, up 14.1 percent. The primary drivers of gross profit were higher new vehicle sales volumes and strong performances from AutoCanada’s used retail vehicle division; its parts and services business and in collision repair. Recent acquisitions were also a driver, wrote the company. In Q2 2023, AutoCanada acquired a dealership and collision centre in Windsor, Ontario, and London Auto Collision in London, Ontario. Revenues for the quarter range in at $1,548.6 million, marking an increase of 7.7 percent.

Sylvain Landry of Arslan Automotive shows the team the new translated version, with the language interpretation assistance of Andy JH Lee.

SUPPORTING THE CAUSE

Color Compass has donated $5,000 to the Canadian Red Cross Fires Appeal and the United Way for BC Wildfire Recovery, the jobber announced via a LinkedIn post. Color Compass wrote that, “it’s truly inspiring to see the dedication to making a difference in the face of such important challenges in the BC Wildfire Cause.” They noted that, “such initiatives highlight the optimistic influence businesses can have beyond their regular operations.” Color Compass encourages “staff, customers and partners to join in the support; you’re fostering a sense of unity and community engagement that can have a lasting impact.”

ROAD TO RECOVERY

Motor vehicle parts shipments have exceeded pre-pandemic figures by 12.5 percent. This figure marks over $2 billion, according to a recent release from DesRosiers Automotive Consultants. While the motor vehicle assembly industry shipments remain behind 2019 figures, it is only by 4.3 percent, representing significant growth. This growth is further complemented by growth in other key industries. Metalworking machinery manufacturing increased by 33.7 percent compared to 2019, with the motor vehicle body and trailer manufacturing industry seeing shipments grow by 49.4 percent. With these upward trends and stronger performance, the industry is entering a period of transformational growth as it moves to BEV-focused assembly.

Color

offers a message of support for the B.C. wildfire cause.

ONTARIO LAWYER GROUP CALLS FOR INVESTIGATION INTO AVIVA INSURANCE’S CONDUCT

The Ontario Trial Lawyers Association (OTLA) issued a press release early August regarding the “troubling revelation” that Aviva Insurance hired Thérèse Reilly, a government insurance adjudicator, while she was employed with the Licence Appeal Tribunal (LAT). Reilly had been involved in a number of case decisions involving her future employer between May 2022 and November 2022. The OTLA wrote: “At issue is the (...) revelation that Reilly was offered and accepted a position with Aviva Insurance in June 2022 but stayed with the LAT until November of that year.” The LAT claimed to not know of Reilly’s employment plans with Aviva and wants to implement a policy where adjudicators cannot be employed by companies with a vested interest in collision claims. Reilly shared the OTLA’s concerns and believes that Aviva should reconsider its policies and procedures regarding adjudicators with offers of employment.

EYES TO CANADA

Wawanesa has entered an agreement to sell its U.S. subsidiary, Wawanesa General Insurance Company, to focus its efforts on the Canadian market, the insurer announced on August 1. Jeff Goy, president and CEO of Wawanesa, did not specify what that would mean for Canadian customers; just that “[Wawanesa] look[s] forward to further strengthening of the products and services we provide Canadian families and businesses, and to providing exceptional service to even more members across Canada.” The insurer’s U.S. operations will be acquired by the Automobile Club of Southern California, the largest member of the AAA Federation of motor clubs.

Global Finishing Solutions (GFS) is dedicated to helping body shops be more productive, efficient and profitable, while achieving flawless paint finishes. Whether you are investing in your first paint booth or looking to increase throughput within your current footprint, we will work with you to find the right solution for your needs.

PRECISE PAINTING

Axalta has announced a new venture with an inkjet manufacturer, in which the coatings company plans to provide a “next-generation sustainable digital paint technology for the transportation industry.” More specifically, this planned technology could contribute up to a 30 percent reduction in CO2 emissions for two-toned vehicle manufacturers, according to Axalta. Digital paint, also referred to as an overspray-free application, is an advanced paint application that allows for precise paint placement. Through Axalta and Xaar’s patented technology, Axalta NextJet™ enables design flexibility for two-tone vehicles and allows customers to create patterns, details, and images in a sustainable way. The combined technology solution is being tested with customers and could be in production as early as 2024.

FORD’S NEW HAT

Electric vehicles are pretty advanced, but they’ve always been missing one thing–a fancy hat. Thankfully, Ford is here to change that with its new patent, wherein the OEM outlines a battery pack that comes attached to a vehicle’s roof. According to the patent, this “backup battery assembly is configured to recharge the traction battery pack through a charge port in the electrified vehicle” and can “include one or more battery modules within an enclosure.” The pack, which looks like something that would be carried on the roof rack of a vehicle, would sit on the car’s roof, because of its portability, and would be “particularly useful for vehicles that frequent areas lacking high numbers of charging stations, such as vehicles used for off-roading.”

PLUGGED IN

“The frequency of electric vehicle collision repair claims grew to 2.64 percent in Canada last quarter,” Mitchell stated in its latest Plugged In: EV Collision Insights report. One of the first notes in the report makes the claim that EVs tend to be designated non-drivable at a lower frequency than ICE counterparts, contrary to popular belief and erroneous news reports that circulated last spring. “The relative lack of moving parts means that an EV’s critical powertrain is less likely to be compromised during an accident. While certain ADAS components may be disrupted due to an advanced level of interconnectivity, the vehicle still has a higher likelihood of remaining drivable. EVs are, however, more apt to be considered non-drivable after a rear-end impact (10.87 percent) than ICE automobiles (9.72 percent). This is primarily due to the presence of powertrain components in the rear of the vehicle—such as an electric motor—that are lacking in ICE automobile design,” wrote Mitchell.

MOLDING A GIGA BREAKTHROUGH

Tesla is reportedly nearing a breakthrough in technology that could ‘gigacast’ an EVs entire underbody in one solid piece. The electric automaker already uses “Gigapresses” with 6,000 to 9,000 tonnes of clamping pressure to mold the front and rear structures of its Model Y. A newly developed process would allow Tesla to die cast nearly all of the complex underbody of an EV in one piece. Two inside sources from Tesla further claimed that if the company were to be successful in the giga-casting process, it would be able to develop a car from the ground up in just 18 to 24 months compared to rival companies which can take anywhere from three to four years. To cast subframes with hollows as part of one giga-casting, Tesla plans to place solid sand cores printed by jets within the overall mold. Once the part has been cast, the sand is removed to leave the voids. Currently, design questions still remain for how Tesla will mold larger vehicles, but at the moment technological shifts for its smaller EVs are creating a sandstorm of change.

EVs may be written off at a lower frequency than ICE vehicles, but Mitchell’s data says claims severity is often greater with electric vehicles.

PROLONGED PAINTING

Bugatti issued a press release this past March detailing its whopping 600-hour process in painting a vehicle. Before the paint is even opened, specialists check panels for minuscule pits that may affect the finish and other imperfections. After clearing the car, a layer of primer is applied and sanded, followed by a second layer. Before the painters apply this first shade, they undertake a comprehensive process of clear coating and sanding. Once the car is painted to the high standards required by Bugatti, there are still four days of polishing in its future. Finally, the paintwork is scrutinized for no less than ten hours. In total, this extremely meticulous process is the equivalent of one person working 24 hours a day constantly for nearly a month.

HERE’S THE T

Tesla has won a trademark infringement lawsuit against Sino Drinks, which was selling ‘Tesila’ branded beers and sodas bearing a logo suspiciously similar to Tesla. The case against Sino Drinks was filed over a year ago. Tesla accused the company of unlawfully using its trademarks and requested approx. $928,000 in compensation. The Shanghai High Court ruled in favour of Tesla, and Sino must halt its use of the OEM’s trademark. Thankfully, the two companies were able to reach an agreement and Giga Bier launched in March 2023.

MIND YOUR BEESWAX

Burlington, Ontario, was quite literally buzzing with activity after a truck carrying five million bees spilled its contents onto the road. Halton regional police stated that they received a call reporting the bees had come loose from a truck and spilled onto a road in Burlington, Ontario. The boxes containing the beehives had slid off the trailer that was transporting them due to being improperly strapped down. Police reached out to several beekeepers in the area who were able to safely collect the bee crates as well as most of the bees themselves. Thankfully, no one was seriously injured–although, the driver of the transport truck did receive over 100 bee stings and was attended by paramedics.

BOTTOMS UP

While North America has faced concerns over Tide pod ingestion, Spain recently confronted a new challenge concerning the potential consumption of cleaning products after the European grocery store, Lidl, was forced to recall an apricot-scented paint cleaner. The car paint cleaner called Robbyrob, came in a one-litre bottle with a red screw-top lid. The actual cleaner was orange coloured and apricot scented. Instructions were only listed in German and English, and this created concerns that Spanish shoppers would think the product was meant for consumption. The Ministry of Consumer Affairs stepped in following a complaint made by the FACUA-Consumers in Action Group and agreed that the lack of Spanish instructions compounded with the product’s qualities made it a potential risk. The product has since been removed from shelves.

Sino Drinks’ ‘Tesla’ branded beer logo.

Robbyrob’s apricot-scented paint cleaner.

ADAPTING ANCASTER

Joe Saputo continues the family legacy with his own twist

“Our industry doesn’t lack next-gen employees. We lack leadership.”

— Joe Saputo, owner, CARSTAR Ancaster

Sam Saputo was one of the first two CARSTAR Canada franchisees after Sam Mercanti, his boss at Ontario Auto Collision and the eventual founder of CARSTAR Canada, saw potential in the talented repairer. His son, Joe Saputo, has spent his life in the industry and now continues his family’s legacy in the sector.

Sam Saputo first learned to repair vehicles in a 40,000 sq. ft. bodyshop in Germany.

Upon moving to Canada, the Sicilian-born body repairer was recognized as one of the more skilled employees at Ontario Auto Collision, which was run by Sam Mercanti, the eventual founder of CARSTAR Canada.

As a man extremely dedicated to his craft, with a boss who saw potential in him, Sam Saputo went on to become one of the first two franchisees of CARSTAR Canada back in 1994. Today, his son Joe runs operations at the legacy shop—which has marked some major milestones in recent years.

“I have always looked up to my dad,” Joe Saputo, owner of CARSTAR Ancaster and CARSTAR Canada’s 2023 Franchisee of the Year tells Collision Repair mag. “I wanted to be exactly like him.”

Joe started “working” at his father’s place of work—Ontario Auto Collision’s Gage Avenue location—when he was around eight years old, coming to the shop on Saturdays to help detail customer cars.

When Sam Saputo took on operations at CARSTAR Ancaster, Joe was working “like crazy.” He spent that entire first summer detailing cars, emptying garbages and—without explicitly being told he was allowed to—he might have dabbled in the paint department.

Story by ALLISON ROGERS

With the acquisition of CARSTAR Gueph, the Saputo Capital Collision Group has three stores; CARSTAR Ancaster and CARSTAR Ancaster West are also under Saputo ownership.

The whole crew at CARSTAR Ancaster.

“I mean, it was better that I was making trouble in paint than on the street with my friends.”

It wasn’t rare for Joe to be stirring up trouble. Sam and his wife Rosa were quite familiar with getting calls from their son’s school.

“My mom would pick me up and we’d head right out of the parking lot, headed toward the shop. Honestly, I loved it.”

But one day, Sam and Rosa decided enough was enough.

“Instead of turning right, my mom turned left. I said, ‘where are you going? The shop is that way.’ She said, ‘Nope. You’re done. You will never work for us.’”

When Sam came home from the shop that night, he told Joe he had one week to find a job, or he could go live elsewhere.

“I went to Remo Mercanti at the CARSTAR Hamilton Rymal Road location and told him I needed a job. He immediately took me on. I mean, he was getting this kid who had been raised in the industry and knew that all I wanted to do was fix cars.”

Joe worked at CARSTAR Hamilton Rymal for his entire apprenticeship.

