EV Repair 1#1 by Media Matters

Collison Repair’s EV Repair Tour supported by Fix Network travels across Canada

INSIDE

LEADING THE CHARGE

SPOTLIGHT ON

TRAINING

THE MYTHS AND TRUTHS ABOUT THE ELECTRIC FUTURE | PREPARING FOR EVS NOW ELECTRIC CLAIMS | FOCUS ON HIGH VOLTAGE SAFETY | EV TRAINING COURSES

PRESENTED BY

WWW.EVREPAIRMAG.COM

2023 l $12.95 l Canada Post Canadian Publications Mail Sales Product Agreement No. 40841632 l 86 John Street, Thornhill, ON L3T 1Y2

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WHAT’S INSIDE

CONTENTS VOLUME 1, ISSUE 1, 2023

EVENTS

FEATURES FOR TOMORROW 26 EDUCATING Centennial College’s Alan Mcclelland on electrification and collision repair education.

OR FAKE? 30 FACT The myths and truths about the electric future.

YOU BAKE 34 BEFORE Need-to-know info before any EV enters your booth.

14 INSIDE

Leading the charge across Canada with the Collision Repair EV Repair Tour.

SPOTLIGHT ON

TRAINING

46 Eight up-and-coming materials that may find their way into electric vehicles.

50 Collision repair professionals voice their views on training opportunities.

54 Are OEM procedures comprehensive enough for your needs?

2023 EVREPAIR MAGAZINE | 5

WHAT’S INSIDE

CONTENTS VOLUME 1, ISSUE 1, 2023

For Martyn Johns, national director of emerging technologies NAPA/UAP, it’s now or never when it comes to electrification preparedness. Charge up and charge ahead by checking out page 24 to learn more.

Joseph Chung from Call2Recycle talked EV battery repair and reuse at Collision Repair magazine’s Toronto EV Repair Tour. See page 40 for all the details.

FEATURES

COLUMNS

CURRENT SITUATION 36 THE How many EVs are really on Canadian roads?

PAGE 08 PUBLISHER’S By Darryl Simmons

A regional breakdown.

38 Don’t sweat battery repair; focus on high SAFETY FIRST

voltage safety, says EV expert David Giles.

PROCUREMENTS 54 PROCEDURE OEM procedures are available —but are they extensive enough.

THE LOOP 40 CLOSING By Joseph Chung GET TECHICAL 42 LET’S By Stefano Liessi CURRENT 66 KEEPING By Allison Rogers

TRAINING COURSES 58 EV Drive your career forward with expert instruction and hands-on experience.

HAVE YOUR SAY. SUBSCRIBE TODAY!

YOUR ONLINE SOURCE

We welcome your comments on anything you see in EV Repair magazine. Send your feedback to editor@collisionrepairmag.com.

Canada’s collision repair information resource. New articles and top news stories daily. For more info visit evrepairmag.com.

6 | EVREPAIRMAG.COM

Experience Royal Auto Collision Committed to Cutting-Edge Training and Technological Advancements At Royal Auto Collision, we are deeply committed to EV vehicle repairs. We've invested in training many of our technicians in the intricate skills needed for repairing hybrid and battery electric vehicles. Royal Auto Collision has been a Tesla certified repair facility since 2019. Our 50,000 square foot repair facility is built on a foundation of excellence and as such our well trained technicians are well equipped to handle repairs for all makes and models of vehicles, but EVs have become the primary focus of our growth. We are pleased to announce that we have recently received approval as a repair facility for a new commercial fleet of battery electric vehicles manufactured right here in Canada. Royal Auto Collisions I-Car Gold Class Certified repair centre ensures that any vehicle that passes through our doors will be repaired by the best trained staff in the industry. I-Car Gold is the highest training standard recognized by the auto collision repair industry.

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PUBLISHER’S PAGE

THREE CHEERS FOR THE

EV REPAIR TOUR

EMPOWERING THE SUCCESS OF AN ELECTRIC FUTURE BY DARRYL SIMMONS

am thrilled to share the incredible success of the EV Repair Tour, supported by Fix Network. For those who missed it, the 2023 EV Repair Tour was a collision repair education and information series that took our industry by storm. As the publisher of Collision Repair magazine, it fills me with immense pride to witness the enthusiasm and passion with which the collision repair sector has embraced the electric revolution. Since 2002, our publications have been at the forefront of supporting the industry through its challenges, and the EV Repair Tour, supported by Fix Network, stands as a shining example of our publication’s commitment to driving growth and excellence. This electrifying tour equipped professionals with the necessary tools and knowledge to navigate the intricacies of EV repair, setting the stage for a future that is increasingly electric. The response from the industry has been nothing short of inspiring. Shop owners, technicians, suppliers, distributors—even insurance adjusters!—have come together as a united force, eager to learn and adapt to the evolving landscape of EV repair. It is this collective spirit that will propel us forward, ensuring that we remain at the forefront of innovation and technological advancements. The knowledge shared during the EV Repair Tour has been a game-changer. Professionals across the industry have gained a deeper understanding of battery technology, charging infrastructure, and the unique intricacies of repairing electric vehicles. This newfound expertise will not only enhance the quality of our work but also position us as leaders in the field, ready to tackle any electric challenge that comes our way. 8 | EVREPAIRMAG.COM

The EV Repair Tour has sparked a wave of collaboration and camaraderie within the collision repair community. As we travelled from city to city, the energy in the room was palpable, and the excitement was contagious. Connections were forged, ideas were exchanged, and a sense of unity was established that will continue to drive us forward as we embrace an electric future together. I extend my heartfelt gratitude to everyone who contributed to the success of the EV Repair Tour. From the dedicated organizers to the passionate participants, you have demonstrated the unwavering spirit of our industry. Together, we are paving the way for a collision repair sector that is not only proficient in EV repair but also at the forefront of sustainability, innovation, and customer satisfaction. As we conclude this exhilarating chapter, let us remember that this is just the beginning. The journey towards an electric future is an ongoing one, filled with new challenges and opportunities. But with our collective knowledge, passion, and unwavering commitment, I have no doubt that we will continue to push the boundaries of what is possible. So, let’s rev our engines and set our sights on the road ahead. Together, we will navigate the twists and turns, embracing the electrifying potential of our industry. The EV Repair Tour may have come to an end for this year, but the impact it has made will resonate for years to come. Thank you for leading the charge. EV

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 Joseph Chung, Stefano Liessi, Kate Ng, Max Reid

SUBSCRIPTION Single edition $12.95 EV Repair™ magazine is published Annually, and is dedicated to serving the business interests of the EV repair industry. It is published by Media Matters Inc. Material in EV 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”

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

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INDUSTRY NEWS

BURWELL BOOST

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Burwell Autobody in London, Ontario, made history as the first collision repair centre in North America to secure approval from VinFast into its certified collision repair network. The shop’s parent company, AutoCanada, announced the news via LinkedIn last week, noting the significant accomplishment of Burwell Autobody becoming the first repair centre in North America to be approved to repair vehicles from the burgeoning Vietnam-founded, Singapore-based EV brand.

Representatives from several automotive lobby groups were on Parliament Hill in mid-June, where they hosted a press conference voicing their concerns with the federal government’s handling of the zero-emission vehicle plan. President and CEO of the Canadian Vehicle Manufacturers Association (CVMA) Brian Kingston says the timeline shows that “Canada is not on track to support the necessary charging infrastructure to support widespread ZEV adoption. As of 2024, there were 124,000 EVs registered in Canada, according to Kingston. “That figure needs to grow to 400,000 in 2026, 1.2 million in 2030 and two million by 2035. With those growth rates, we will have 12.4 million zero-emission vehicles on Canada’s roads in the next 12 years. This simply cannot be achieved without a massive rollout of charging infrastructure,” said Kingston.

Based on his extrapolation of CADA’s data, Kingston says he lacks confidence in the government’s current pace. “Canada’s zero-emission vehicle charging network will be ready for Canadians in 2100,” he said.

EV APATHY This step forward for the Southern Ontario bodyshop comes less than a year after its acquisition by AutoCanada and marks a significant joint success between the MSO group and this high-performing repair facility. The collision centre, managed by Matthew Pritiko, also won Rookie of the Year at the 2023 AutoCanada Collision Centre Conference.

Electric vehicles remain very much out of the question for about twothirds of Canadian drivers as many concerns and misconceptions around the technology linger, according to a recent J.D. Power survey. Citing a lack of confidence in the performance of EVs in Canada, combined with a similar dissatisfaction with the nation’s existing charging infrastructure, J.D. Power found that the percentage of drivers who would consider an EV purchase has slipped by 17 percent, totalling only about 34 percent of Canadian drivers.

HYDRO AND GO Natural Resources Canada is keeping its options open when it comes to emissions-free fuel sources, announcing plans to install a hydrogen refueling station off the Trans-Canada Highway in Kelowna, B.C. This plan will see $1 million allocated to Vancouver-based hydrogen mobility developer HTEC through NRCan’s Electric Vehicle and Alternative Fuel Infrastructure Deployment.

10 | EVREPAIRMAG.COM

Another factor is the fact that 55 percent of drivers report that they still have yet to even sit in an EV, and thus do not feel acquainted with the technology in a way that would make them consider it for purchase.

TRAINING NEWS

GEORGIAN COLLEGE GETS SUPERCHARGED Georgian College has been making strides to equip its students with the skills needed for tomorrow’s auto industry, and a recent half-million-dollar investment from OVIN’s Regional Future Workforce Program will surely provide a leg-up. This $500,000 grant from the Ontario Vehicle Innovation Network (OVIN) will introduce immersive learning opportunities that allow students to use extended reality (XR) software to learn the basics of electric vehicle operations. Rob Theriault, technical lead of Georgian College’s immersive technology department expects this combined augmented/virtual reality experience to be able to accommodate more than 1,000 students, including Grade 10 through 12 students from across the Simcoe County District School Board (SCDSB) and Bruce-Grey Catholic District School Board.