“The best way I can describe it, going from CARSTAR Ancaster to Rymal Road—it was like going from the rural suburbs to being dropped in the Times Square of collision repair. I mean, it was doing 12 times the volume that Ancaster was at that time.”

Once Joe achieved his bodyman license,

Sam and Rosa allowed him back. He immediately took over Sam’s rack on the production floor, allowing him to get back into the office with Rosa and oversee his duties as owner.

In 2003, Joe was promoted to general manager of CARSTAR Ancaster. An accident later tragically kept him away from the business for four years. He nearly lost his life through the incident and ensuing complications—but he credits the unwavering support of his family and friends for getting him through.

“I couldn’t get away with just sitting around—everyone was like, ‘What’s wrong with you? You’re better than this. So I came back to the business in 2007.”

At the time, the CARSTAR Ancaster team had “very strong hands,” says Joe, and could easily repair vehicles in a very profitable way. But, in about 2013, things took a turn.

“I watched repair profitability plummet. Half of these super skilled repairers—the average age is high—and it seemed we were hiring people that, truthfully, wasn’t so excited about fixing these lightweight, thinner exterior panels on cars.”

Meanwhile, Joe looked at the profit margins for CARSTAR Ancaster and wondered how they could grow when employee wages were rising each year while labour rates stayed the same.

“I saw ways that high-tech tooling could help us achieve better results. I’d show Sam and Rosa a $10,000 dent puller and they’d be

like, ‘Are you out of your mind?!’ Meanwhile I’d just watched our team try to pound out a dent that took a full four hours and looks terrible.”

In 2018, Sam and Rosa began to transition out of the business—and Joe was ready to outfit the facility with a new vision.

Enter Natasha Woods. At the time, Natasha was office manager—though she first joined the business in 2011 as an accountant. Joe saw how instrumental she was to their success and noted her advanced mindset in the new ethics of the collision business.

“As an office manager, she was far beyond that. She had incredibly innovative ways of closing files and taking a more granular look at our P&L statements, and she really understood repair methods.”

“Joe’s leadership skills had a huge influence,” said Natasha.“He always pushed me to do better, and questioned a lot of the things I did, which fuelled me.”

The two started to work together to build out their vision for a future-proofed CARSTAR Ancaster.

“I now had the check book to myself, and I’m going to Sam and Rosa with new racks, new equipment, asking, ‘can we do it?’” said Joe. “They told me to go for it.”

Meanwhile, Natasha’s bookkeeping and efforts in keeping staff up-to-date with maximizing profitability at Ancaster proved an extremely successful strategy.

Natasha Woods, general manager of CARSTAR Ancaster—or the Scottie Pippen to Joe’s Michael Jordan, in the team’s own words.

“Natasha did all of that, without me dictating any of it, and we showed significant dividends. The company was growing, and we were profitable.”

When asked what Natasha’s official title would be, the pair—who often refer to themselves as Michael Jordan and Scottie Pippen— looked at each other and laughed.

“We just had this conversation this morning,” said Joe.

“We seriously talk about it all the time,” Natasha added.

“I don’t think there’s any other title than general manager, 100 percent,” said Joe.

Two years after the first wave of digital investments, CARSTAR Ancaster had grown operations by more than 35 percent.

Joe and Natasha continued the same tactics through 2020 and 2021, showing significant growth across the board both years. In 2021, Joe says they had a “clear vision” of CARSTAR Ancaster’s future for the next 10 years.

They transformed the production floor, investing in new technology and breaking down their strategies in repair versus replace.

“We started to replace more parts because, for one, the OEM doesn’t want you repairing them.”

Each tech at CARSTAR Ancaster has a laptop and access to an entire library of OEM procedures.

“If I bring a green person in and hand them a grinder, a hammer, a dolly, and gog-

Joe Saputo was named Franchisee of the Year for CARSTAR at the 2023 Driven Brands combined Canadian Conference.

gles, they’re going to spend maybe a day in here and quit. Now if I give them a laptop, shiny tools, shiny new parts, a shiny new car and every procedure on how to do the job, they are incredibly interested in sticking around.

“With all due respect to the incredible business owners and managers out there—I think a lot of collision facilities are still running the business how they did 30 years ago. This industry doesn’t lack next-gen employees—we lack leadership.”

In outfitting new ideologies and technologies, CARSTAR Ancaster was able to scale its volume by 80 percent.

“We went from $2.4 million in annual sales to $4.5 million,” added Joe.

A big part of the company’s performance can be attributed to a relationship with Sam Malatesta and CCi Global Technologies, who came in and aggregated “every single piece of data known to man” inside the store, says Joe.

“Administratively, financially, productively, technologically—they aggregate the data for us and we look at it and see the gaps to grow, almost double, our sales.”

Joe added that the company’s growth and scale would not have been possible without the support of their paint partners at BASF.

“Since 1994, transitioning from the RM line to Glasurit 55 line; onboarding 90 line in the early 00s and, most recently, being the first CARSTAR facility in Canda to introduce Glasurit 100 line—our lineage with BASF demonstrates a compelling partnership,” said Joe.

He added that CARSTAR Ancaster was about a year away from making a significant investment in a double-wide fix-line spray booth set when they were approached about piloting 100 line.

“After three months of training, we quickly realized it was BASF’s science that would escalate our scale and performance, rather than more equipment.”

With 90 line, CARSTAR Ancaster’s max paint hours booth cycle was approximately 8 hours per RO, with booth load at one hour, 25 minutes. With 100 line, that number grew to 12.5 paint hours per RO at 42 minutes.

CARSTAR Ancaster is on track to break its own financial records this year, and Joe recently took over ownership of CARSTAR Guelph, where he’s employed the same technology-based tactics with great success thus far.

As the business continues to grow, Joe can’t help but smile as he watches how full-circle things have come for his father—who, during the interview for this story, was hard at work on a bumper replacement on the shop floor.

Sam may have transitioned out of the business in 2018, but the lifelong collision repairer missed being in the bodyshop and told Joe he wanted to come back to work in 2022. Today, you’ll find Sam Saputo bustling around the bodyshop with the rest of the CARSTAR Ancaster team.

“There’s no better, more graceful way for my father to exit the business than letting his children take over and going back to do exactly what he has always loved to do —fix cars.”

Nowadays, you’ll probably find Sam Saputo working on a car on the production floor at CARSTAR Ancaster. It’s a perfect “full circle” moment, says Joe.

Natasha Woods and Joe Saputo, two of the dynamic minds behind CARSTAR Ancaster’s explosive growth.

Every technician at CARSTAR Ancaster and CARSTAR Guelph receives a laptop and access to any OEM procedure they could possibly need.

LEADING THE CHARGE

EV Repair Tour kicks off in Toronto

Collision Repair magazine is taking electric vehicle repair education across Canada. In Toronto, we welcomed more than 100 industry members for a full day of electric vehicle education. Speakers included David Giles, a long-time repairer of hybrid technologies and president of Powered EV Consulting; Joseph Chung, account manager responsible for EV battery recycling and repurposing initiatives at Call2Recycle; Martyn Johns, national director of emerging technologies for NAPA/ UAP and Alan McClelland, dean of Ontario’s Centennial College, School of Transportation. Our EV Repair Tour, supported by Fix Network, also made stops in Saskatoon, Saskatchewan; Calgary, Alberta, and Vancouver, British Columbia this year, followed by a stop in Blainville, Quebec, next year. Visit evrepairmag.com for more information on a tour date near you, or to view videos from our past events. In the meantime, check out our scrapbook from our stop in Toronto. It was electric!

Martyn Johns, NAPA/UAP.

Mark Lockwood, Desjardins; Serge Babineau, IAA.

Joseph Chung, Call2Recycle; Frank Phillips, Rivian; Daryll O’Keefe, Fix Network; Gloria Mann, Media Matters; Zakari Krieger, Fix Network; David Giles, Powered EV Consulting.

Frank Serravale, Thorold Auto Parts.

Paulo Santos, Centennial College; Greg Aguilera, IAC Consulting.

Rodelo Harrilal, Greater Toronto Appraisal; Howard Berg, Fuyao Group; Kate Tapley, Fix Auto Stratford.

Paul Nestorowich, Enterprise Holdings; Ritu Shannon, Enterprise Holdings; Howard Berg, Fuyao Group.

Frank Phillips of Rivian was kind enough to bring along an R1S for attendees to view up-close. They aren’t even available in all of Canada yet!

Sonia Bouthiliette, Fix Network.

Zakari Krieger, Fix Network, and David Gold, Standard Auto Wreckers.

Don Teevens, Consolidated Collision Services, and Jean Paul Kleniewski, SATA Canada.

Brian Chiu, Nissan Canada.

Amin Youssef, Fix Network and Mike Minardi, Ontario Spray Booths.

Gloria Mann threatening to steal the Rivian R1S.

Chad Baltzer, FlatLine; Craig Kirby, Consolidated Collision Services.

Alan McClelland of Centennial College, EV Repair Tour speaker in Milton.

The registration crew! Wanja Mann, Sarah Perkins of Media Matters, and Pat Francisco of Fix Network.

Spencer Loback of Media Matters making sure all is swell behind the camera. Check out our site for video coverage!

John Marlowe, Level5Drive.

The Media Matters / EV Repair Tour Toronto team. Back: William Simmons, Spencer Loback, James Kerr, Wanja Mann, Gloria Mann, Orest Tkazcuk. Front: Sarah Perkins, Allison Rogers.

GOOD TIMES IN THE ’TOON

SAAR hosts its largest-ever trade show at fall conference

Another Fall Conference from the Saskatchewan Association of Automotive Repairers (SAAR) has come and gone–and this sure was one for the books.

More than 150 industry members hit the Dakota Dunes Golf Course on day one of the event, while a delicious steak supper topped off the evening before a full day of programming.

This year’s event featured the largest-ever SAAR Conference trade show, which featured dozens of exhibitors and more than 200 attendees, plus a skills competition for Saskatchewan Polytechnic students to win some pretty incredible prizes and much more.

Collision Repair was honoured to be part of the event with our Saskatoon EV Repair

Tour stop, which featured Kim Kos of Kavia Auto Body and Scott Kucharyshen of Saskatchewan Polytechnic.

Kos delivered valuable insights on what it’s like being Saskatoon’s only Tesla-certified shop. Some key takeaways from the presentations were the fact that Kavia has yet to write a single Tesla off in their four years of holding certs–the average repair order is $30,000 and Teslas take up about 10 percent of the shop’s total claims, said Kos–and that all of Kavia’s Tesla training has been via the OEM’s online portal.

Kucharyshen covered Saskatchewan Polytechnic’s approach to the electric future, which includes an emphasis on Tesla vehicles—he has an ongoing goal to

become the first Tesla-certified technical college in North America–and plenty of inter-industry recruitment. Kucharyshen added that as soon as Kavia or any other local shop has a Tesla to write off, he’ll be over in a flash to collect it as a learning vehicle for his students.

Other presentations that garnered immense interest included updates from SGI, who gave a timeline for their incoming improvements and rate increases; Dave Luehr of Elite Bodyshop Solutions, who was as inspirational as ever on the main stage and Mitchell International’s Ryan Mandell gave a thorough presentation of EV claims insight.

Check out our photos from the event!

Story, photos by ALLISON ROGERS

Chelsea Stegner, Parr Auto Body, and Trista Anger, BASF.

Dave Luehr of Elite Bodyshop Solutions had the best team, fashion-wise.

Mike Gilliland and Jenica Bennett, AutoHouse Technologies.

A skills competition saw Saskatchewan Polytechnic students go head to head for some pretty sweet prizes any starter apprentice would love to have in their kit.

Tom Bissonette, SAAR, and Brittany Huber, Dodge City Collision Centre and SAAR board member. John Turner, Simplicity Car Care.

Greg Wing, Simplicity Car Care, and Patrick Aiello, AkzoNobel.

All smiles from BASF’s Chad Melchert and Trista Anger.

Saskatchewan industry legends: Lloyd Giles with his wife, Sandy, and Bill Ziebart with his better half. Giles owned Midtown Auto Body for years, while Ziebart was the former SAAR director.

The Axalta crew was raffling off speakers at their booth, which proved to be one of the most popular holes of the day.

The best way to close out an industry event? Karaoke.

Andy Boyd, 3M, and Daryll O’Keefe, Fix Network.

The Akzo crew.

SIMPLIFIERS IN NIAGARA FALLS

Simplicity Car Care’s second Growth Conference deemed climate positive

Simplicity Car Care recently hosted its second annual Growth Conference in Niagara Falls, Ontario, where the franchise network cinched a “climate positive” event certification for the second time.

The process of becoming climate positive certified means the Simplicity team had to verify how many kilometres each attendee had to travel to reach the conference—as well as the method of travel—to offset all emissions produced.

Prochilo also delivered an overview of company operations, where he said cycle times across the network currently sit at 14.3 days—“in line with market rises,” he said.

He also said 27 Simplicity stores have adopted the company’s net-zero journey strategy, compared to 10 on the beta version of the program last year.

Speaker presentations ranged in topic, from recruitment and retention tactics from Sharon Romahlo, former exec of McDonald’s Canada to deep collision KPI talks with industry consultant Steve Trapp. Simplicity’s own corporate staff also took the stage to deliver updates on company strategy.

A trade show closed out day one, but the energy moved into Saturday with further speaker presentations and networking opportunities before finally closing out with a lavish Gala, complete with Duelling Pianos and the delightful singing voices of our industry.

Check out our photos from the event!

Story, photos by ALLISON ROGERS

WHERE SPRAY GUNS ARE BORN

Inside SATA’s German headquarters

The Collision Repair magazine team was recently invited to Germany to visit SATA’s headquarters, where we received an exclusive tour of the global leader in spray gun technology’s impressive facilities.

Joern Stoever, interim general manager of SATA Canada, served as gracious host, and even showed the team the recently released SATAjet X 5500 universe before it was unveiled to the public.

We were able to capture some of SATA’s inner workings for our Canadian crew back home—check it out! Plus, see more on our YouTube channel at youtube.com/@collisionrepair

Darryl Simmons, publisher of Collision Repair magazine; Gloria Mann, VP of Industry Relations with Joern Stoever, interim GM of SATA Canada.

Joern Stoever, interim GM of SATA Canada.

Gloria Mann, Collision Repair magazine sporting her custom Sata suit.

Did you know?! SATA is the first spray gun manufacturer to offer a nozzle system based on two distinct spray fan shapes for each nozzle size: parallel and oval.

SATA offers nozzle sizes in both RP and HVLP technology.

SATA has been producing spray guns since 1925.

SATA’s spray guns are made from an anodized aluminum body and stainless steel nozzle.

An interior view of SATA’s production site in Kornwestheim, Germany.

SATA Special Edition 2021

Your spray gun, your SATA universe.

Your spray gun, your SATA universe.

SATA Special Edition 2021

SATAjet X 5500 universe - Your ticket to the exclusive world of SATA

SATAjet X 5500 universe - Your ticket to the exclusive world of SATA

The SATAjet X 5500 universe is two things: a SATA premium paint spray gun, and your key to the SATA universe – a whole world full of exclusive content, benefits and promotions. Within the SATA universe, you can participate in special raffles. You'll be among the first to know when new SATA products appear on the horizon. Moreover, immediately following your registration you will be granted access to exclusive content.

The SATAjet X 5500 universe is two things: a SATA premium paint spray gun, and your key to the SATA universe – a whole world full of exclusive content, benefits and promotions. Within the SATA universe, you can participate in special raffles. You'll be among the first to know when new SATA products appear on the horizon. Moreover, immediately following your registration you will be granted access to exclusive content.

Don't hesitate to get your SATAjet X 5500 universe. Scan the QR code on your SATA universe gun. Register. And become part of something big. www.sata.com/jetx-universe

Don't hesitate to get your SATAjet X 5500 universe. Scan the QR code on your SATA universe gun. Register. And become part of something big.

Evolving to Meet

Aftermarket Car Care Needs of Today and Tomorrow

Evolving to Meet

Aftermarket Car Care Needs of Today and Tomorrow

“We work hard to support our network (strategic day-to-day operations; Sylvain Seguin, president provide a total value chain that supports our franchisees’ tomer demands but also helps us plan a roadmap that require responsive and long-term business planning.”

FIX Network Canada is growing

Sylvain Sequin, President Fix Network Canada

FIX Network Canada is continually growing –the number of shops, our team and, of course, our expertise. With more than 500 shops in Canada dedicated to providing collision, mechanical and glass repair coast-to-coast, we are also proud of our global network expansion in Europe, Mexico, Saudi Arabia, Australia, and the US markets.

“We work hard to support our strategic partners partners in their day-to-day operations; Sylvain Seguin, president Fix Network Canada, said. “We provide a total value chain that supports our franchisees’ responsiveness to customer demands but also helps us plan a roadmap to address emerging trends that require responsive and long-term business planning.”

Similar to many industries, 2023 is shaping up to be a year still defined by recovery as supply chain restrictions relieve themselves and other post-pandemic stabilization continues. Amidst ongoing change, FIX Network Canada’s collision aftermarket care service is well positioned to embrace the advantages of keeping pace with the changing requirements from our industry partners including insurance providers, OEMs, and of course, customers.

For our FIX centers, there intersect, business the fleet is imperative the newest Powering Human were top gional meetings City; Halifax, AB. Attended suppliers, these meetings networking key trends

Sylvain Seguin, President

Fix Network Canada is growing

Fix Network Canada is continually growing – the number of shops, our team and, of course, our expertise. With more than 500 shops in Canada dedicated to providing collision, mechanical and glass repair coast-to-coast, we are also proud of our global network expansion in Europe, Mexico, Saudi Arabia, Australia, and the US markets.

Similar to many industries, 2023 is shaping up to be a year still defined by recovery as supply chain restrictions relieve themselves and other post-pandemic stabilization continues. Amidst ongoing change, Fix Network Canada’s collision aftermarket care service is well positioned to embrace the advantages of keeping pace with the changing requirements from our industry partners including insurance providers, OEMs, and of course, customers.

For our Fix Auto and ProColor Collision repair centers, there are two key evolving realities that intersect, for which we are undergoing detailed business readiness planning – electrification of the fleet and human capital requirements. It is imperative that our technicians be trained in the newest processes.

Powering our franchise network

Human resources and changing technology were top of mind during our 2023 Evolution regional meetings held in Mt. Tremblant; Quebec City; Halifax, NS; Mississauga, ON; and Calgary, AB. Attended by nearly 450 of our franchisees, suppliers, vendors, and other strategic partners, these meetings provided business updates, networking opportunities and insights about key trends affecting our industry.

Addressing the labour crunch is not unique to our industry and is ready present. Across our business, we focus heavily on the employee experience and that is especially true at the frontline. The technicians of today will hopefully be our shop owners and Fix Network leaders of tomorrow, helping to move the business forward in meeting market trends and demands. We are focused on the total employee experience, from recruitment to training and retention.

The electrification of the fleet is a transformative shift in the automotive industry, presenting both challenges and opportunities for aftermarket auto repair brands within

the Fix Network. As electric vehicles (EVs) become increasingly prevalent, our network is committed to staying at the forefront of this technological revolution. Our sponsorship of the Collision Repair Magazine EV Repair Tour underscores our dedication to providing the necessary training and resources for our repair centers to adapt and thrive in the EV era. This tour not only showcases our commitment to sustainability but also highlights our determination to remain leaders in the collision repair industry.

In the current automotive aftermarket, being part of the Fix Network is a competitive advantage. The value chain we provide includes sales, operations and marketing expertise and supports our owners so they can focus on the day-to-day shop operations and invest their time in delivering the best customer experience. Through ongoing training opportunities and events like annual meetings where we share insights to emerging trends affecting their business -- such as servicing electric vehicles, attracting and retaining top

Although addressing workforce needs as well as the evolving technology in our industry is crucial, equally as important is our network’s impact on the communities where we work and live. Our strategic partners come together in a big way to support one of our national charitable partners, the Ronald McDonald House Charities (RMHC). We are proud and humbled to have raised more than $125,000 at our Evolution regional meeting tour stops this year – all to support the amazing work of RHMC which is integral to families in their greatest time of need.

talent and building teams that support their business continuity—we strive to drive long-term value at the shop level and across our industry.

To find out more about the ways in which we support our franchise owners or for information on joining our collision care network in Canada, please visit Fixnetwork.com

“It is incredible that our Network franchisees show up in this way all year long for many different charitable organizations,” Sylvain said. “We are a global network with huge local impact and a passion for supporting our communities and neighbours.”

Clear Vision for the EV Revolution and Beyond

Seguin, President FIX Network Canada

NOVUS is preparing shops for the future

Addressing the labour crunch is not unique to our industry and is ready present. Across our business, we focus heavily on the employee experience and that is especially true at the frontline. The technicians of today will hopefully be our shop owners and FIX Network leaders of tomorrow, helping to move the business forward in meeting market trends and demands. We are focused on the total employee experience, from recruitment to training and retention. The electrification of the fleet is a transformative shift in the automotive industry, presenting both challenges and opportunities for aftermarket auto repair brands within the Fix Network. As electric vehicles (EVs) become increasingly prevalent, our network is committed to stay-

Why is an ADAS Calibration Necessary?

ADAS calibration is required on 100% of new vehicles on the market due to changing government safety standards. Calibration is necessary to ensure Advanced Driver Assistance Systems (ADAS) operate safely to manufacturer’s standards after a customer’s windshield replacement or collision repair.

(strategic partners?) partners in their FIX Network Canada, said. “We franchisees’ responsiveness to cusroadmap to address emerging trends planning.”

FIX Auto and ProColor Collision repair

Pre

Plus

there are two key evolving realities that intersect, for which we are undergoing detailed readiness planning – electrification of and human capital requirements. It imperative that our technicians be trained in newest processes.

Many More What NOVUS Offers:

Dedicated Support Team:

Powering our franchise network resources and changing technology of mind during our 2023 Evolution re meetings held in Mt. Tremblant; Quebec Halifax, NS; Mississauga, ON; and Calgary, Attended by nearly 450 of our franchisees, suppliers, vendors, and other strategic partners, meetings provided business updates, networking opportunities and insights about trends affecting our industry.

Technologies: Proprietary Tools & Resins

Proposition

Network Access & Training for Insurance Conversation

Mobile

TAG Network: Development of Insurance Claim Revenue - Claim Management

ing at the forefront of this technological revo lution. Our sponsorship of the Collision Repair Magazine EV Repair Tour underscores our ded ication to providing the necessary training and resources for our repair centers to adapt and thrive in the EV era. This tour not only showcas es our commitment to sustainability but also highlights our determination to remain leaders in the collision repair industry. Although ad dressing workforce needs as well as the evolv ing technology in our industry is crucial, equally as important is our networks impact on the communities where we work and live.

Our strategic partners come together in a big way to support one of our national charitable partners, the Ronald McDonald House Charities

PUTTSPAINTERS SINKING

Friends of BASF take to the course for annual golf tournament

BASF's collision industry partners swapped mixing green hues for the literal greens this past July 26 as the chemical company hosted its annual golf event.

With a new venue this year—Glen Eagle Golf Course in Caledon, Ontario—BASF customers from various industries, including automotive refinishing clients, gathered for a day of camaraderie, golf, food and prizes. The event is a seasonal favourite in the local market, drawing a grand crowd to the golf course each year. Of course, Collision Repair mag was on the green to capture all of the action. Check out our pics!

Don Teevens, CCS; Brian Busby, BASF and Chris Chinn, CCS, corner Gloria Mann for a quick selfie.

Story, photos by ALLISON ROGERS

Jeff Pabst, Pfaff Autoworks; Gloria Mann, Collision Repair mag.