The XR learning experiences offered by Georgian College are supported by partners from UP360, a Toronto-based educational software developer founded by video game developers, and Ford Canada. Image from Georgian College.

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TRAINING NEWS

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EV EDUCATION, GILES STYLE

With a steadily growing number of EVs in the Canadian car parc, refinishing jobs for these vehicles are becoming far more common for the average collision repair shop, and Global Finishing Solutions wants to make sure those jobs are done safely. The automotive paint equipment developer released a free guide to safe and efficient electric vehicle refinishing, delving deep into the growing market share occupied by these vehicles and how shops can take advantage. Of note to refinishers, however, is the detailed explanation of the heat tolerances of many EVs and the alternative curing methods they must employ to paint these vehicles safely and effectively.

David Giles, co-founder of All EV Canada and longtime EV educator, has formed a new business venture: PoweredEV Training and Consulting. “We are a global consulting company with over 20 years of experience in strategic planning and course development for electric vehicles,” Giles wrote on LinkedIn. “We work in the world of electric and hydrogen transportation to build a sustainable future.” Giles has more than 30 years of experience in collision repair, is Red Seal AST certified and has worked on hybrid/electric vehicles for more than 15 years. He will serve as president of PoweredEV Training and Consulting.

GFS has released a free guide to safe and efficient electric vehicle refinishing.

Giles told our reports that Powered EV Consulting will consult the industry on “anything to do with EVs.”

THE FUTURE IS HERE MAKING SENSE OF ADAS AND EV REPAIR

READ UP ON RIVIAN A bevy of Rivian repair documentation has found its way onto the online procedure repository, OEM1Stop, including position statements and service guidelines. While the EV brand’s futuristic pickup trucks are by no means widespread in Canada at this point, it’s better to be safe than sorry should one roll into your repair shop any time soon. Position statements listed on OEM1Stop include documentation on windshield and glass repair, clearcoat blending, paintless dent repair and replacement parts.

Hybrid and full Electric Vehicles are not coming—they are here. Are you prepared, armed with certified, trained technicians who know how to repair them? Environmental Motorworks is a leading provider of Electric Vehicle as well as ADAS and Hybrid training. Our mission to help you be prepared for the challenge ahead, by providing your technicians with the most comprehensive and up-to-date training and hands on experience available for the repair of these vehicles. Investing in this state-of-the-art training is an investment in your future success.

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TECHNOLOGY NEWS

10K OFF A TESLA Tesla is now offering North American buyers a new variant of its Model S or Model X at lower prices. While the two vehicles are $10,000 cheaper, these new “Standard Range” (SR) models come with a smaller range as well. The Model S SR has a 515-kilometre range, while the Model X SR has a 433-kilometre range. The Model S SR can be ordered for $108,990 before add-ons; the SR Model X is $122,990 before add-ons. The original Model S is $121,990 and the original Model X is listed for $135,990. Further differences between the two models have yet to be noted by the automaker, but both models have the same battery pack and motors. Performance and range are limited by software, said a Tesla rep.

Tesla now offers lower-priced models North American buyers. While the two vehicles are $10,000 cheaper, these new “Standard Range” (SR) models come with a smaller range as well. Pictured here: Model X SR.

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, Nfld., on July 25, 2023. The pair traversed 7,133 kilometres across Canada and ended their trip in Victoria, B.C. on Aug. 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.”

The Volkswagen team celebrates Zietlow’s Guinness World Record.

2023 EVREPAIR MAGAZINE | 13

EVENTS

LEADING THE CHARGE EV REPAIR TOUR KICKS OFF IN TORONTO

ollision 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!

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

Martyn Johns, NAPA/UAP.

14 | EVREPAIRMAG.COM

Mark Lockwood, Desjardins; Serge Babineau, IAA.

EVENTS

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.

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

Gloria Mann threatening to steal the Rivian R1S.

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

John Marlowe, Level5Drive.

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

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

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

2023 EVREPAIR MAGAZINE | 15

EVENTS 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!

CHECK OUT OUR GALLERY

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

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

Frank Serravale, Thorold Auto Parts.

To Learn Hands-On Learn the technical and life skills you need to get ready for anything. Discover our programs at centennialcollege.ca A6-02-AUG23

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

EVENTS

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

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

WANT US TO STOP IN YOUR CIT Y ? SEND US A MESSAGE! Brian Chiu, Nissan Canada.

Sonia Bouthiliette, Fix Network.

ai168051377125_Pull Up Print 8.375 x 11.125.pdf 1 03/04/2023 11:22:55

THANK YOU!

CMY

We sincerely appreciate your participation in and presence at the EVREPAIR TOUR events. Your involvement made a significant difference, and we are grateful for your contribution. PRESENTED BY

PULL UP! The new repair method GET YOUR QUOTE

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2023 EVREPAIR MAGAZINE | 17

EVENTS Our EV Repair Tour, supported by Fix Network, made its second stop in Saskatoon, Saskatchewan, on September 8.

STOP IN SASKATOON THE PRAIRIES ARE READY FOR EV POWER BY ALLISON ROGERS

ach stop on the Collision Repair magazine EV Repair Tour is catered to the market we’re hosting in. We note that electric vehicle adoption is vastly different across Canada; the experiences of a repair shop in Vancouver, B.C., will be starkly different than those in rural Saskatchewan. As such, we are altering our presentations and speakers at each stop to accurately represent electric vehicle collision repair in each locale. If you ask the average Saskatchewan driver how they feel about EVs, the results will vary greatly. There remains ample concern about the performance of EV batteries in the dead-cold Saskatchewan winters. Plus, like so many other Canadians, Saskatchewanians love their trucks. And there remains much to be desired on the electric pickup front, according to most fans of the model. Regardless, electric vehicles do exist in the prairies—Ryan Mandell of Mitchell International told crowds at the Saskatchewan Association of Automotive Repairers’ Fall event that he anticipates the Saskatchewan market will soon see 100 EV claims per quarter. Today, in fact, ten percent of Kavia Auto Body’s claims are Teslas. As the only Tesla-certified facility in Saskatoon, general manager Kim Kos and her team see a lot of Teslas. They’ve been

18 | EVREPAIRMAG.COM

certified since 2019 and, as of September 8, they’d never written a Tesla off. And the average claim is $30,000, Kos told crowds at the EV Repair Tour Saskatoon. Scott Kucharyshen of Saskatchewan Polytechnic also spoke at the Saskatoon event, where he delved into his electric dreams for the vocational college. Kucharyshen has always been one to keep the school ahead of the curve—they currently offer the lucrative BETAG Outer Panel Repair Specialist course—and has hopes to one day achieve Tesla certification for the college’s collision repair shop. The electric OEM is resistant to a training partnership so far, but Kucharyshen is eager as ever to provide the collision repair technicians of tomorrow an opportunity to repair EVs. Shopowners, managers, technicians and other industry partners were enlightened by the insights delivered by Kos and Kucharyshen during our EV Repair Tour stop in Saskatoon, held in partnership with Fix Network and generously hosted in part with the SAAR Fall Conference. Check out www.evrepairmag.com for more updates on future tour stops. EV

EVENTS Harv Britton of Harv’s Towing and Autobody took to the stage as an impromptu third speaker to discuss his experience towing electric vehicles, which is a huge safety concern for the industry, he said.

Kim Kos, general manager of Kavia Auto Body, presents at the EV Repair Tour, supported by Fix Network, stop in Saskatoon, as part of the SAAR Fall conference.

CHECK OUT OUR GALLERY

TESL A IS THUS FAR RESISTANT TO A TRAINING PARTNERSHIP WITH SASK ATCHEWAN POLY TECHNIC, SAYS AUTOBODY PROGRAM HEAD SCOT T KUCHARYSHEN, BUT HE’S EAGER AS EVER TO HAVE HIS STUDENTS TEST THEIR SKILLS ON TESL AS.

Scott Kucharyshen, program head of Saskatchewan Polytechnic’s Collision Repair program, and Kim Kos of Kavia Auto Body, present to the captivated audience.

2023 EVREPAIR MAGAZINE | 19

EVENTS

CHARGED UP IN CALGARY CALGARY COLLISION REPAIRERS RAVE ABOUT EV REPAIR TOUR CALGARY PROGRAMMING

ollowing our stop in Saskatoon, the Collision Repair mag crew headed to Alberta for our EV Repair Tour stop in Calgary. The event, supported by Fix Network, brought together industry professionals and enthusiasts to delve into the world of electric vehicle (EV) repair—notably, there were a significant number of insurers at this stop on our tour. The EV Repair Tour in Calgary featured a lineup of expert speakers who shared their knowledge and insights on various aspects of EV repair. One of the notable speakers was EV expert David Giles, who provided valuable information on the latest advancements in EV technology and the unique challenges that arise in repairing these vehicles. Attendees had the opportunity to gain a deeper understanding of EV systems and learn about the specialized techniques required for effective repairs. Additionally, Cecile Bukmeier, Autobody Chair at the Northern Alberta Institute of Technology, shared her expertise on EV collision repair. Her presentation shed light on the specific

considerations involved in repairing EVs involved in accidents, emphasizing the importance of proper training and equipment to ensure safe and efficient repairs. Ben Hart, an instructor from the Southern Alberta Institute of Technology, also took the stage to discuss the future of EVs and the skills required by technicians to meet the evolving demands of the industry. His insights provided attendees with valuable perspectives on the changing landscape of automotive repair. The event took place at the Fix Network Calgary HQ, offering attendees a unique opportunity to explore the company’s soonto-be-opened training center. The training center, spanning an impressive 15,000 square feet, is dedicated to achieving excellence in collision repair. Visitors were able to get a first look at the facility, which promises to provide advanced training and resources for technicians venturing into the world of EV repair. Check out our pics and scan the QR Code for exclusive video footage. EV

The crew from Popow and Sons Towing with Ken Grieve, Color Compass, and Gloria Mann, Collision Repair mag.