The winning team: Jeb Aarts, BASF; Domenic and Joseph Lucarelli, CARSTAR Stoney Creek; Peter DeGiuli, BASF.

Dave Black, Color Compass, shows off his CFL ring to Sabrina Thring's son, of Driven Brands.

Sabrina Thring and Dave Foster of Driven Brands/CARSTAR Canada.

Mark Huisman, BASF; Allison Rogers, Collision Repair mag.

Don Teevens, CCS; Michael St. Germain, MercedesBenz Oakville Collision; Chris Chinn, CCS.

Darryl Simmons, Collision Repair mag; Ashley Butts, BASF; Colin Asselstine, Definity; Trista Anger, BASF.

CREATING YOUR OWN ADVANTAGE

When you’re entrepreneurial in nature, the sky is the limit

Some people were simply built for business—and you’ll find plenty of them in the automotive aftermarket.

It may look easy from afar but, in actuality, it takes clever minds and—above all else, a willingness to learn and grow with this fast-changing industry.

We sat down with two members that demonstrate these qualities to a tee: Bob Kirstiuk and Tim Scharnberg of Advantage Parts Solutions. As longtime members of the automotive aftermarket and parts business, and the minds behind global parts leader Advantage Parts Solutions, Kirstiuk and Scharnberg know how to adapt to a variety of industry change—and come out stronger on the other side.

See how Advantage got its advantage in the industry in this exclusive interview.

Collision Repair magazine : How did you first become involved in the collision industry?

Bob Kirstiuk: Fresh out of university, I was introduced to Tim through a mutual friend when he was operating his own auto glass and upholstery business. Since he was already connected to the broader auto space, we discovered an opportunity within the parts department of dealerships, wrote the business plan of what we now know as Advantage Parts Solutions, and became partners. Our first day as a business was October 1, 1988, in Vancouver. From there, we made it our personal mission to learn and grow.

Tim Scharnberg: For me, it was my upholstery and glass business that first connected me to the local auto community, and ultimately, Bob. That’s where I really learned about business, relationships, and networking. So, I was able to take everything I learned through running that business and pour it into Advantage.

CR: So, how have you climbed to your current role today?

BK: From the very beginning, part of our approach and strategy was to build relationships with every facet of the industry. By doing so, we’ve been able to position ourselves and Advantage to be part of conversations and

influence outcomes that ultimately resulted in a better experience for vehicle owners. So, when the book Never Eat Alone by Keith Ferrazzi was published, it became part of our ethos and validated our journey.

TS: Bob and I have always been very entrepreneurial in nature, and that’s served us well. Because the spirit of Advantage is entrepreneurial, when we subscribed to the Scaling Up framework early on, it really accelerated our ability to launch new markets, new products and focus on what’s most important as part of our macro, global strategy. This framework continues to provide us with rigor and discipline that, now, is just part of our DNA.

Bob Kirstiuk, CEO and co-founder, Advantage Parts Solutions. Tim Scharnberg, executive vice-president and co-founder, Advantage Parts Solutions.

CR: What are some of the biggest changes your company(ies) have had to adapt to?

BK: When any business scales from $100,000 to $1,000,000 to $10,000,000 and beyond it is forced to evolve and meet the growing needs of the business, and Advantage is no different. We climbed those plateaus and mountains amidst the introduction and evolution of the internet, vehicle technology, operating in multiple countries, and now A.I. Change has been a constant, we’ve chosen to lean into it and found a rhythm to meet this proactively and positively.

TS: The single biggest change we, and the industry, have had to adapt to, since we launched in 1988, was how parts were ordered. When we first started, shops would place orders over the phone, then it was fax, then email and now it’s on platforms that come with an entire suite of capabilities. So, all positive change, but bodyshops today operate with much more sophistication than they did 35 years ago.

“From the very beginning, part of our approach and strategy was to build relationships with every facet of the industry.”

— Bob Kirstiuk, CEO and co-founder, Advantage Parts Solutions

Tim Scharnberg, and Bob Kirstiuk from the archives.

CR: What advice do you have for fellow executives/business owners dealing with massive change?

BK: Whether it’s an organization like YPO, EO, or Vistage, it’s always good to surround yourself with others in similar roles from different industries. Anytime you can use a group of like-minded executives, you’ll be able to glean and learn from them and figure out how to apply their stories and strategies to your business. It won’t fit perfectly, but that group can offer a level of support that’s incredibly valuable. Sometimes you have to look outside your business to impact what’s happening within yours.

TS: I’d offer two pieces of advice: don’t be satisfied with the status quo and accept that what got you “here” won’t necessarily get you “there.” I’ve found that by asking the right questions and soliciting different viewpoints from within the business, and talking directly with customers, we’ve been able to navigate change with a better sense of the team’s and market’s sentiment.

CR: What are some of your proudest moments/achievements over your career?

BK: Over the years of creating authentic relationships, I began to see professional connections become some of my best friends. Because of that, I consider nearly my entire network as friends and family. In 35 years, there’s a level of significance to that where I step back and consider myself blessed to have these authentic relationships, and that makes me proud.

TS: The tenure of our global team is a massive differentiator for us. We have individuals who we hired in the early 1990s that are still with us today, and it’s been an absolute pleasure to watch them grow and mature personally and professionally. With that, comes the combined experience our team has in aggregate in the industry, and that number is a tick over 1,200 total years. So, I’m proud that we were able to create value in the marketplace, but also the fact that we’ve been able to retain our team the way we have is one of the most significant achievements of my career.

CR: What is your advice to the industry today/what would you like to tell the industry?

BK: Lean into change. With the various AI platforms on the market, we should expect the rate of change to rapidly accelerate in the coming years. While this might seem scary, I would encourage everyone to embrace these platforms, understand them, and figure out how we, as an industry, can come together to remove waste and deliver a superior product to vehicle owners.

TS: I’ve always found that when we’ve been able to share information and data openly and transparently, that we were able to produce a better product to vehicle owners. And, that’s something that I’m looking forward to—working with more organizations in a truly shared environment where we can eliminate waste and drive improvements. We’re all vehicle owners, too, so let’s do this for the public and ourselves.

Bob Kirstiuk, from the archives.

Tim Scharnberg, from the archives.

Advantage Parts Solutions operates in four countries—Canada, the United States, the United Kingdom and China—and has 400+ employees.

PEOPLE PROBLEMS

Ontario’s auto employment shortage reaches ‘crisis level’

Very few in our industry will be surprised to hear that the skills shortage in automotive trades has reached a “crisis” level, says a new study outlining Ontario’s industry employment data.

The study, titled: The Labour Market for the Automotive Trades in Ontario , commissioned by the Motor Vehicle Retailers of Ontario (MVRO), supported by the Canadian Automobile Dealers Association (CADA) and prepared by MNP LLP, delves into employment and apprenticeship data across compulsory trades. The trades covered include alignment and brakes technician; auto body and collision damage repairer; auto body repairer; automotive electronic accessory technician and automotive service technician.

In Q1 2016, there were 830 job vacancies

in these automotive trades. By Q3 2022, there were 4,350 vacancies. That’s a 424 percent increase.

In Q1 2023, the latest data from MVRO, there were 3,125 job vacancies.

“Trends in vacancies are consistent with stable or increasing demand for automotive trades,” reads the report.

On average, automotive service technicians and mechanics account for 81 percent of job vacancies; auto body collision repairers and estimators make up the remaining 19 percent of vacancies.

The report also goes into the age distribution of auto body and glass technicians and estimators in Ontario. In 2016, there were 435 workers in this category that were over the age of 65. In 2021, there were 655 auto body and glass techs or estimators aged

65+. Between 2016 and 2021, the number of workers aged younger than 24 years old grew by less than 100 (860 workers aged under 24 in 2016; 935 in 2021). The number of auto body and glass techs/estimators aged between 25 years and 54 years dropped by 440 people between 2016 and 2021.

The report also says apprenticeship registration is declining; there was a 12.7 percent decline in automotive trade apprenticeship registrations between 2016 and 2021.

Across all trades, apprenticeship registrations have dropped 20 percent since 2016.

“This study clearly demonstrates we have a crisis on our hands,” Todd Bourgon, MVRO executive director, said in a statement. “This… will also help our members plan and navigate the service side of their business for the coming years.”

All data/charts from The Labour Market for the Automotive Trades in Ontario, commissioned by the Motor Vehicle Retailers of Ontario (MVRO), supported by the Canadian Automobile Dealers Association (CADA) and prepared by MNP LLP.

A UNIQUE OPPORTUNITY

Saskatoon is waiting for you

You’ll find a job like no other working at Unique CARSTARS in Saskatoon, Saskatchewan. The sprawling 13,000 sq. ft. facility was established in 1986 in Saskatchewan’s largest city and offers both collision repair and glass services alongside a Line-X division that specializes in protective coatings.

“I feel that the Unique CARSTAR team and I are the most knowledgeable in the country,” says Dan Rawlyk, who owns the business alongside his wife, Nicolle.

This feeling is in part due to the facility’s surplus of available high-tech tools. The facility offers highly accurate hail damage scanners, modern alignment equipment as well as an automated calibration system that automatically updates with OEM procedures and records the full calibration and repair process.

Rawlyk notes that in the changing climate of collision repair, “OEMs want a frame check first, then wheel alignment and then calibration.” Something that Rawlyk refers to as his “triple process” when it comes to making repair decisions.

Besides this diverse tool and tech range, the facility also maintains I-CAR Gold and Elite level SGI accreditation, in addition to OEM certifications for Honda, Nissan, Ford, Hyundai, FCA and Kia.

The facility is also equipped to offer auto-maker led training, and Rawlyk says that he is open to workers from all over Canada and the world coming to work and learn at his facility.

With a technological and customer-based focus, Rawlyk notes that “our business is growing daily, and we’re excited about the future.”

Dan Rawlyk, owner, Unique CARSTAR.

“I feel that the Unique CARSTAR Team is the most knowledgeable in the country.”

Unique CARSTAR

If you want to get your hands on high-tech tools or work in a facility that prioritizes specialized skill training, contact Dan Rawlyk at 306-668-2100 or scan the QR code.

Nicolle and Dan Rawlyk, owners of Unique CARSTAR.

— Dan Rawlyk, owner,

“There’s only been one [Chief Mosaic calibration system] sold in the Canadian market, and it’s ours.”

— Dan Rawlyk, owner, Unique CARSTAR

BUY OR SUPPLY

Who provides tools for new hires?

When it comes to getting tools for new staff and apprentices, who foots the bill? We're seeking insight from shop owners, managers, apprentices, technicians and painters to confirm the common practice in Canada's collision repair industry. Here are our findings.

DATA

RESPONDENTS WERE...

COLLISION CENTRE OWNERS/MANAGERS— 81.5 PERCENT TECHNICIANS/PAINTERS— 11.1 PERCENT EDUCATORS—7.4 PERCENT

COLLISION CENTRE OWNERS, MANAGERS:

Q: If you are a shop owner/manager, do you provide tools to new apprentices?

36.4 PERCENT SAID ALL OF THE NECESSARY BASIC HAND TOOLS ARE PROVIDED

31.8 PERCENT SAID YES, SOME BASIC HAND TOOLS ARE PROVIDED

31.8 PERCENT SAID NO TOOLS ARE PROVIDED; THEY MUST BRING THEIR OWN

Q: Do you believe it is reasonable to expect a new apprentice to purchase all of their own tools?

50 PERCENT SAID NO

50 PERCENT SAID YES

TECHNICIANS, PAINTERS, APPRENTICES:

Q: As a new apprentice, were you required to purchase your own tools?

100 PERCENT HAD TO PURCHASE ALL OF THEIR OWN TOOLS

Q: Do you believe it is reasonable to expect a new apprentice to purchase all of their own tools?

66.7 PERCENT SAID YES

33.3 PERCENT SAID NO

COMMENTS

The new Ontario Apprenticeship program, although not provided at our shop, offers new applicants a significant tool stipend for joining a trade. We front the cost of a basic tool kit and put in a manageable payment plan, where they should still be able to bank a large portion of their government bonus. They also receive a starter toolbox to keep, on us."

"Again, this is another cost that shops need to account for and another reason why insurance companies need to pay a rate that is fair. If shops can't invest in technicians, who will repair the vehicles?!"

"Welcome to adulthood, LIFE is not meant to be a free ride. Other than large ticket items, which the shop would provide, for employees new and old it is important to have the right tools; both the toolbox and skillset make you capable of completing more demanding tasks and climbing up the pay scale. Simply put, if you have more tools, you are positioned to make more money; if you're making more money, you can buy more tools. That's the ladder I climbed from apprentice to shop owner, now 24 years running!"

We advise our apprentices can purchase tools for what they need to start out and gradually add to them as they gain more experience. It's usually not too much of a commitment for what they need to get started, but an incentive for them to stay to pay for the tools."

"As an industry, we need to invest more into our apprentices. Many complain but few do anything about the issues."

"There is always a balance. A new hire apprentice can get started without any tools. Our techs will lend what's needed when mentoring the rookie. We have supplied a few apprentices with matching dollars for money invested in tools over the years. Most apprentices are aware they need to allocate some money, over time, to set themselves up. I honestly can't think of an instance where tools being supplied, or lack thereof, was an issue in my 30+ years as an owner/manager."

"I will help the apprentice purchase tools. Shop will pay for the more expensive items and let them slowly pay it back.

WHAT STUDENTS SEEK

Story by SARAH PERKINS

While the automotive industry has seen its fair share of growth and shifts over the previous decades with changes in procedure, technology, and global cultural mindset, the goal of automotive educators remains the same: preparing students with a love of the automotive trades for the workforce.

Collision Repair magazine recently sat down with Jean-Marc Julien, Ben Hart, and Chris Chin—three automotive educators—to get their incites and opinions on what students want and need when it comes to their education, as well as how to prepare for an industry that offers a world of learning possibilities alongside a foundation of both tradition and radical change.

When speaking with Jean-Marc Julien, a collision repair instructor at the Canadian Welding Bureau (CWB Group), he noted that despite a “new era of collision repair,”

“it’s still the student that likes working with their hands” that comes to learn.

The literal hands-on approach to training is still needed to entice students to enter and stay in the industry, as well as offering a more symbolic image of creating a learning style that encourages helping hands between generations of technicians, he said.

“As we move to today’s vehicles and the technology that’s built into the cars, the younger generation getting into the industry still has that aptitude to work with their hands. But, because of their experience with technology, whether it be video games, the internet, and all these apps that are out there, the technology really enlightens them to come into an industry where they’re needed.”

“So, our focus when we do training with young people is to really clarify that this is still hands-on work, but that there’s a lot of technology involved. That requires the next

generation, if you will, of technicians that come in with that experience, to help out the older technicians. And then vice versa, the younger technicians learn from the older technicians.”

Julien outlined how the rise in EV technology will be an important stepping-stone for both older and younger technicians to learn and grow together. It will also serve as an opportunity to learn a variety of diversified skills.

“The electric vehicles that are coming out require a specific certification from every manufacturer to just be able to disconnect and service it for collision repair.”

“Another field involved in the collision repair aspect of EV technology is the electric vehicle service technician. Manufacturers are demanding that a technician who is not trained in EV technology not touch cables, batteries or the vehicles in general.”

The automotive industry through the eyes of emerging technicians

Julien also noted that the cultural and physical spaces of shops have largely changed from the 80s and 90s. The shops are “less like dungeons” and have instead become spaces that he wouldn’t mind letting his kids enter because of the steps taken towards diversified growth.

“It’s not just collision repair; it’s estimating, insurance companies, parts departments. I mean, there are so many different aspects possible in one career—painting, prepping— whatever it piques your interest.”

Furthermore, when speaking with Ben Hart, an auto body instructor at the Southern Alberta Institute of Technology (SAIT), he outlined how “every generation of learners is unique, and I think what we are seeing with a lot of up-and-coming learners today is a different motivation.”

Specifically, Hart noted the difference between generations.

“Typically, in the past, the average tradesperson got into the trade because they really liked cars. Maybe they had hobbies around vehicles like racing or fixing them—performance modifications or whatever.”

“In the past, the average tradesperson got into the trade because they really liked cars. Now, the vast majority of students don’t have that intrinsic motivation towards automotive interests. More people are coming in because it is a viable option for training.”

— Ben Hart, instructor, SAIT

SAIT hosted a summer camp in its bodyshop this past summer—and the high school aged campers proved that today’s youth still loves to work with their hands.

“Now, however, the vast majority of students don’t have that intrinsic motivation towards automotive interests. More people are coming in because it is a viable option for training.”

“As an example of that, we’re seeing more and more students come into the trade that don’t even have driver’s licenses. In the past, that would have been unheard of.”

According to Hart, there are benefits to both approaches with ‘car people’ students having a special interest in vehicles and ‘non car people’ tending to look at repairs more systematically.

“When you have a bunch of technicians who are “car people”, they might each have their own specific interests. Someone might be into muscle cars, another might be into tuners. This is a broad generalization, but these days there tends to be a more equal view of vehicles and repairs—less bias and less emotion.”

But, despite this initial specification, for Ben Hart, “as an educator, what I try to do is prevent teaching too much specialty. The reason for that is because there are so many areas in our industry that one can specialize in these days.”

Like Julien, Hart notes that “the reality is that with our apprenticeship model that we are teaching, there’s just not enough time to teach all those details. Even if there was, the fast pace of technology in our trade makes it almost impossible to keep up.”

“If I teach our students the intricacies of all of these vehicles in two, three years’ time, all of that training will be outdated anyway.”

“We try to teach a more generalized approach, but part of that approach is training the awareness of those specialties and modern technologies.”

Lastly, when speaking with Chris Chinn, a professor at Centennial College, he also echoed Jean-Marc Julien and Ben Hart’s perspective that the automotive industry has expanded to offer students a wider range of skills and interests from earlier decades.

“You don’t have to be a bodyperson or a painter. You can be a welder, an estimator—we give them a broad range of different things to spark their interest, because [the students] all have different interests. Some are passionate

about working with cars, some are just looking for a good paying job.”

Chinn also asserted the importance of building safety habits for students stating that: “what we generally do is give them the full experience, starting with safety—personal safety and safety around the shop. Then we start with hand tools and get into metal, how it moves and things like that.”

Like Julien, Chinn also stresses that, “we’re right on the cusp of this trade shedding off its bad reputation, that it’s a ‘dirty trade.’” He tries to work with students to understand the freedom of the industry and that, “it doesn’t matter what you do; you can take different aspects of this trade and kind of just go from there.”

His teaching process includes letting students begin to learn foundational skills and then, according to Chinn, “that’s when you see them start to decide, ‘Well, is this for me?’, and we give them the options. If you finish this program, you will be exposed to so many different things.”

Chinn finished by stating that ultimately, educating in the trades is about maintaining the bigger picture.

It is about creating a system of continuous learning that, regardless of any future shifts or changes in the automotive industry, can, on the one hand, provide students with a necessary drive and passion, and on the other hand, can provide students with the necessary technical and professional skills needed for success.

In Chinn’s words, it is about building an environment of learning, growth and understanding that can provide students with a holistic approach to learning and that will carry them “from cradle to grave.”

Jean-Marc Julien instructs students at the CWB’s on-site Canadian Collisionn Repair Academy.

WHO’S GOING WHERE, AND WHEN?

OEMs struggle to meet customer expectations and legal demands

Column by ANDREW MARSH

The automotive industry is in an almighty mess, even though millions of people around the globe are working very hard to fix the many issues. Let’s look a little deeper into the product development chaos, and the effect on the collision repairer, insurer and all the support services.

For more than four decades, the European OEMs exported technology East to valued partners—comprising initially of out-of-date products—before migrating to much more recent technology. Meanwhile, the largest producer of Li-Ion batteries—China—together with a rapidly maturing automotive high voltage power electronics business, have in parallel, created a dominant source of components, battery packs, motors and controllers.

Further, in spite of underlying financial difficulties, China’s population has become demonstrably better off in the past decade, and that disposable income has headed into property (a whole other story) as well as vehicles.

The effect? Decades of high profit activity evaporated for the European OEMs in less than two years. The Stellantis Jeep division importer to China was forced to close in 2023.

Worse—thanks to questionable strategy from the European Union, the same thing could now happen on their door step. The combination of centralised government policy and a major automotive powerhouse being ready to exploit this is only now understood by politicians.

BATTERY ELECTRIC VEHICLES

This has become an emblem—on the one hand, the first major OEM in nearly a century born in the USA (Tesla), and on the other the ‘big three’ continue to shrink. The pattern is no less confusing internationally as ‘new’ OEMs appear from the Far East in legions. Of course, many of these ‘new’ OEMs are really a combination of networked Tier 1 suppliers and State-backed bank investment vehicles. Slowly, we are waking up to the dubious benefits of offshoring.

Imagine now a mere five years ago being courted as a ‘foreign manufacturer / importer’ where the public would willingly pay the asking price including immense taxes to buy their vehicles? The domestic-made vehicles were seen as cheap, poor quality wannabe products. Fast forward to now. Whilst doubts still remain over domestically built internal combustion engine reliability (unless a foreign OEM is involved), the pure electric vehicles deliver good build quality, design fashion in line with the domestic market, and some sort of reliability.

“North America was founded on free market economics. So, the best way forward is to serve consumer choice, and that includes more than a single type of powertrain.”

RUNNING HARD TO STAY STILL

There have been other head winds too. The pattern of NGO lobbying for additional safety, reduction in emissions, removal of certain powertrains, building / investing in certain locations and more have made manufacturing vehicles of all kinds much more difficult than even two decades ago. The result:

• Fast-tracked retrofit engineered solutions—especially for hybrid and PHEV— leading to unusually high levels of recalls. This was done to mitigate penalties ranging from taxation to market access, but at the expense of rushed solutions.

• Doubling or more the rate at which new models are introduced, since the body requirements for a battery electric vehicle are 100 percent different to all other powertrains, due to the storage of the battery underfloor, protection from side impact and less difficulty in managing frontal impacts. Most OEMs and their suppliers have struggled to meet the internal demands of this product deluge.

• Inevitably mistakes have been made, and consumers get to find out.

• Huge ‘follow the leader’ incentives, which stifles innovation as well as profitability.

Previously well-regarded quality systems, such as those used by Toyota, are under immense load. Meanwhile, the international finance community dance on the internal combustion grave as they look forward to a pure electric autonomous ‘transport as a service’ future. This is a premature celebration.

Some uncomfortable points:

1. Internal combustion engines have delivered immense wealth through mobility over the past century, and the replacement system is not really in place—although the technology demonstration shows such systems are viable.

2. A vehicle manufacturer, in spite of the questionable motives of the infamous ‘ESG’ score, know they can build internal combustion engine-based powertrain vehicles at a profit, whereas it is far trickier to do so with pure electric powertrains.

3. So, the wisest way forward for most OEMs is to continue to build all types of powertrain, so that they hedge government policy in any location around the world. This includes many China OEMs too.

4. Autonomy is stuck at SAE level 2, with mass market adoption of SAE level 3 or 4 due by 2030. The financiers need SAE level 5.

THE UPSHOT

North America was founded on free market economics. So, the best way forward is to serve consumer choice, and that includes more than a single type of powertrain. Regardless of government bans, this is the likely trajectory for the vehicle parc over the next decade or so.

Currently the doubling of product introduction rate leads to fewer of each type being sold. Whereas in the past, a few nameplates dominated the volume sales, this is no longer the case. In Europe, for example, Tesla Model Y came top of the sales chart in June 2023 (125,444 units sold in the first six months). Yet, the model Y sales were dwarfed by the 6.229 million units sold across all brands in the same period.