Cory Cividino and Johnny Kloeckes, CARSTAR Johnny K Group, with Darryl Simmons, Collision Repair mag.

Bill Burns, HFMT, and Jamie Corbiel, Color Compass. CHECK OUT OUR CHANNEL ON

20 | EVREPAIRMAG.COM

EVENTS

It was standing room only by the time the speakers started in Calgary on September 27.

Wanja Mann, Collision Repair mag’s industry relations assistant, taking care of business at the registration booth.

Amber Kerr, CARSTAR Canada, and Rosa Estrela, Fix Network Canada.

Our Calgary EV Repair Tour, supported by Fix Network, featured a Hummer EV, which thoroughly amused all in attendance.

Shout-out to BASF Canada for sponsoring our breakfast and lunch options!

Gloria Mann and Jeff Francis of Fix Network Canada.

Chris Moritz, Lana Moritz of Fix Auto Deerfoot, with Steve Carlyle of Careers Network.

Chris Peterson of Fix Network Canada with some local franchisee friends: Peter Wilson and David Jobin of ProColor Edmonton South.

Media Matters’ Marketing Specialist William Simmons and Collision Repair mag editor Allison Rogers make last-minute adjustments at event setup the day before the live event. Shout out to our team!

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EVENTS

HIGH VOLTAGE IN VANCOUVER THERE IS MONE Y TO BE MADE IN EV REPAIR

BY ALLISON ROGERS

There are a lot of safety precautions required when a collision repair shop sees an electric vehicle. And, on that note, there are bobs and bits of safety tools you’ll be required to keep around your shop, from high-voltage gloves and safety suits to insulated footwear and hand tools; battery lifts, insultations testers…the list goes on. Steve Elder and Jim Berladyn, two instructors with the EV Service program at the British Columbia Institute of Technology (BCIT) focussed on safety during their talk at the Vancouver EV Repair tour stop. They delivered stories of EV fires—which can ignite hours, even days post-collision—and the long, long list of precautionary safety measures a shop should be trained in before they put their hands in the EV market. A Vancouver panel consisting of Wade Bartok and Connor Jameson of CSN Elite, CSN Elite Xpress and OkTire North Shore; Scott Waddle of Precision Auto Service and Josh Charlton of Pro Auto Recyclers concluded that EVs are a hefty project to take on, but the rewards can be grand if your business remains committed. There are plenty of things to consider when taking EVs into

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your shop. Working with insurers and making coherent claims on these new technologies can be a daunting task. After all, there are a lot of different procedural considerations on EVs—and not in the high-voltage areas you may be thinking. Many Tesla repairs require three-stage refinishing—add that to the bill—among other line items. They add up on the estimate but, if you ask the automaker, they are required. Shopowners remain perplexed by this problem and await progress amid ongoing conversations. Another consideration that few shops may expect is pushback from all your employees. Despite all the talk that engaged, excited employees will want to dive head-first into EV learning. CSN Elite’s own team saw some significant pushback across the board. Thanks to Bartok and Jameson’s leadership, progress was made when one tech joined the electric mindset, followed by another, and another, and so on. It’s all about dedication, perseverance and a passion for proper repairs. Despite all of this, when asked if there is money in EVs, Bartok had but one word. “Yes.” EV

EVENTS

EVS ARE A HEF T Y PROJECT TO TAKE ON, BUT THE REWARDS CAN BE GRAND IF YOUR BUSINESS REMAINS COMMIT TED. THERE ARE PLENT Y OF THINGS TO CONSIDER WHEN TAKING EVS INTO YOUR SHOP.

Some 20 BCIT collision repair students stopped by for their classroom learning portion of the day.

Steve Elder, BCIT, shows a wire harness to the crowd.

A panel of EV experienced repairers (and a recycler) addressed the Vancouver crowd. From left to right: Josh Charlton, Pro Auto Recyclers Abbotsford; Connor Jameson of CSN Elite, CSN Elite Xpress and OkTire North Shore; Scott Waddle, Precision Auto Service; Wade Bartok, CSN Elite, CSN Elite Xpress and OkTire North Shore; Allison Rogers, Collision Repair mag.

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2023 EVREPAIR MAGAZINE | 23

TRAINING

NOW OR NEVER THE AF TERMARKET CAN CHANGE OVERNIGHT —WE NEED TO PREPARE FOR EVS NOW BY ALLISON ROGERS

olicy can change everything—just look to New Zealand’s aftermarket for proof of how electric vehicles can completely alter the aftermarket. A featured speaker at Collision Repair magazine’s EV Repair Tour, supported by Fix Network, Martyn Johns, NAPA/UAP’s national director of emerging technologies, delivered a wake-up call presentation, where he called on collision repair centres to start preparing for vehicle electrification immediately. During his discussion, Johns noted the New Zealand government’s “overnight” decision to introduce an $8,000 subsidy for hybrid or electric vehicles less than four years old. Used electric vehicles were accepted under the change, prompting a massive wave of imports from the Chinese EV market. “In the last 18 months, 40 percent of the vehicles sold in New Zealand’s market were used hybrid or electric vehicles, about three years old, imported from China,” said Johns. “Their aftermarket got demolished in about 12 months. Not one technician—nobody—was ready.” “This is where we say, ‘Oh, we’ve got years!’ Even today, I’ve had those conversations. Policy can change everything.” “As an organization, we [at NAPA] look at this as a threat to the industry’s long-term success. You [as businessowners] need to know when you’re going to make an investment and how you actually execute this investment—because there must be a return on it.”

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Martyn Johns, national director of emerging technologies, NAPA/UAP, addresses the crowd at Collision Repair mag’s August 23 EV Tour in Toronto.

TRAINING

A general EV electrical schematic.

He said that, for many aftermarket repair facilities, the ROI on EV endeavours does not equal immediate cash flow—it’s a five-year plan to be industry-leading and capture the first waves of EV business. “The people that are getting in now—there is no ROI. It’s all about being the first movers right now.” While the aftermarket has traditionally been late to adopt widespread change, Johns said the shift to electric vehicles is “the material change.” “There is one chance to get market share out of this fundamental change to the industry, and it’s going to happen in the next 18 months. “People are making the investments [in EV repair capability] and see the opportunities—they’re not listening to those other people saying, ‘It’s not going to happen,’ or ‘It’ll happen in five years. We’re not ready!’ “It is happening. And it is happening at a level beyond what we see right now.” Johns stressed that it is absolutely critical that the collision industry prepares for electric vehicles as “huge organizations” scratch their heads over solutions. “Huge organizations globally do not have the capacity to do what everyone in this room can do,” Johns told the crowd of collision repair industry stakeholders. “It’s a massive opportunity. And, as a supplier, we want to empower [the aftermarket repair facilities] to make a boatload of money. Average labour rates are 40 percent higher than on internal combustion engines; training and long-term certification of a technician is between $15,000 and $20,000.”

Johns also gave a shout-out to the Quebec government for its “unbelievable forethought” in the shift to electrification. “The Quebec government has invested tens of millions of dollars in multiple different projects for the sole purpose of getting a return on investment for the hundreds of millions of dollars they’ve made in battery recycling, OE production, manufacturing facilities—those are billion-dollar bets. “None of those bets are successful unless the [industry] can fix them, maintain them and do the bodywork on those vehicles once they are deployed.” EV

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TRAINING

EDUCATING FOR TOMORROW CENTENNIAL COLLEGE’S AL AN MCCLELL AND ON ELECTRIFICATION AND COLLISION REPAIR EDUCATION

BY SARAH PERKINS

Alan McClelland, a featured speaker at Collision Repair magazine’s EV Repair Tour and dean of Centennial College’s School of Transportation.

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lan McClelland, Dean for the School of Transportation at Centennial College, may not have a crystal ball to predict the future of the automotive industry, but he does have something to say about how the industry can better prepare for it. A featured speaker at Collision Repair magazine’s EV Repair Tour, supported by Fix Network, McClelland delivered a presentation on the challenges and opportunities of expanding automotive education and “workforce development skills” in Canada. During his presentation, McClelland—who has spent more than 20 years as an educator in the college system in both British Columbia and Ontario, as well as over a decade in corporate automotive training—outlined two main issues in readying for the “tipping point” of change in the automotive industry over the coming years: the increased specificity of training and the need for overall industry collaboration. In regards to the first issue, McClelland noted that “technology is driving change and so training needs to be as well.” With the increasing development in areas of high tech such as EV components, advanced driver assistance systems and hydrogen fuel cell vehicles, McClelland discussed how it is becoming increasingly difficult to perform higher and higher levels of skills and broader skills than the decades before. “More specialized tech [also] makes it harder to attract people to the industry,” and this difficulty is complemented by an increasing shortage of high school students entering automotive trades as the Canadian population continues to decline.

TRAINING

Alan McClelland, a featured speaker at Collision Repair magazine’s EV Repair Tour, supported by Fix Network, noted that “technology is driving change and so training needs to be as well.”

“TECHNOLOGY IS DRIVING CHANGE AND SO TRAINING NEEDS TO BE AS WELL .”