That’s the warning.

Lots and lots of product variation, leading to a greater difficulty in getting special parts due to lower production volumes—and in Europe—product support ceasing five years after the last production of a model. That issue does not show up in fast-moving parts—it shows up in trim items, unique panels, and all the parts typically used in collision repair.

This is an exciting time, but be aware, OEMs as well as their suppliers are struggling to survive, and some of the things they do are a bit erratic. We have to take that into account during vehicle repair, and help ourselves. There may not be a cavalry to call upon.

The best way forward is to serve consumer choice.

ANDREW MARSH is the Engineering Director for Auto Industry Consulting LTD. Through the launch of Ezi-methods in 2012, he and his team provide vehicle manufacturer repair methods and information throughout the UK and around the world. Andrew regularly presents to collision repair sector audiences and works to convey an understanding of what he terms as the most exciting subject on earth – automotive engineering.

THE MORE THINGS CHANGE

Comparing EVs and traditional vehicles for future repair

Column by JOHN MARLOWE

Once again, it seems that the more things change, the more they remain the same. What really changes when we repair a collision damaged EV or Hybrid instead of a traditionally powered vehicle?

Sure, there’s a few extra steps in ensuring the vehicle is safe to work on, and perhaps a larger repair bay is needed. Once we’ve followed the correct procedures to render the vehicle safe to work on, what’s different, really?

Most of the EVs that we see in collision repair facilities today (indeed, that we’ve seen for the past 20ish years!!) feature structures that are no different from those vehicles equipped with gasoline or diesel engines.

Take away the drive gear and energy storage systems, and these are the very same vehicles that we’ve been repairing forever.

Much like learning to safely handle a gasoline tank during collision repair (which can instantly unleash full energy potential in the form of an explosion under certain conditions), safely handling EV batteries requires investment in training, tooling, environmental configuration, and process integration.

Every collision repair requires intensive research to identify procedures, parts and other critical elements needed to ensure that vehicles are leaving our facilities with all the damage identified and corrected in the proper way.

If we break things down into individual systems, it’s easy to see that successfully and safely repairing EV and Hybrid vehicles is more of an opportunity to leverage existing skills and equipment to our advantage and to adapt our foundational expertise to allow us to handle the comparatively few elements that are very different.

• Diagnostic scanning is a critical part of the repair process no matter what type of vehicle is being repaired. No new learning curve here.

• Exterior bolt-on parts such as hoods, liftgates, doors, fenders and bumpers are handled in the usual ways. The OE repair manual will help identify when to repair or replace, which parts are one-time use, and any other considerations such as ADAS systems and other sensing devices.

• Welded, riveted, or bonded panels such as roofs, rear body panels and ¼ panels are also handled using the same techniques and equipment regardless of the type of drive system.

• Replacing a front rail on a uni-body vehicle?

You’re likely removing the drive gear, whether it’s a gas engine with a transaxle or an electric motor with a single reduction gear. The instructions are in the OE repair manual, and you’re using familiar equipment and skills to perform the operations.

• Does the collision damage involve wheels, suspension, brakes, or steering systems? You already have the skills and equipment to handle these, and the vehicle specific information is in the OE repair manual.

• Vehicle lighting, instrumentation, electrical convenience and other “low voltage” equipment also remains essentially universal in how we approach repairing and replacing components.

• Bonded glass? Electric or ICE, use the same skills and tools (and consult your OE repair manual).

Very nearly every element of repairing collision damaged vehicles is unchanged regardless of what moves the vehicle down the road.

The differences? Well, they’re few, but they’re important.

Failing to understand these differences and how to handle them can put people at risk of injury or death and could cause permanent (and VERY expensive) damage to electrical systems, especially the batteries.

Here is a generalized list of requirements which is by no means exhaustive:

• A designated outdoor quarantine area.

• An oversized repair bay.

• Hand tools and PPE specifically designed for working on high voltage systems.

• High voltage electrical diagnostic equipment

• A set of wheel dollies.

• Training for your A/C technician (A/C systems on EVs and Hybrids require special considerations, including the use of non-conductive oil).

• A 2-post lift with suitable capacity for lifting EVs.

• A method of lifting/handling EV batteries (methods differ by vehicle manufacturer).

• A method of charging EV batteries. A piece of equipment that is not specific to EV repair, but is required, is a vacuum fill system for coolant.

Many vehicles now require that the cooling system be filled using a vacuum system to ensure that no air is present in the system. On many ICE vehicles, it is no longer possible to reliably

“burp” the cooling system by filling it with the engine running and waiting for the air to chug out as the system heats up. For many years, a lot of vehicles had built-in bleeder systems to ensure the air was removed.

EV and Hybrid liquid cooling systems (most EVs have liquid cooling for the batteries) absolutely must be filled using a vacuum system.

I felt that this deserved a special mention due to the number of EVs that we see where the collision shop has researched the procedures for de-energizing the high voltage system so their techs can safely work on the vehicles, but then failed to research the coolant-fill procedure leaving the high voltage system vulnerable to damage or failure from lack of cooling.

Now, I hear you out there. You’re asking, “What about the new skateboard chassis that EV manufacturers are developing? We don’t see ICE vehicles with those!”

There are only two things to say about repairing skateboard chassis vehicles.

1. Tesla has been using them for years. You need to make sure you have access to OE repair procedures so you can ensure you have the necessary training and equipment

2. They aren’t new. The single highest volume production automobile in history, the Volkswagen Type 1 (Beetle), with 21.5 million examples built between 1938 and 2003, was constructed using a skateboard chassis. If our great-grandparents could handle these, we can too. The more things change.

JOHN MARLOWE is the co-founder of Level 5 Drive, a B2B ADAS calibration service catered to collision repair, auto glass, daily rental and mechanical repair providers. He can be reached at info@level5drive.com.

EV STANDS FOR EDUCATION IS VALUABLE

Addressing the facts of EV adoption

Column by STEFANO LIESSI

Many variables factor into the fruition of the mass EV assumption of the ICE (Internal Combustion Engine). World factors include bureaucratic political agendas, infrastructure, raw material acquisition, verified testing, and range anxiety. Other alternatives are being researched, such as hydrogen and advanced ICE applications, maybe even plutonium and the flux capacitor. This article reflects our industry here in Canada and some of the mitigating factors we will be exposed to now and in the future. I am not here to solve the world’s problems.

Let us address something; we can’t use common sense because we haven’t developed this yet, because EVs are not common (yet). So, a little sense is what we should start with. Now, note that I did not use the phrase “common sense,” as there is no common sense. Your understanding of a situation is only derived from experiencing the event or an adverse effect of a situation; ergo, if you touch the two wires together, you learn that they make a lot of sparks and blow up the battery. After they put the fire out, you now have a “sense” of what can happen. It is common because the same shared result will occur regardless of who does this. So, how do I get common sense without the bad experience? Begin with education.

Where? Oh, where? You ask. There are many areas. OEM are a good start; after all, they made the vehicle you are working on. The publication this article is in will prove a great resource as well. I-CAR has a variety of available materials to begin from, utilizing some “common” basics that can be applied in a general approach. We could spend days on this alone. EV Friendly in BC has a comprehensive application process to become “EV Friendly Certified.” As the industry progresses, and as I write this article, there has been, and will be more information. However, be wary of the less-than-competent YouTube influencer with, shall we say, subjective credibility. As you read this, more and more contributors are developing educational materials.

Should you bother? Maybe you should just let the other place do the EVs and stick with what you know, right? WRONG! Now is the time to get on board because if you are not ready, that little lithium-ion battery will quickly give you one upside the head. If you are a collision repair facility, you must step up or step back because it will happen, agree or not.

Do we understand the OE procedures? After all, we need to, as it is not up for debate or negotiation. Understanding the information is a crucial element to the success of the repair, and knowing when and where to apply the skillset required to repair the EV in front of you is essential in today’s climate. Each OE will vary in procedures, and like technicians, engineers

move around. Currently, GM has 25,000 engineers on staff in two US locations (as of this year, GM said it had about 20,000 engineers in total at the Warren tech center and another 5,000 engineers at GM’s Proving Grounds in Milford, MI. https://www.wardsauto.com/industry-news/gm-hiring-3300-engineers-propulsion-software-development), with plans to hire 3,300 more for EV development; imagine the communication between them at the watercooler. I’ve given you stats on one OEM, but there are plenty more out there. When you have this many contributing to one entity, you can be sure there is built-in confusion.

Now, let’s be realistic, the average lifespan of a vehicle in Canada is 12.88 years, 15.36 in the US (I’ll attribute that to climate and per-capita influences), so let us work with 13 years. 2035 is the date for the mandate of zero-emission light trucks and cars to be sold (new). In 2034, any gas vehicle sold has the potential to remain on the road for a possible 13 years (non-scientifically speaking). Ergo, that brings us up to the possible mass burial around 2048 (round it up to 2050). Thus, mathematically speaking, we are looking at around 27* years until we are possibly full-bore EV. I know I will be a full EV supporter because by then, at my age, I could very well be using a mobility scooter (preferably a golf cart somewhere warm), so in a nutshell, based on outlying factors (climate-fossil fuel sustainability, etc.) and the time allotted this is a real possibility.

Why should you care? It is better to be proactive than reactive. Is this going to happen? We have just stated that it can, so let us look at the facts.

WHY IS IT HAPPENING?

Fact: This is a government mandate.

Fact: Climate change is real. Just ask a dinosaur.

Fact: EVs are a reality; OEs do not dump millions into R&D just because they are bored or trying to get a video onto Tik Tok. They will be in our shops over time; some may require specific OE certifications, and some may not.

HOW WILL IT HAPPEN

Fact: There will be challenges with repairing these vehicles; they differ from traditional or current ICE vehicles. They require extra knowledge and education regarding safety and skill set.

Fact: The possibility of this going away is slim, but the EV becoming a mainstay in our shops is a reality. If you feel 25+ years is soon, then yes, they will be here as soon as it has been implied. Thank you, Mr. Government.

Fact: ADAS, EVs and the repair processes will be huge factors in your business. The “setit-and-forget-it” mentality is obsolete. This will dictate how your business is run, from billing, to accountability, liabilities, and processes.

WHAT TO DO ABOUT IT

Fact: We will fall behind rapidly if we do not begin to educate and train ourselves on

this. We are the collision industry; no one else will do it for us.

Fact: There will be costs involved, spread out over time, and there will be rewards had by many. You need to invest in your staffing with training and education.

Fact: Complacency will not be your friend; you must change and revise the culture. This applies to all involved, shops, vendors, carriers, banners, OEs, etc. If you think the status quo is good enough, think again; how things are being done now is unsustainable. You will need to re-evaluate your approach because there is no room for shenanigans.

In my opinion, and you are entitled to my opinion, change is inevitable; the least you can do is acknowledge it and start now to think about education and training. In 27 years, you will be saying, “Where did the time go.”

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

STEFANO LIESSI

“IN 27 YEARS, YOU WILL BE SAYING, “WHERE DID THE TIME GO.”

PUSHING FORWARDS

Evaluating the new normal

Column by JAY PERRY

Anew era is upon us, and it is not the time to panic. It will be two to three decades before we start to see the fuller effects of what the pandemic has done to society. Right now, we are seeing the first glimpses of how it has changed the workforce permanently.

We read articles about bosses strongarming workers to go back to the office. We see the rise in unionized labor as a component of the working class. We see higher absenteeism. We see an adjustment of the traditional work-life balance. We see labor advocating for social issues in the most vocal ways possible, putting pressure on companies to take positions. We see what has been termed “quiet quitting” and a rise in the disengaged employee class. We see demands for pay raises, more flextime and improved benefits. We have seen retirement become a more focused-upon destination as many of the hardships imposed by Covid-19 reactions have created an early exit for many of the highly skilled workers who have reached the point of “enough.”