These difficulties can be overcome by continuing to fight against the stigma historically surrounding the trades as well as continuing to specialize in college and apprenticeship programs so that students gain a broad spectrum of high-performance skills. On this note, McClelland also noted that everyone in the automotive industry can play an important role in developing the curriculums they want to see since the “industry has a large part in where that goes” and should be vocal when curriculums are being updated. In regards to the second issue, McClelland discussed how cross-country curriculums province-to-province can and should also be harmonized so that it is easier for trade school graduates to integrate into the industry and move more freely to share their skills. Notably, McClelland mentioned that Alberta and Ontario want harmonization to work and that Skills Ontario is planning on moving to a four-level education system to match other provinces. Without this harmonization, McClelland commented that the system becomes “like apples and oranges” and these differences can continue to create an ongoing divide between industry sectors. McClelland finished his presentation with how, while “the new approach [to the automotive industry] is more like a tech company”—that is, like Apple, designed to push product rather than repair it—the “reality for cars is that someone has to fix it.” While we can’t see the future, there are steps that can be taken to build the foundations for tomorrow, and as McClelland says, if the automotive industry is anything, it is “an industry made up of problem solvers.” EV

2023 EVREPAIR MAGAZINE | 27

ELECTRIC INSIGHTS

BOOSTING BRAMGATE

RYAN HURDMAN IS READY TO LEAD THE CHARGE ON EV REPAIR

BY SARAH PERKINS

hile preparing for the fast-paced adoption of electric vehicles and electric vehicle repair has left some auto shops just beginning to dip their toes in the waves of change, Ryan Hurdman of Bramgate Collision Centre is more than prepared to dive in. Collision Repair recently spoke with Hurdman, manager of Bramgate Collision Centre in Brampton, Ontario to discuss what he refers to as the “new world we’re living in” when it comes to EV adoption and repair. While Hurdman reports that “most technicians are not prepared for electric vehicle repairs [because] they don’t understand it,” Bramgate Collision Centre knows that access to knowledge and continuous future proofing is important when it comes to demystifying EV fears. Currently, Bramgate Collision Centre is Volkswagen certified and is working on achieving Audi certification. The centre is also ready and equipped to fix electric vehicles and has already had experience repairing EVs on site such as Audi’s E-tron GTs and E-tron Q4s. When speaking with Collision Repair, Hurdman also wanted to get the word out that they have EV chargers on site. As a manager, Hurdman has completed training in Teslas, Porches, as well as Audi and Volkswagen training for hybrids and EVs. As a result, he understands and wants to continue combating the current reality that “most fail to understand the precautions that need to be taken” when working with electric vehicles. “Most technicians are actually nervous, from the conversations I’ve had, because they don’t understand it. They think they’re going to get electrocuted working on these cars,” Hurdman told Collision Repair. “Yes, people have experienced it—people have died because they are working on EVs without being aware of safety precautions.” Here, Hurdman stopped to give one such anecdote of a man with metal implants in his body who died when voltage jumping an EV. It is with safety and training in mind that has led Bramgate to follow down a longstanding path of taking the necessary steps. In order to be considered EV safe, collision centres must have two certified technicians; Bramgate has three. Hurdman further noted that along with proper training, having access to proper procedures is also important when it comes to riding the wave of EV readiness.

“We have technicians, estimators that will, naturally, consult me on certain repairs. In many cases when you get into structural repairs or welding, that’s when you need to depower not just the 12-volt, but the high voltage battery as well,” Hurdman said. When manufacturers offer training courses, Hurdman takes the opportunity to get his technicians up to speed. For Bramgate Collision Centre, preparing for the immediate upcoming future industry of EV tech means continuing to train for battery diagnosis, high voltage engineering and battery cell replacement. Knowing how viable these future steps will be may still be a guessing game, but as Hurdman says, “it’s only a matter of time before EVs are commonplace,” and so more importantly, “it’s only a matter of time before collision centres will have to learn.” While ICE vehicles are still going to remain on roads in the coming years, Hurdman notes that “EVs are one of those things, like climate action that governments make, deadlines they have in place,” a matter of when and not if. “I don’t know what the future holds,” Hurdman said in regards to future EV certifications and requirements in the body shop, but it is clear based on Bramgate Collision Centre’s ongoing embracement of EV preparedness that they know at least one thing: When the waves of change come, you don’t want to find yourself upstream without a paddle. EV

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INDUSTRY INSIGHTS

FACT OR FAKE? THE MY THS AND TRUTHS ABOUT THE ELECTRIC FUTURE

s electric vehicles (EVs) continue to gain momentum in the automotive industry, a multitude of misconceptions and myths have emerged, clouding the perception of these innovative machines. To shed light on some truth, we present six trueor-false statements that will help clear up common misunderstandings surrounding EVs. Buckle up as we navigate through the facts and debunk the fiction, providing you with a clearer understanding of the present and future of electric mobility.

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“EVS REQUIRE SIGNIFICANTLY LESS MAINTENANCE THAN GAS-POWERED VEHICLES.” TRUE OR FALSE Electric vehicles might have fewer moving parts than gas-powered cars, but they still require regular tire, brake, windshield, battery and drivetrain maintenance. For mechanics, this may be the case.

INDUSTRY INSIGHTS

“EV COMPONENTS CAN L AST LONGER THAN ICE VEHICLE COMPONENTS.”

“EV COMPONENTS CAN BE REC YCLED AND REUSED OR REPURPOSED.”

TRUE OR FALSE

This can be true, but it could also be false. It depends on the component! Contrary to what many consumers believe, electric vehicle batteries are capable of outlasting the car that they are housed in. Nissan said in 2022 that most of its Leaf batteries were still housed in their original cars; the model first launched in North America in 2010. On the other hand, some EV components wear down faster than their ICE vehicle counterparts. Because of the massive weight EVs (and their batteries) carry, tires degrade 30 percent quicker on EVs, according to tire manufacturer Bridgestone. To add—EVs also have fewer moving parts than the internal combustion engine vehicle. So you never need to replace spark plugs, timing belts, mufflers, exhaust systems, etc.

EV components, including batteries, can have salvage value or be recycled for their materials. In fact, a top battery recycler in Canada, Call2Recycle, says EV battery materials can be recycled back to pure condition. Collision repair shops could explore partnerships with salvage yards or recycling facilities to properly handle damaged EV components and contribute to environmental sustainability.

“EVS ARE WRIT TEN OFF MORE THAN ICE VEHICLES BECAUSE THE Y ARE SO EXPENSIVE TO REPAIR.” TRUE OR FALSE Not necessarily. You may see headlines preaching that Teslas are written off more than other vehicles due to abnormally high repair costs. According to Q1 2023 data from Mitchell International, the average electric vehicle repairable claim rings in around $6,400 in Canada, which is more than the typical ICE repairable claim, but the average EV claim cost did drop between Q4 2022 and Q1 2023. When you take Tesla EVs out of the equation, the average EV claim comes to about $5,000.

“COLLISION REPAIR ON AN ICE VEHICLE AND ON AN EV IS THE SAME. THERE’S NOT MUCH OF A DIFFERENCE, IF ANY.”

“ YOU HAVE TO CHANGE YOUR EV BAT TERY EVERY FEW YEARS.” TRUE OR FALSE

TRUE OR FALSE Electric vehicles contain high-voltage electrical systems that require special training and equipment to work on. These systems are seriously dangerous and, if not handled properly, can seriously injure—or even kill—a person. Not only that—electric vehicle bodies themselves are very different than traditional vehicles. EV batteries often tip the scales, and they’re far larger than the battery you’re used to in your gas-powered car. EV bodies can be much heavier than traditional ICE vehicles.

No, you absolutely do not. In fact, most EV batteries are created to out live the car. Over time, lithium-ion batteries can experience a gradual loss of capacity, known as battery degradation. However, advancements in battery technology and improved thermal management systems have significantly reduced degradation rates in modern EVs. Tesla’s new vehicle battery warranty is eight years or 160,000 kilometres. So, in the unlikely event you do need a battery replacement, you should be covered. EV 2023 EVREPAIR MAGAZINE | 31

INDUSTRY INSIGHTS

DON’T WRITE OFF ELECTRIC EVS ARE DESIGNATED NON-DRIVEABLE AT A LOWER FREQUENC Y THAN ICE VEHICLES, SAYS MITCHELL DATA

he 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.

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“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. 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. The average claim for all EVs was $1,328 higher in Canada, when compared to ICE vehicles. When looking at Tesla models only,

INDUSTRY INSIGHTS

that cost differential rises to $1,600. Labour paint hours for refinishing an electric vehicle can account for 40 percent of the total labour time on an average repair order, making them a key driver of collision claim expenses, reported Mitchell. Refinish hours for EVs averaged 8.51 hours compared to 8.02 for ICE vehicles. Most EV parts are provided directly from the manufacturer, reported Mitchell, with 90.75 percent of repairable EVs using OEM parts, as compared to 66.5 percent for ICE automobiles. That marks a difference of 24.25 percent. Additionally, EV repairs include a lower percentage of parts repaired versus replaced: 13.49 versus 19.20 percent for ICE-powered options. Mitchell also noted the dramatic increase in U.S. consumers that are considering purchasing EVs as their next vehicle—48 percent, nearly half, said they would consider an EV as their next car, up from just 29 percent in Q2 2022. The company also noted that Tesla and Rivian each marked record-number deliveries during Q2 2023, and that Tesla now claims three of the spots in the EV model frequency ranking in Canada, knocking the Chevy Bolt out of the top five. EV

To download the latest Plugged-In: EV Collision Insights report, visit the Mitchell website. You can also subscribe to future issues or access previous reports online at www.mitchell.com/ plugged-in.

Source for all charts: Mitchell International, Inc.

2023 EVREPAIR MAGAZINE | 33

PAINTER’S CORNER

BEFORE YOU BAKE NEED-TO-KNOW INFO BEFORE ANY EV ENTERS YOUR BOOTH

BY MAX REID

DUE TO A COMBINATION OF WEIGHT AND STRUCTURAL CONSIDERATIONS, MANY EVS ARE COMPOSED OF MIXED-METAL BODIES AND MAKE EX TENSIVE USE OF STRUCTURAL ADHESIVES—BOTH OF WHICH HAVE SPECIFIC TOLERANCES TO KEEP IN MIND WHEN UNDER THE HEAT OF A SPRAY BOOTH.

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utobody painters could be forgiven for thinking that they are relatively immune from the large-scale technology shifts that their technician counterparts endure. Save for changes to VOC legislation in the late-aughts and advancements in things like paint mixing and colour matching, the field of auto refinishing draws a large part of its appeal from its timelessness. If you looked at silhouettes of two painters at work, one from 2023 and one from 1953, their motions would not be much different from one another—unless the modern painter is refinishing an electric vehicle, of course. One might assume that paint is paint and a vehicle’s powertrain would have no effect on their ability to refinish a door, however, we now know that to be far from the truth. The high-voltage electrical systems present on today’s EVs make even the simplest paint repair job a fair bit more complicated. It is generally advised, before all EV repair work, not just refinishing, that the vehicle’s battery be fully disconnected and the vehicle be properly grounded, in order to prevent accidental start-ups or other electrical mishaps. Due to a combination of weight and structural considerations, many EVs are composed of mixed-metal bodies and make extensive use of structural adhesives—both of which have specific tolerances to keep in mind when under the heat of a spray booth. Most automakers who sell EVs ask that refinishers make certain modifications to their booth’s temperature and the subsequent time that vehicle spends in the curing process, as prolonged exposure to high heat has been shown to damage batteries. “The temperature in some bodyshop paint booths can exceed 60°C (140°F),” Ford wrote in a May 2021 “On Target” newsletter, as one OEM example.

PAINTER’S CORNER

Masking also takes on a new importance with EVs as any sort of overspray into the charging port can cause serious damage.

The Global Finishing Solutions line of REVO curing lamps use electric IR (infrared) technology to bake individual surfaces on a vehicle at up to 200 degrees Fahrenheit, while leaving the interior unheated and insuring it does not surpass 100 degrees during the bake.

“Therefore, during refinishing operations, the paint booth temperature must be set at or below 60°C (140°F) with a bake time of 45 minutes or less. Temperatures in excess of 60°C (140°F) or bake durations longer than 45 minutes will require the (high-voltage battery) and the HVTB to be removed from the vehicle prior to placing it in the paint booth.” Refinishers, in this case, will often use an extended low cure cycle in their paint booth in order to mitigate any potential battery damage, and unfortunately accept slightly slower throughput as a consequence. Masking also takes on a new importance with EVs as any sort of overspray into the charging port can cause serious damage. Ford recommends refinishers completely remove the charge port light ring before switching on the paint booth. For smaller paint repairs there are smaller solutions that keep production moving, such as those offered by Global Finishing Solutions. The company’s line of REVO curing lamps use electric IR (infrared) technology to bake individual surfaces on a vehicle at up to 200 degrees Fahrenheit, while leaving the interior unheated and insuring it does not surpass 100 degrees during the bake. GFS boasts that its electric IR technology, as compared to gas catalytic drying, comes at a fraction of the cost and can cure up to three layers of paint at a time without skinning or solvent popping. “Penetrating directly to the surface of the substrate—whether metal, plastic or another material—short wave electric IR technology heats the coating and rapidly cures it from the inside out,” the company wrote in a spring 2023 EV refinishing guide. “REVO Systems produce mostly short waves that heat the surface; however, a small number of medium waves simultaneously cure the top layers. By concentrating heat only on panels

in need of curing, rather than the entire vehicle, the end result with REVO Systems is a fast, complete cure, with no temperature rise inside the vehicle.” Another thing to keep in mind when refinishing an EV is whether or not there are cameras, sensors, LiDAR scanners or any other ADAS-related modules housed on the vehicle’s exterior that could be impacted by a refinishing job. For example, some LiDAR systems have difficulty recognizing dark painted objects, creating glaring gaps in safety due to a simple choice of paint colour. PPG, alongside a research team from the University of Michigan, paired up back in 2018 to develop a series of paints that are easy for these systems to detect, with future plans to sell a paint that can store and transfer energy back into a vehicle. Electric vehicle refinishing has quickly become yet another niche angle of the industry to keep an eye on as paint technology and modern vehicle frame design continue to align and become a part of the connected vehicle. Bodyshops starting to see more EVs coming through their doors ought to make sure their painters are aware of all these factors so everyone can capitalize on this incoming wave of specialized repair work. EV

2023 EVREPAIR MAGAZINE | 35

ELECTRIC CHECK

THE CURRENT SITUATION HOW MANY EVS ARE REALLY ON CANADIAN ROADS? A REGIONAL BREAKDOWN

hen the alleged electric vehicle takeover is mentioned, many Canadian consumers, and collision industry members alike, are quick to point out the lack of infrastructure across the nation. On any typical day driving through Vancouver, Montreal or Toronto, you’ll surely count a fleet of Teslas. British Columbia leads North America in terms of electric vehicle adoption; Quebec is a close second. But what about the rest of Canada? For a country aiming to end ICE sales by 2035—are we anywhere close? Our reporters looked at Statistics Canada’s vehicle registration numbers to gather an estimate of how many EVs and public EV charging stations are currently in Canada. Electric vehicle data is sourced from Statistics Canada’s visual data tool on new motor vehicle registrations (2017-2022) unless otherwise noted. Public charging station data is from Natural Resources Canada Electric Charging and Alternative Fuelling Stations Locator, unless otherwise noted. Charging station numbers refer to the number of public charging stations, not necessarily the number of charging ports available at each station. EV

BRITISH COLUMBIA

Approx. 110,000 EVs* ~3,800 charging stations*

ALBERTA

Approx. 5,600 EVs ~500 charging stations

*Data from Gov. B.C., January 2023

SASKATCHEWAN Approx. 1,200 EVs ~120 charging stations

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MANITOBA Approx. 1,500 EVs ~150 charging stations

ELECTRIC CHECK * Data from Gov. Yukon January 2022

* Data from Northwest Territories Energy Initiatives Report, March 2022

YUKON Approx. 130 EVs* 20 charging stations

NORTHWEST TERRITORIES

Approx. 30 EVs* 2 charging stations

NUNAVUT

NEWFOUNDLAND AND LABRADOR

Approx. 700 EVs ~100 charging stations

PRINCE EDWARD ISLAND

No data No charging stations

Approx. 600 EVs ~100 charging stations

NOVA SCOTIA Approx. 1,900 EVs* ~200 charging stations

* Data from Nova Scotia Power, January 2023

4 3

6 7

ONTARIO Approx. 74,000 EVs ~2,700 charging stations

QUEBEC Approx. 100,000 EVs ~3,600 charging stations

NEW BRUNSWICK

Approx. 1,000 EVs ~180 charging stations

2023 EVREPAIR MAGAZINE | 37

HEALTH AND SAFETY

SAFETY FIRST DON’ T SWEAT BAT TERY REPAIR; FOCUS ON HIGH VOLTAGE SAFET Y, SAYS EV EXPERT DAVID GILES

Installing a charging station is a simple first step that communicates a whole lot to your customer base and EV owners in your community.

BY ALLISON ROGERS

he chances of an automotive technician servicing or repairing a high-voltage battery in a modern vehicle today are very, very low, says electric vehicle expert David Giles. “The elephant in the room with electric vehicles is the high-voltage systems. Everybody is fearful of those words,” said Giles, who has worked with high-voltage technologies since 2004 and currently serves as president of Powered EV Consulting. “I’ll tell you right now—the likelihood of you fixing a high voltage battery in a modern vehicle, today, is very, very low.” He continued, adding that one of the reasons you won’t have your hands on batteries anytime soon is because battery technology today is “very good.” “If you’re an AST shop, and you want to get into battery rebuilding, it’s very limited today. These batteries have eight-year warranties; if you’re looking for worn-out batteries so you can offer services to rebuild them...well, it’s going to be a long time.” According to battery cycle time tests conducted at Dalhousie University and other notable organizations, Giles said EV batteries are capable of more than 2,000 charge cycles before end-of-life. “If that vehicle gets a range of 400 kilometres per charge—you’re looking at 800,000 kilometres on that battery pack.

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David Giles, president of Powered EV Consulting.

HEALTH AND SAFETY

“That car is probably going to wear out before the battery.” Collision repairers shouldn’t be so concerned over battery repair, per se, but rather the required safety measures one must take when working with high-voltage technologies. “If you’re not looking at battery servicing and teardown, [an EV] is nothing more than just another powertrain.” The safety measures required will differ from shop-to-shop, said Giles, depending on what services each offers. “If you’re going to be doing battery repair, or A/C repairs, or anything where you’ll need to disable a high-voltage system—then, yes, you’ll need the proper PPE to perform those services. But if you’re just performing basic services like detailing, doing tire rotations; you won’t necessarily require the protective equipment you would need if you were to touch that high voltage system.” The question for many collision repairers today, though, is how

to know when the required PPE is needed, and for what jobs. “That’s where training and awareness comes in. We need to have the information, and you can learn through online programs, in-person training, et cetera.” If you’re an automotive facility looking to take the first steps into the electric future, Giles recommends some fairly simple first steps. “Start by installing chargers. It’s no good taking in EVs if you can’t even charge them.” Not only that, but it sends a statement to your customer base. “Trust me, I’m part of more than 40 social media groups for EV owners. When a local business puts up EV charges, news travels fast. Somebody in the community will say, ‘Did you see ABC Automotive put up chargers? They must understand EVs, they must be part of our culture!’” EV

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2023 EVREPAIR MAGAZINE | 39

CLOSING THE LOOP

A PERFECT CIRCLE REC YCLING ELECTRIC VEHICLE BAT TERIES IS ESSENTIAL TO SUPPORT THE EV INDUSTRY COLUMN BY JOSEPH CHUNG, CALL2RECYCLE

he latest automotive innovation age is here as manufacturing regions and OEMs explore new opportunities in the Electric Vehicle (EV) market. The prospects are exciting. A full, well-functioning EV market (including manufacturing plants, dealers, maintenance services, and end-of-life support) has the potential to dramatically reduce the auto industry’s impact on Canada’s environment, alleviate consumers’ pain at the pumps, and spur economic growth. One of the biggest hurdles to achieving Canada’s 100 percent electric vehicle production goals by 2035 will be the production of EV batteries, which are manufactured using various precious metals and minerals, most notably lithium. The world’s mines can only produce about half of the critical minerals necessary to meet the industry’s goals. The rest is too costly to access. Both the cost-efficiency rationale and the sustainability effort to reduce the automotive industry’s environmental impact are major reasons for EV manufacturers to take action and set up a solid, Canada-wide infrastructure to support EV battery recovery.