The “new normal” has started to show itself. This is not a negative piece bemoaning the unprecedented challenges being faced by business today. For those who are in tune with what is happening and realizing that the situation needs a well-thought response (not a reaction), it is a huge opportunity.

Inflation as a by-product of the pandemic monetary policies has put price pressure on every one of the varying strata of the

workforce. Of course, that pressure is going to be passed onto the consumer and it will be still quite a while before things calm down to manageable levels. So, look at pivoting.

In the words of Jim Sinegal (co-founder of Costco): “It is a people business. If you don’t do that well, you are going to screw up your company.” He’s right and the quicker you figure out a way to work with labor and their demands, the faster you will get to be the lead dog in an ever-tightening labor market. People are not commodities and need to be treated in unique ways. I’m not saying you must capitulate to every harebrained request, what I am saying is get your house in order from the “Who are we as a company” perspective first.

Assess what reasonable profits need to be produced for sustainability and set the highest standard of wages you possibly can afford to pay. Then you need to figure out how to express yourself to current and prospective employees in terms they can understand. You might run into people that do not believe in what you believe in. They are not the right choice for being a team member of yours. You might find some suppliers that worship the almighty dollar (just theirs—not yours) and they might not be the right people to do business with either.

It is simple, just not easy. Sometimes we must get some help with perspective, but it is always the leaders that continuously evaluate the reality of the day that stay the one who’s driving!

PEOPLE ARE NOT COMMODITIES AND NEED TO BE TREATED IN UNIQUE WAYS.

toolusesshortwaveelectricIRtechnologyforafast,completecurefromthe isinsideout.Lightweightandwithanergonomichandle,theREVOHandheld beidealforfastspotrepairs.Inaddition,theversatileREVOHandheldcan removeusedforavarietyofotherapplications,includingsofteningglasssealsto

cans,Reducewasteandrecyclingvolumewhendisposingofaerosolcans,paint Herkules™andvehicleoilfilters.Providingefficient,environmentally-safedisposal. Crushersofferasimpleandefficientwaytoreducewastevolume. forToxicfumes,residualpaint,oil,andotherliquidsaretrappedandcontained easydisposalorrecycling.Crushingprovidesaneconomicalwaytodispose ofaerosolcans,paintcans,automotiveoilfilters,andevenlocomotiveoil filtersbyreducingwastevolume.100%air-powered,Herkules™Crushers areprovideahydraulicfluid-freecrushingmethod.Theseheavy-dutycrushers

3M.3MPerformanceSprayGunwasbuiltforthemodernpainter,accordingto With largefanpattern,thisspraygunpromiseshighperformance. andThankstothereplaceablenozzles,userscanexpectefficientchangeovers asimpleclean-up,soyoucangetthosecarsbackontheroadassoon

inInverterPulseMIGwelders,Accuweld.Professionalqualityunitsaremade

memorycard,saveandrecallparameters.LCDdisplaywithsimplesettings. AccuweldisaregisteredTrademarkofArslanAutomotiveCanadaLtd.

satisfiesweldingcertificationrequirementsformostOEMCertification programs.Clientsgetthirdpartyoversightandonsitetrainingbycertified weldingspecialistsandenhancedcredibilityprovidedbyCWBAutomotive

www.mirka.com

3M™ RepairStack™ Performance Solutions

Unlock more opportunities for profit with 3M’s advanced hardware and software system – 3M™ RepairStack™. This integrated and automated solution offers universal inventory management, streamlined blueprinting and billing, and real-time business performance analysis. Multiple customization options will help you easily incorporate 3M™ RepairStack™ into your existing body shop processes and management systems. Take your business to the next level with 3M, established leaders in the collision repair market, and learn more today. Learn more at www.3m.com/3M/en_US/collisionrepair-us/featured-products/repairstack/

www.axalta.com

Mirka® ANGOS cordless grinding tool

The unique Mirka ANGOS is the first battery-powered grinding tool from Mirka. It can be used with a variety of accessories in grinding and sanding metal, cleaning after welding, surface conditioning, cutting, deburring and paint removal. Mirka ANGOS answers some of the most pressing needs in panel beating and bodywork where bigger tools can’t go. Free yourself from cables and hoses and focus on getting the work done faster.

For more information visit www.mirka.com/en-CA/mirka-angos/

www.astech.com

Easy to mix. Easy to match. Easy to apply. Cromax® EZ is a waterborne basecoat system that makes life simpler-without compromising the integrity of your craft. It’s easy to mix. Easy to match. Easy to apply. With less material consumption and essentially no flash time between basecoat and clearcoat, Cromax® EZ is designed to deliver better coverage and speed than competitive waterborne systems. It’s not just better for your customers, it’s better for your bottom line.

Visit Axalta website: https://www.axalta.com/ca/en_CA.html

The asTech All-In-One is a comprehensive tablet-based solution with an intuitive touch screen, as well as robust local and remote capabilities, allowing for OEM and OEM-compatible diagnostics, ADAS calibrations, and parts programming on a vehicle. With the All-In-One, users can scan using 1,000+ remote OEM and local OEM-compatible diagnostic tools; conduct remote and local calibrations, initializations, and parts programming; access 400+ certified technicians, as well as local OEMcompatible pre- and post-scan reports. Even better, all scans are backed by the asTech warranty. https://astech.com/repairify-announcesnewastech-all-in-one-for-diagnostics-calibrations-and-programming

asTech All-In-One

Cromax® EZ

www.genscoequip.com

www.spanesi-americas.com

Gensco’s Latest Addition: The IBQ-4T

IBQ-4T is an innovative vehicle depollution system that promises remarkable efficiency and greater fluid recovery, stands out for its ability to effortlessly separate and store fluids. Fuel and diesel are easily assessed for quality and directed to the appropriate storage tank at the flip of a switch. A five-hose drainage system with dedicated pumps ensure the integrity of recovered fluids. The inclusion of an automated fuel-tank punch drill not only provides safer procedures but also reduces labor intensity and boosts operational speed. Visit genscoequip.com or call (888) 444-8815 to learn more!

www.equalizer.com

Spanesi® Touch Electronic Measuring System

The Spanesi® Touch electronic measuring system allows technicians, estimators, and damage analysis professionals to perform vehicle measurements quickly and accurately. The Touch measures the upper body, underbody, bodyside openings, and mechanical parts. Comprehensive pre-repair and post-repair documentation ensure that collision repair facilities have the information necessary to prove completed repairs meet OEM specifications. Fast and easy setup gets your technician measuring vehicle damage quickly and efficiently with the WinTouch software’s intuitive and straightforward interface. For more product information visit www.spanesi-americas.com

www.camautopro.com

Equalizer PowerPump

Equalizer Industry’s Equalizer PowerPump eliminates the need for manual pumping of your Visual Vacuum Cups or Wood’s Powr-Grip Vacuum Cups, according to the company. Simply replace the original plunger in your existing cup with the PowerPump, press the button and let your cup automatically draw down. The PowerPump is designed for a minimum 5 hours of constant run time and can be used as a manual pump if your battery needs to be recharged. Includes 1 USB-C charging cord.

For more information visit equalizer.com/powerpump-2

CAMAUTO Premium Elite Cart is a heavy duty, mobile cart that helps you carry all your PDR and GPR tools. Equipped with a drawer, and with a steel tab organizer top for better tools and tabs organization, and with two foldable trays, that can be used as a side table, and that can be bent for a better storage space.

Visit this link to see what is included in the cart, https://camautopro.com/ en/products/camauto-pro/mobile-carts/41/premium-elite-loaded-cart/

CAMAUTO Premium Elite Cart

Pump Up Your Business with GoMobile Tires!

Attention shop owners and technicians!

Get ready to take your business to the next level with the ultimate mobile tire solution. Join our team of successful franchise owners and offer your customers convenient and reliable tire services right at their doorstep.

Go with the GoMobile brand, co-brand, or go on your own. Raise awareness of your company and your brand by turning the fully-equipped and modern Mercedes van into a mobile billboard.

Our cutting-edge mobile tire trucks are equipped with state-of-the-art technology, ensuring efficient and accurate services. Our highly trained technicians provide quality services in a timely manner, making us the leading mobile tire company in the industry.

As a franchise owner, you’ll benefit from our established brand recognition, comprehensive training, and ongoing support. With our proven business model and low startup costs, you can be up and running in no time.

You know the business. Now expand on it. Take it on the road.

DON’T CRY OVER SPILLED PAINT

Allison Cockburn, a resident of the City of Richmond, took the city to court after claiming that they had acted in negligence for failing to notify of a paint spill.

After driving through a paint spill, Cockburn sought $400 in the B.C. Civil Resolution Tribunal hearing, which was the estimated amount needed to remove the paint from the wheels, wheel wells and other areas of her vehicle.

Cockburn alleged that the city was responsible for the cleanup of her car because they had failed to warn drivers of the spill or clean the spill from the road.

The city denied their responsibility, citing that they use a complaints-

TESLA BREAKS NEW GROUND

With the recent and ongoing economic disruption as a consequence of the Kelowna wildfires, Tesla is planning to bring in new growth in the near future.

Recently, Tesla has filed a permit application to develop a 30,000 sq ft sales, service and delivery centre in Kelowna, B.C.

As Tesla has done across Canada, they were initially looking to take over an existing dealership within Kelowna to remodel into their own centre.

Talks concluded in late 2021 to take over the Kelowna Hyundai dealership at 3260 Hwy 97 N. However, these talks–as well as talks for other dealerships–eventually fizzled out.

With this difficulty in securing existing property, Tesla has instead chosen to follow a similar approach as they did with their first purpose-built location on Vancouver Island.

based system for spills–like the one that impacted Cockburn–because they’re sporadic and unpredictable. Thus, they cannot always react in a timely manner without further public intervention.

During the tribunal hearing, the City of Richmond was represented by a lawyer who denied negligent behaviour by saying that the city didn’t cause the spill and first learned about it from Cockburn herself. Due to budgetary constraints, the city noted that they are also unable to regularly inspect the roads for spills, and the tribunal acknowledged that the city was acting in accordance with their stated policies.

Ultimately, Cockburn could not provide evidence that the city’s policy was irrational or unreasonable, leading to the tribunal dismissing her claims.

According to the permit application–which was first reported by Castanet–Tesla Kelowna will be located on a 3.49 acre lot at Airport Business Park, 3425 Circuit Rd.

No date has currently been set for when the permit application will be heard by the city council.

A preliminary design for Tesla’s planned centre in Kelowna, B.C.

CRASH IT CRUSHES CHARITY GOAL

Emile Fremont, one of the organizers behind Alberta’s annual Crash It golf tournament, thanks all participants, sponsors, and fellow committee members for another successful event.

This year’s charity event, held August 24 at the Blue Devil Golf Club in Calgary, Alberta, raised over $12,000 for Goal on Sight, a charity organization run by the Calgary Flames. In addition to collision repair stakeholders, NHL and former Calgary Flame Tim Hunter graced the green for the annual tourney.

REPAIRER RODEO

Simplicity Car Care once again hosted the car care industry at their annual Stampede party in July.

“The best part is that we had people from as far away as Texas, people from every province in Canada, and partners and friends from every part of the industry,” said Greg Wing, director of brand development for Simplicity. “The Stampede is just a rodeo, but the people make it the greatest outdoor show on earth!”

Simplicity would like to thank all their vendors and partners who helped make this a success, and a special Thank-you to the Western Canadian staff for putting so much extra time and energy into making this event our best one yet.

Crash It golf tournament raises $12,000 for charity.

NO PANIC—YET

In late August, more than 1,700 unionized Manitoba Public Insurance (MPI) workers walked off the job. But Ferd Klassen says it’s not “panic mode” amid the autobody industry–at least, not yet.

“[MPI] is constantly adjusting things on the fly,” said Klassen, the president of Manitoba’s Automotive Trades Association (ATA) and owner of Niverville Autobody.

“I don’t feel that the trade, as a whole, is panicking. There are certain aspects of our day-to-day that we may be unsure of, but we’re working closely with MPI to adjust on the fly and process supplements, requests, final payments and so on.”

The number one goal for many Manitoban bodyshops, like countless others across Canada, is working through a slew of backlogged repairs.

“Almost every collision centre here is booking six weeks, to eight weeks out.”

Klassen said he’s willing to bet that most shops will not be adjusting their schedules, even if claims do stop rolling through for a month or two.

“It doesn’t matter who I talk to–there are very few shops that are booking less than a month out.”

Facilities with direct repair partnerships with MPI are allowed to create their own estimates, but there is a cap on how many estimates a shop is allowed to write themselves and certain types of losses were previously not permitted to be written by the collision centre.

“Now, they’re letting shops write everything.”

He explained that every DRP shop has an EAL–an earned authority limit–allowing them to write estimates and begin repairs as long as the car is not marginal or a total loss consideration.

“We’re allowed to repair and collect payment for anything that meets our EAL or under,” explained Klassen. “MPI has upped that limit twice since when the strike began as one of their tactics to make sure shops get paid.”

The ATA and MPI maintain a good relationship, said Klassen, where the public insurer openly listens to repairer concerns to make adjustments, when possible.

“The professionalism in Manitoba is showing itself. It’s incredible how positive most of the shops are about this. And, myself, as a shop owner, I am not overly concerned–yet.”

Ferd Klassen, vice president of Manitoba’s Automotive Trades Association (ATA) and owner of Niverville Autobody.

SAVE THE DATES

Saskatchewan repairers and friends of SAAR—there are some key dates you’ll want to block off in your schedule for 2024. The Saskatchewan Associaton of Automotive Repairers (SAAR) will host its annual Spring Conference in Moose Jaw on Friday, March 1 and Saturday, March 2 at the Temple Gardens Spa, just across the street from the Moose Jaw Casino. The SAAR Fall Conference will be held again at the Dakota Dunes Resort for a golf tournament on Thursday, September 4 and presentations will continue the event on Friday, September 5. Mark your calendars now!

A TRADITION OF CHARITY

The team at CARSTAR Thunder Bay knows that the best way to celebrate being a community landmark is by giving back, and give back they have, earning them special recognition from CARSTAR for their years of service.

The Northern Ontario bodyshop just celebrated 25 years in the CARSTAR network and to mark the occasion, owner Daniel Trevisanutto pledged $1,000 to the network’s go-to charity, Cystic Fibrosis Canada, at CARSTAR’s recent national conference.

Trevisanutto also serves as event chair on the board of directors for childcare non-profit “Our Kids Count,” and through his programming, helped raise nearly $30,000 for the charity.

When war came to Ukraine last winter, CARSTAR Thunder Bay was quick to act, banding together to raise $80,000 to fund relief efforts in the country.

In the fall of 2021, the shop donated $100,000 to support the renovation of Roots to Harvest building, a non-profit that provides educational opportunities and resources to the Thunder Bay community.

CARSTAR’s press release stated: “In addition to their charitable credentials, CARSTAR Thunder Bay is also certified by Certified Collision Care, a non-profit organization that is laser-focused on maintaining the proper tools, equipment, and training to adhere to OEM standards.”

TESLA CHARGES AHEAD

Tesla owners continue to gain Canadian connections with the company officially opening up its Supercharger network in the country.

Recently, Tesla activated Supercharger Magic Dock networks in North Bay and Deep River, Ontario.

With this activation, non-Tesla owners will also be able to pay to plug their electric vehicles (EVs) into the Supercharger network–although, not for free.

As with non-Tesla Supercharger sites in the US, Europe, and Australia, there is the option for customers to purchase a Supercharging membership, which in Canada will cost $16.99 per month, comparable to the price in the US at $12.99. With that membership, non-Tesla EV owners will pay the same flat rate as Tesla owners, $0.47/kWh at Deep River or $0.48/kWh at North Bay.

North Bay and Deep River were selected as pilot locations, as announced by the federal government earlier this year, with Tesla agreeing to open 750 Supercharger stations across Canada by 2025.

The new Supercharger networks have been fitted with a built-in Combined Charging System (CCS) adapter with Tesla also adding a new section on their mobile app that shows the pricing options for non-Tesla drivers.

At this time, the locations of future Magic Dock networks is unknown, but previous press releases from this year indicate that the focus will be on the Trans-Canada route from Ottawa to Calgary.

THE GREAT GUARINOS

Daniel Guarino, owner of Leon’s Auto Body, recently announced that his team was recognized by Tesla as a top customer service performer for Q2 2023.

The collision repair facility, which is part of Tesla’s certified collision repair network, achieved a customer service index (CSI) score of 96 percent after receiving 22 surveys.

“On behalf of the Tesla Collision Team, we would like to congratulate you and your team for an important achievement,” wrote the OEM in an email to Leon’s. “Over the last quarter, we have been monitoring your performance and we are excited to share that you’ve met the criteria [that] makes you a top performer in [your] entire region.”

OPEN IN OTTAWA

Copart Inc., a global leader in online auto auctions, has announced that it is opening a new location in Ottawa, Ontario.

The newly built facility, 300 Somme St., provides 44 acres of vehicle storage space. The site is conveniently located 15 minutes from downtown Ottawa.

“Copart continues to invest in Canada by expanding our national footprint with a focus on accommodating future growth,” said Steve Macaluso, Managing Director of Copart Canada.

“We’ve been purchasing and developing facilities that offer excess capacity to ensure we support our customers’ growing needs for years to come.”

The opening of the new facility coincides with an important milestone in the history of Copart Canada, he added.

“In 2023, we’re celebrating 20 years of business in Canada, and this new facility illustrates how we’re preparing for the next 20,” Macaluso said.

According to Tesla’s email to Leon’s, a collision repair facility must receive a minimum of 10 customer surveys and achieve a CSI score greater than 95 percent to be considered a top performer.

Daniel Trevisanutto, owner of half way motors (CARSTAR Thunder Bay) and Sabrina Thring, Carstar Canada.

Owners of Leon’s Body Shop, Daniel Guarino (left) and his father Al Guarino (right).

AUTO BUGATTI’S ACHIEVEMENT

AutoCanada is congratulating Auto Bugatti collision centre, part of the AutoCanada network, on its achievement as Tesla’s top customer index score (CSI) performer in the Quebec market.

Joe Visconti, president of Auto Bugatti, and the rest of the team received a CSI of more than 95 percent, according to an email from Tesla.

“Congratulations to Joe Visconti and the entire team at Auto Bugatti,” wrote AutoCanada on LinkedIn. “Thank you for all your hard work and dedication to providing our Tesla customers with the best experience possible each and every time a repair is completed.”

BOOST FOR BATTERIES

Quebec recently launched a “first-of-its-kind” electric vehicle (EV) battery recovery program designed to collect, transport, repurpose, remanufacture and recycle end-of-life EV batteries—specifically, fuel cells that fall outside of the established OEM management programs. The EV Battery Recovery Program is the result of a collaboration between vehicle manufacturers that worked with Call2Recycle to develop and launch the EVBatteryRecovery.ca platform.

The program is funded by the participating OEMs—which includes Honda, Acura, BMW, Dodge, Fiat, Nissan, Tesla, Volkswagen, Mercedes-Benz and many more—and offered to dismantlers, shredders, independent repair and service facilities, dealerships, fleet operators and even individual vehicle owners.

The EV Battery Recovery program complements actions already in place and delivers on the manufacturers’ commitment to the Government of Québec to have a program in place to ensure eligible EV batteries at risk of not being recycled or reused at end-of-life are responsibly managed and recovered.

The program also supports the sustainable management of EV batteries and the further development of a circular economy for these valuable resources.

MAKE WAY FOR MACHINES

A new novelty is nearing Nova Scotia: automated flagging machines are about to become commonplace tools at construction sites.

In a statement made by Public Works Minister Kim Masland, she announced the deployment will be made with the intention of achieving better roadside safety for construction workers at construction sites.

The machines–which will be designed with a flag as well as a red and yellow light–will be required to follow specific regulations. Such regulations will include the machines not operating on 100-series highways, being restricted to 80 km/h roads, and being reserved for roads with relatively low traffic volume (200 vehicles or less per hour).

Like a human flagger, the machines will regulate traffic flow using the flag and lights that they will be equipped with. When the yellow light flashes, drivers will be expected to proceed with caution, a solid yellow light will instruct drivers to prepare to halt, and a red light will show drivers to come to a complete stop.

With the adoption of these machines, Masland stressed that the intention is not to replace existing human workers or supplant human jobs. Instead, “these machines will allow flagging crews to stay further off the roads and thus do their jobs in a safer manner.”

The number of devices deployed to sites will ultimately depend on the decision of contractors who will decide if and when to use the technology.

The automated flagging machines will be manufactured by Site 20/20, headquartered in Dartmouth, Nova Scotia.

Joe Visconti, president of Auto Bugatti achieves Tesla’s top customer index score (CSI) performer in the Quebec market.

An example of an automated flagging machine being used on a highway.

DO THE HOKEY POKEY

Plan your future and turn it all around

By ALLISON ROGERS

Collision Repair magazine recently launched our own EV Repair Tour, with the help of Fix Network and a host of gracious industry sponsors. Thus far, the tour has brought industry-leading speakers to our events in Toronto, Saskatoon and Calgary, with another stop in Vancouver later this fall.

We knew that the industry was eager to learn about the circumstances that come along with a future that’s allegedly filled with electric vehicles—but the response to our event has been nothing short of incredible. Our Toronto event brought more than 100 industry stake-

planning for the future has come with some serious perks for Kavia.

The same ideas are seen with this issue’s cover, CARSTAR Ancaster, where Joe Saputo has taken an already successful business, started by his parents, Sam and Rosa Saputo, and transformed an already incredible shop into an uber-impressive collision repairing machine. Read the story—their team almost doubled revenue by adding technological advancements and an arsenal of OEM procedure access tools to their operations. The Saputo Capital Collision Group recently acquired their third store,

holders—including collision centre owners, insurance reps, franchisee and network partners and more—to the Fix Network headquarters and training centre in Milton, Ontario. I would wager a bet that every attendee in that room learned something that day, whether it was about the safety precautions and tooling required to repair EVs; breakdowns of battery technologies; adapting vocational colleges to electric learning…so much was covered!

In Saskatoon, we were lucky enough to convince Kim Kos, the general manager of Kavia Auto Body, and Scott Kucharyshen of Saskatchewan Polytechnic, to present their perspectives on EVs. Kucharyshen is on a mission to have Sask Polytechnic teach its students the ins-andouts of Tesla repair (he is actually striving to become the first Tesla-certified vocational school in North America—stay tuned). Meanwhile, Kavia Auto Body is the only Tesla-certified facility in its market, and has been since 2019. As such, ten percent of the facility’s claims are on Tesla vehicles and—get this—they’ve never, ever written a Tesla off. In fact, the average claim sits at $30,000, according to Kos. So…yeah,

CARSTAR Guelph, where they’re employing the same tech-savvy, modern-centric strategies. And they are absolutely killing the game.

For all collision centre decision-makers perusing this article, all of this narrows down to one question: are you in, or are you out? Have you taken steps to adapt your facility, your operations, work culture, et cetera, to the year 2023? If you adapt in the right ways, you have the potential to solve a lot of your problems—and these are challenges that nearly everyone in the sector seems to be facing.

When Joe Saputo and general manager Natasha Woods made a technological flip in the CARSTAR Ancaster shop, they saw growth across the board. Not only that, but Saputo maintains a strong belief that, with accessibility to proper tools and a strong leadership behind your team, a collision centre’s people problems and potential hiring troubles simply melt away. People want to work in modern facilities, he says—the days of tossing a hammer and dolly to your apprentice and saying ‘git ’er done’ are over. Adapt, overcome and reap the rewards. It’s now or never.

All of this narrows down to one question: are you in, or are you out? have you taken steps to adapt your facility, your operations, work culture, et cetera, to the year 2023?