One of the biggest hurdles to achieving Canada’s 100 percent electric vehicle production goals by 2035 will be the production of EV batteries, which are manufactured using various precious metals and minerals, most notably Lithium.

40 | EVREPAIRMAG.COM

This will allow the industry to effectively re-use, re-manufacture or recycle end-of-life batteries and make the best use of their components. Forty percent of the Automotive Recyclers of Canada’s (ARC) members say they are already processing end-of-life EVs. With growing numbers of EV batteries on the road, what will be done with them when they are no longer viable must be a key consideration. Do we want landfills brimming with EV batteries in a couple of decades? Certainly not. Call2Recycle has been a battery recycling leader in Canada for more than two decades. We know that if Canada is to achieve its desired EV growth, a critical part of the market’s infrastructure must be a robust battery recycling framework. It’s a framework we understand deeply, having already built it in the household battery sector. Over the last two decades, Call2Recycle has diverted more than 40 million kilograms of batteries from landfills to recycle their components into new batteries and other items. Through

DO WE WANT L ANDFILLS BRIMMING WITH EV BAT TERIES IN A COUPLE OF DECADES? CERTAINLY NOT.

CLOSING THE LOOP

Materials recycled from EV batteries are as pure and useful as freshly mined minerals, creating a genuinely circular economy.

our network of battery collectors and processing partners, we operate a national program that is unparalleled in its efficiency and cost-effectiveness. We have brought this same expertise to the EV space. Recognizing that we already had the infrastructure and capacity in place, Call2Recycle has been a key player in establishing and strengthening Canada’s e-mobility recycling capabilities since 2021. Working with recycling partners, we are exploring more opportunities to integrate and further expand our service. We are partnering directly with all of the OEMs and others in the automotive manufacturing and battery recycling industries to provide end-to-end EV battery services from coast to coast. With more than 130 e-Mobility collection sites nationally and growing, larger fire-retardant recycling boxes that accommodate longer vehicular batteries, and certifications for the safe transport of EV batteries, Call2Recycle is uniquely and expertly able to efficiently support the growing EV market and its players. As we noted last year in a report co-authored with the Canadian Vehicle Manufacturers’ Association, EVs offer everyone on the supply chain tremendous opportunities for growth if done right. Provincial jurisdictions are increasingly making producers responsible for the end-of-life management of their battery products. There is little doubt that the EV market will be added to these regulations. Our report highlighted opportunities to improve the developing EV battery management ecosystem through greater coordination. That’s why we continue to collaborate with the industry to support the level of cross-border harmonization needed to strategically achieve sustainable EV growth and life cycle management. Recycling old EV batteries could reduce the need for new mining by 20 percent by 2040. The recycled materials are as pure and useful as freshly mined minerals, creating a genuinely circular economy.

REC YCLING OLD EV BAT TERIES COULD REDUCE THE NEED FOR NEW MINING BY 20 PERCENT BY 2040.

Call2Recycle is already leading this effort. As more OEMs sign on to the Call2Recycle program for its convenience and national scope, we anticipate working with various collision repair providers to collect and recycle the EV batteries you receive. Together, we will ensure the country’s circular economy objectives for proper battery management are achieved in the simplest and most efficient way possible. EV

JOSEPH CHUNG leads the Account Management team at Call2Recycle Canada, building out the strategy to work with industry steward members and driving battery recycling volume across Canada. He is responsible for all account partner programs to improve awareness and access to end-of-life battery recycling.

2023 EVREPAIR MAGAZINE | 41

LET’S GET TECHNICAL

EV STANDS FOR EDUCATION IS VALUABLE ADDRESSING THE FACTS OF EV ADOPTION COLUMN BY STEFANO LIESSI

any 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 42 | EVREPAIRMAG.COM

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

LET’S GET TECHNICAL

selves 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.

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?

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.”EV

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 tr ying to get a video onto Tik Tok. They will be in ou r s h op s ove r t i m e ; s om e m ay 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 “set-it-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 our-

STEFANO LIESSI 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

2023 EVREPAIR MAGAZINE | 43

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SPOTLIGHT ON

TRAINING

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TRAINING SPOTLIGHT

WHAT MAKES A CAR? EIGHT EMERGING MATERIALS YOU COULD SEE IN EVS

BY ALLISON ROGERS

emember, back in 2015, when Ford swapped the F-150 to an aluminum body? It shook up the industry. Now, imagine that on a way, way larger scale. That’s what we’re in for. Electric vehicles, along with efforts in sustainability, vehicle longevity and always-advancing technologies, will bring a world of change to unprepared collision repairers. We’ve outlined some of the new materials popping up on the automotive scene—here are eight emerging materials that could soon be rolling into a bay near you.

SOME MODELS WITH CARBON FIBRE (NOT NECESSARILY IN 2023 MODELS, BUT IN PREVIOUS YEARS): • BMW I3, BMW M4 GTS • AUDI R8 • ACURA NSX • CHEVROLET CORVET TE C8 • LE XUS LC 50 0 • FORD GT

CARBON FIBRE REINFORCED POLYMERS Also known as CFRP, carbon fibre-based materials are favoured in automotive applications due to their impressive strength-toweight ratio. They are often used in body panels such as hoods, roofs, fenders, and trunk lids, helping to reduce the overall weight of a vehicle. CFRP was first used in limited applications in the 1980s and 1990s, primarily in high-performance sports cars and race cars. Its use became more widespread in the 2000s with advancements in manufacturing processes and materials technology, making it more affordable and practical for mass-produced vehicles. CFRP is also used in chassis, frames and interior components. Technicians working with carbon fibre need to be familiar with the material as it differs from traditional alloy repairs, requiring specific tools and materials. Thorough inspection for damage is crucial, including non-destructive testing methods to identify hidden damage like delamination or internal fractures. Repairers must ensure compatibility between materials used for repair and the existing structure, considering factors such as weave, resin system, and curing process to maintain structural integrity.

46 | EVREPAIRMAG.COM

Toyota uses carbon fibre reinforced plastics for the inner panels on the 2017 Prius Prime liftgate. With other lightweighting technology, the model saw a 40 percent weight savings compared to an aluminum liftgate of the same size. (IMAGE: Toyota) The 2013 BMW i3 is touted by the OEM as the first mass-produced carbon fibre vehicle.

TRAINING SPOTLIGHT

GLASS FIBRE-REINFORCED POLYMERS GFRPs are very similar to CFRPs, but it is made with glass fibres as opposed to carbon fibres. It has been used in the automotive industry for even longer than CFRP, dating back to the 1950s and 1960s. GFRP is commonly used for body panels, as well as in a variety of other applications, including engine components and interior trim. Like CFRP, GFRP materials may require specialized tools to repair; that is, if the damage is repairable at all. One of the main concerns with CFRP and GFRP is that they can be more brittle than traditional materials, meaning that they are more likely to crack, fracture or shatter when subjected to impacts or stress. This can make them more difficult to repair than traditional materials, as it can be challenging to make repairs that are both strong and flexible enough to withstand further stress or impacts. Another concern with CFRP and GFRP is that they can be more sensitive to temperature and humidity than traditional materials. Exposure to high temperatures or humidity can cause these materials to warp, delaminate, or degrade over time, which can compromise the strength and durability of the repair. PROPYLENE AND ACRYLONITRILE BUTADIENE STYRENE If you’ve ever repaired a bumper. you’ve probably heard of propylene. It’s a thermoplastic used in trims and engine components. It is known to be lightweight, durable and flexible; it can be moulded into complex shapes with ease. Acrylonitrile butadiene styrene (ABS) is another type of thermoplastic, used in trims and dashboard instrumental panels. Like propylene, it is lightweight and flexible, with heightened impact resistance compared to traditional plastics. Polypropylene and ABS, while more easily repairable than composites, can still be challenging to repair because they require specialized adhesives and techniques to ensure a strong and lasting repair. Depending on the repair, ABS and polypropylene materials can be welded or bonded—but only by a professional that’s keenly aware of their temperature limits. Overheating these thermoplastics can be detrimental to their integrity.

Propylene is a type of plastic commonly used in automotive parts, including bumpers and fuel tanks, due to its lightweight, durable, and impact-resistant properties.

BIO-BASED MATERIALS While bio-based products—also known as au natural materials—are not commonly used for the outer bodies of cars at present, there is ongoing research and development into new materials that could be used in the future. There is, however, ongoing research on how humans can further combine Mother Nature and sustainability with the modern automobile. This includes exploration in the use of materials like natural fibres and bio-based resins which, like carbon fibres, offer high strength and stiffness, making them potentially suitable for use in the outer bodies of cars. Cellulose nanofibers are also being explored. Made from the naturally-occurring cellulose polymer found in the cell walls of plants, cellulose nanofibres are lightweight, biodegradable, and have excellent mechanical properties, making them an attractive alternative to traditional materials. Once extracted, cellulose fibres can be processed into a variety of different forms; spun into yarns or threads, woven into fabrics, or moulded into various shapes and forms. Cellulose fibres can also be chemically modified to alter their properties, such as by adding cross-linking agents to improve their strength or by introducing hydrophilic groups to make them more water-absorbent. There are also ongoing projects in how bioplastics made from renewable resources—like corn starch or sugarcane—could be used to make outer bodies of cars, and in the potential use of cork or bamboo-type materials for unique aesthetic and structural properties.

You may see propylene in bumpers and fuel tanks.

2023 EVREPAIR MAGAZINE | 47

GOING ELECTRIC TRAINING SPOTLIGHT

ALUMINUM ALLOYS

ADVANCED HIGH-STRENGTH STEEL

The addition of alloying elements modifies the characteristics of aluminum. For instance, pure aluminum is a relatively soft metal; add-ins are needed to provide higher strength for structural applications, like in modern vehicles. There are three main types of aluminum alloys used in electric vehicles:

Advanced high-strength steel, also known as AHSS, is a type of steel that has been specifically developed to offer enhanced strength, formability, and performance compared to traditional steel. AHSS is designed to provide high tensile strength while maintaining good ductility, allowing it to withstand higher levels of stress and deformation without failure. AHSS is typically characterized by its high strength-to-weight ratio, meaning it can provide significant strength and stiffness while being relatively lightweight. This makes it an attractive material for automotive applications where weight reduction is desirable without compromising safety and structural integrity. You may find AHSS applications in electric vehicle chassis, frames or in the battery enclosure, which requires super-strong protection for high-grade crash resistance. AHSS can sometimes be found in side impact beams; front and rear impact structures; b-pillars and even in roof rails. Like the aforementioned materials, AHSS can be repaired—but special considerations must be taken. AHSS has different metallurgical properties and can be sensitive to heat; care must be taken to prevent distortion in the “heat-affected zone,” or HAZ. Further, some instances of AHSS in automobiles may require a post-weld heat treatment to restore strength. It’s a process that involves controlled heating and cooling of the welded area to relieve residual stress. Like a massage for your car—which obviously needs it after a stressful collision incident.

6XXX Series

Features magnesium, silicone as main alloying element(s)

• Known as very highstrength; used in bumper beams, chassis, structural parts • Lower-strength variants used in trim parts

5XXX Series

Features magnesium as main alloying element

• Known to be thermally reinforcing; used in car bodies

7XXX Series

• Known to have the highest Features zinc, strength of all aluminum magnesium, alloys; commonly used in copper as main al- high-performance autoloying element(s) motive applications and safety-critical components

NANOMATERIALS Aluminum welding is much different than welding steel, as anyone that’s worked on a recent model-year F-150 may know. In fact, Ford has worked with aluminum sheet suppliers to create its own unique alloy mixtures that are ideal for automotive applications and closed-loop recycling efforts. Alloys have different physical properties than steel, which can affect their repairability. For example, aluminum can be more prone to cracking and distortion during the repair process than steel due to its lower ductility and higher thermal conductivity.

Nissan first made use of advanced high tensile strength steel in 2017 to help reduce vehicle weight.

48 | EVREPAIRMAG.COM

Nanomaterials refer to teeny tiny parts that have been engineered or manipulated at the nanoscale, typically with dimensions between one nanometre and 100 nanometres. The use of nanomaterials in EVs allows advancements in energy storage and overall efficiency. They are used in battery tech for EVs; operations in lightweight vehicle development; fuel cells and—hugely important to EVs—thermal management units. The repair of nanomaterials in the context of collision repair for electric vehicles (EVs) is a complex and evolving area. Currently, the repair of nanomaterials in collision repair processes is not widespread or standardized, and it largely depends on the specific components and materials involved. Repairing nanomaterials requires specialized knowledge, equipment, and techniques due to their unique properties and structures at the nanoscale. In many cases, when nanomaterials are damaged in a collision, it may be more practical and cost-effective to replace the damaged components rather than attempting to repair them. For example, in the case of damage to CFRPs that contain nano-sized carbon fibres, repair can be challenging and may require expertise in composite repair techniques. These repairs often involve precise curing processes and the application of specialized resins and adhesives to maintain the structural integrity of the repaired component. EV

Clear Vision for the EV Revolution and Beyond NOVUS is preparing shops for the future 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. We train our technicians to carry out programming and calibration for: Blind Spot Monitor Adaptive Cruise Control Lane Departure Camera 360 Degree Camera Technology Pre Collision System Plus Many More

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TRAINING SPOTLIGHT

KEEPING UP OR RUNNING ON EMPTY? COLLISION REPAIRERS SPEAK OUT ON TRAINING OPPORTUNITIES

here’s a lot to learn in this vast industry of ours. From electric vehicles to advancements in refinishing technologies and welding new materials—not to mention ever-changing OEM bulletins—it can be hard to keep up with the most necessary topics a business leader may need. We asked our Collision Repair mag readers to submit their thoughts on the current training available to the collision repair industry. Results showed, to no one’s surprise, that the industry prefers in-person learning regardless of the topic. Readers also said they almost always learn something new from a training opportunity or conference speaking event. Here’s what else they had to say.

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TO NO ONE’S SURPRISE, THE INDUSTRY PREFERS IN-PERSON LEARNING REGARDLESS OF THE TOPIC.

TRAINING SPOTLIGHT

Q: How often do you attend industry-related training sessions? (Online or in-person; speaker sessions or conferences included) At least once a week — 33.3% Once a month — 16.7% Every few months — 33.3% Once or twice a year — 0% Whenever I’m told to — 8.3% Never — 8.3%

Q: How often do you leave a training session/event feeling like you’ve learned something new? Always — 41.7% Sometimes — 50% Never — 8.3%

Q: When it comes to learning hands-on skills, do you prefer online or in-person training? Online — 0% In-Person — 66.7% Hybrid — 33.3%

Q: When it comes to learning skills like customer service or relations with insurers/vendors, do you prefer online or in-person training? Online — 8.3% In-Person — 58.3% Hybrid — 33.3%

2023 EVREPAIR MAGAZINE | 51

TRAINING SPOTLIGHT

COMMENTS

“We’ve been working on compulsory certification for technician for over a decade, with little response from current and previous governments.”

“I’d like to see content on billing out operations, like paint ground coats and overcoming insurance gaps. How to set up and measure proper billing, how to bill out adjacent panel repair when replacing, et cetera. There are many opportunities to teach proper estimating.”

“EVs will be here. There is a start, but the technology is changing faster than the curriculum. It’s a slippery slope.” “Accredited educators should be more widely recognized. It seems like a complete waste of time and money to acquire the same information over and over again for different certifications.”

“We need EV training.” 52 | EVREPAIRMAG.COM

“We need to increase AFTER BUSINESS HOURS training availability.”

“We need more training on combatting insurance company image desks and what is needed to educate [the adjuster] on a proper repair. [We need to educate] on why shops need to be paid to do the work. There is a huge gap on the insurance side with their appraisers and them understanding what is needed; what are nonincluded operations in repairs, and so on.”

“We need more [multi-level] content dependent on skill level.”

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Bottom line? As long as there are vehicles to paint, PPG will be there to help you paint them.

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TRAINING SPOTLIGHT

PROCEDURE PROCUREMENT OEM PROCEDURES ARE AVAIL ABLE—BUT ARE THE Y EX TENSIVE ENOUGH? BY KATE NG

recent survey of Collision Repair readers found most bodyshops agree that OEMs provide access to their recommended repair procedures, but repairers largely disagreed on whether these procedures were sufficiently detailed in their explanations. On a scale of one to five regarding finding OEM procedures, 18 people, or 51.4 percent felt it wasn’t impossible, but not ideal—a middling three. Nine respondents said it was challenging and time consuming, while eight said it was simple and easily accessible. In terms of intuitiveness, a similar trend was identified with 12 people saying it was somewhat intuitive, while 10 people said it was confusing and complicated, and another 10 said it was intuitive and easy to follow. Two said it was very complicated and confusing, while only one person said it was very intuitive and easy to follow. When asked if there were any OEMs that had particularly hard to find or follow procedures, five cited Hyundai out of 25 comments. Two cited Kia, Audi, while another two cited European automakers at large. On the flip side, 10 said there weren’t any offenders.

54 | EVREPAIRMAG.COM

MANY COMMENTERS, PARTICUL ARLY SHOP OWNERS SAID THAT EVEN THOUGH OEM PROCEDURES COULD BE EASY TO ACCESS, THE Y DID NOT NECESSARILY PROVIDE ENOUGH DETAIL OR CL ARIT Y FOR REPAIRS TO BE COMPLETED TO THE LET TER. One respondent said that “grey statements could be particularly challenging but could be solved with industry training and following local laws.” “The basic procedure is usually easy to find and follow, but answers about welding options, STRSW vs Plug welds are not always easy to find. Small brackets or mounting locations are not always in the procedures,” explained one owner/manager. “OEM procedures are great as long as you

are an OEM accredited facility (not a pay for certification/rubber stamp program) and have all the training and tooling required to repair vehicles to pre-loss conditions,” said one particularly confident shop owner/ manager. “Every site lays out differently, so experience and time usually resolves it. Tesla's site is oddly unintuitive for such a "tech-y" company,” said one unamused owner/ manager. One front-end staff member said while they are “generally satisfied with most OEM data, [they] would like have clarification on why some procedures are performed the way they are, as it is difficult to get some technicians to follow the given procedures.” Many commenters, particularly shop owners, said that even though OEM procedures could be easy to access, they did not necessarily provide enough detail or clarity for repairs to be completed to the letter. “If the OEMs' truly want repairs to be completed to their specifications, an argument could be made that the info should be free to access. Make the access easily available or free, and there will be no discouraging a repair facility to complete the research,” said one owner/manager. EV

TRAINING SPOTLIGHT

Please select your role in the collision repair industry.

35 responses

Collision centre owner/manager Technician/painter

—24 (68.6%) —2 (5.7%)

Front-end staff

—6 (17.1%)

Supplier/distributor Insurance/Franchise rep

—3 (8.6%) —1 (2.9%) —3 (8.6%)

Educator Consultant

—1 (2.9%) 0

On a scale of 1 to 5, how would you rank the ease of finding OEM procedures? 20

35 responses

18 (51.4%)

15 10 5 0

4 (11.4%)

5 (14.3%)

4 (11.4%)

When found, how intuitive are OEM procedures to follow?

35 responses

15 12 (34.3%) 10 (28.6%)

10 (28.6%)

5 2 (5.7%) 0

1 (2.9%) 2

This survey by Collision Repair magazine was conducted from March 29 to April 18, 2023 and received 35 responses. Of these, 27 respondents were directly involved in the collision repair industry as owners, managers, technicians, painters or front-end staff.

2023 EVREPAIR MAGAZINE | 55

TRAINING SPOTLIGHT

COMMENTS

As an independent repairer if you have a relationship with an OEM dealer, it is usually an agreement to get repair procedures.”

“We need more simplified and accurate requirements…i.e., if X is damaged, then you MUST do Y.”

“This may be considered naïve, but if the OEMs truly want repairs to be completed to their specifications, an argument could be made that the info should be free to access. Build the value of providing the info into the value of the parts if necessary. Amortized over all the parts sold would probably be relatively inexpensive. It's understandable that the OEMs want complete, correct repairs completed so the vehicle owner will have a positive experience with that brand of car. A poor repair will equate to a poor ownership experience. Make the access easily available (i.e., free??) and there will be no discouraging a repair facility to complete the research.”

“We have ALLDATA—easy to access different OEM procedures, but many are vague and confusing…not direct. There’s a lot of irrelevant information you must go through to find what you need.”

56 | EVREPAIRMAG.COM

“OE repair procedures could be made easier to find and read.” “Some of the procedures don’t make a whole lot of sense.”

“Some manufacturers are very detailed, some have almost no information. Most procedures seem to leave some room for interpretation in different places.”

European makes are sometimes hard or impossible to get proper procedures unless you have expensive subscriptions.”

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CWB Automotive Welding Qualification Benefits • Automotive Welding Training and Qualification at your own facility with your own equipment • Ensure all your technicians have the training and skills needed for welding • Increased skill levels = quality assurance for Collision Repair Facilities • Satisfies welding certification requirements for most OEM Certification programs • Third party oversight and onsite training by certified welding specialists • Enhanced credibility provided by CWB Automotive welding certifications • Savings when you register multiple technicians to participate • Technicians receive CWB Automotive Welding accreditation after completing training and testing

Register for Welding Education and Certification today at: www.cwbgroup.org/autorepair Direct Testing scheduling at: cwbautomotive@cwbgroup.org | 1.800.844.6790 ext. 290

COURSE

EVFriendly Auto Recycler Level 1

EVFriendly Auto Recycler Level 2

EVFriendly Collision Repair

EVFriendly Licensed Motor Dealer

COMPANY

Automotive Retailers’ Association (ARA)

58 | EVREPAIRMAG.COM

Automotive Retailers’ Association (ARA)

$29

$49

$29

COST

Online

LOCATION

EV TRAINING COURSES

N/A

DATE

N/A

LENGTH

To help address issues of safety, training and consumer confidence in the transition to ZEVs, the Automotive Retailers Association has developed the EVFriendly brand. It is comprised of the EVFriendly.ca website, as a trusted source of information for consumers and industry, plus training and certification programs to establish industry standards and cultivate a higher degree of confidence in owning and maintaining a ZEV. This course is directed toward automotive dealers.

DESCRIPTION

training.ara.bc.ca/ product/evfriendly-licensed-motor-dealer/

training.ara.bc.ca/ product/evfriendly-collision-repair/

training.ara.bc.ca/ product/evfriendly-auto-recycler-level-2/

LINK

TRAINING SPOTLIGHT

EVFriendly Mechanical Repair

Electric Vehicle Technology and Service

EV Skill Program

Automotive Retailers’ Association (ARA)

British Columbia Institute of Technology (BCIT)

CPA Montreal

Electric Vehicle (EV) Technician Program (T951)

EVFriendly Tow Operator

Automotive Retailers’ Association (ARA)

George Brown College

COURSE

COMPANY

N/A

See website

$1,028.98

$29

COST

Toronto, Ontario

Montreal, Quebec

Burnaby, British Columbia

Online

LOCATION

TBA

Ongoing

Runs monthly

N/A

DATE

N/A

36 hours

N/A

LENGTH

This program is intended to address a global need for people who are skilled in diagnosing, servicing and repairing high voltage EVs and commercial charging stations. Students receive both theoretical and laboratory instruction through a combination of multimedia learning resources and an electrical/electronics simulation software package (CircuitLogix Pro) to allow for the testing, validation, and understanding of electrical and electronic circuits that are found in a typical EV.

The EV skill program aims to offer a structured training path and recognized certification in the maintenance and repair of electric vehicles to workers in the industry throughout Quebec.

The Electric Vehicle Technology and Service course prepares Automotive Service Technicians (AST) to safely diagnose, service and repair high-voltage electric vehicles. The course is designed for AST Red Seal Technicians or AST 3rd or 4th-year apprentices to build upon their previous knowledge of conventional vehicle systems and develop the knowledge and skills required to confidently work on the majority of electric vehicles on our roads. The course comprises a 6-hour online self-paced safety module that must be completed before an intensive 30-hour classroom/shop training period.

DESCRIPTION

www.georgebrown. ca/programs/electric-vehicle-ev-technician-program-t951

www.cpamontreal.ca/ en/ev-skill-program/

www.bcit.ca/courses/ electric-vehicle-technology-and-service-auto-4011/

training.ara.bc.ca/ product/evfriendly-mechanical-repair/

training.ara.bc.ca/ product/evfriendly-tow-operator/

LINK

TRAINING SPOTLIGHT

2023 EVREPAIR MAGAZINE | 59

Ford Battery Electric Vehicle (BEV) Components and Operations

FO011E01 - Ford High Voltage Systems Safety

FO012E01: Ford Intro to HV Battery Service for Collision Repair

GE050E02: Hybrid Vehicle Identification and Damage Analysis

MK210E01: Hybrid, $60 Electric, and Alternative Fuel Vehicle Service - ENGLISH

I-CAR

60 | EVREPAIRMAG.COM

I-CAR

$55

$75

$80

FO010E01 - Ford 2021 Mach-E and New Model Training Overview

I-CAR

COST

COURSE

COMPANY

See course catalog

LOCATION

EV TRAINING COURSES

N/A

DATE

0.75 hours

1 hour

LENGTH

www.i-car.ca/training/Catalog

LINK

Hybrid, Electric, and Alternative Fuel Vehicle Service teaches students the safety precautions when working with compressed natural gas (CNG) and liquid propane gas (LPG) vehicles. This course presents safety parameters including personnel safety, vehicle system and part safety and finally, shop safety. Several procedural examples are given for alternative fuel vehicles including inspection and part replacement.

www.i-car.ca/training/Catalog

Hybrid Vehicle Identification and Damage www.i-car.ca/trainAnalysis explains the different types and parts ing/Catalog of hybrid vehicles, hybrid vehicle identification and safety procedures when working with hybrid vehicles.

Learn the components, operation, diagnosis and repair of the High Voltage Batteries (HVBs) used to power Ford Battery Electric Vehicles (BEVs) and Plug-in Hybrid Electric Vehicles (PHEVs) for the collision repair industry.

This Web-based course provides information on the safety of working on hybrid and battery electric vehicles.

The purpose of this course is to teach students the description, operation, diagnosis and service of the high voltage components in Ford battery electric vehicles (BEV). This course is also available in French.

N/A

DESCRIPTION

TRAINING SPOTLIGHT

COURSE

NI007E01: Nissan LEAF Technologies and Repair Considerations

VT405E02: Understanding High Voltage Safety

VT430E02: Introduction to Electric Vehicles

VT450E01: Electric Vehicle (EV) Initial Inspection and Handling

COMPANY

I-CAR

$65

$55

FREE

$60

COST

See course catalog

LOCATION

N/A

DATE

0.5 hours

1 hour

LENGTH

LINK

Electric Vehicle (EV) Initial Inspection and Han- www.i-car.ca/traindling is a 30-minute course that discusses initial ing/Catalog inspection and safety considerations for EV upon arrival at a repair facility. The initial inspection, before damage analysis, reviews visual and other indicators to be aware of before bringing a vehicle into a building or storing it near other vehicles or structures. Precautions and considerations for high-voltage batteries and systems and vehicle staging/handling of damaged vehicles is also covered.

Introduction to Electric Vehicles (EV) is a www.i-car.ca/train30-minute course that introduces the different ing/Catalog types of EVs on the road today. This course identifies the unique parts of an EV and the purpose of those parts. Students are also introduced to the EV specific warning indicators that are displayed on the instrument panel with a description of their meaning. Video is also included to highlight the steps for operating an EV for the first time

Understanding high voltage safety is a 45-minute www.i-car.ca/traincourse that explains the elements of electricity ing/Catalog and the relationship between voltage, current and resistance with high voltage systems. This course describes the effects of electricity on the body and lists the required PPE when working around high voltage. The major parts of an electric vehicle high voltage (HV) system, HV safety measures in a vehicle design, and the methods to reduce shock risks are also introduced and described within the course modules.

Nissan LEAF® Technologies and Repair Consid- www.i-car.ca/trainerations is a one-hour course focusing on the ing/Catalog 2018 Nissan LEAF’s features and technologies such as ProPilot Assist, e-Pedal, and other intelligent driving features. Calibration procedures for ADAS systems and repair considerations for the body structure, high voltage systems, heating and A/C, electronic cooling systems, and steering and suspension will also be discussed.

DESCRIPTION

TRAINING SPOTLIGHT

2023 EVREPAIR MAGAZINE | 61

COURSE

VT455E01: Electric Vehicle (EV) Damage Analysis

VT470E01: General Motors Company (GMC) Hummer Electric Vehicle (EV)

EV Training / Certification

COMPANY

I-CAR

62 | EVREPAIRMAG.COM

NAPA/UAP

See website

$75

$65

COST

Online

See course catalog

LOCATION

EV TRAINING COURSES

Ongoing

N/A

DATE

N/A

1 hour

0.50 hours

LENGTH

LINK

www.i-car.ca/training/Catalog

The constant evolution of technologies and the napahighvoltage.ca/ arrival of a new generation of vehicles, notably en/ev-training-certielectric vehicles, require increased specialized fication knowledge for the automotive industry professionals in spare parts, maintenance and repair. The NAPA Electric Vehicle Training and Certification Program is the answer to the professional development needs of various automotive industry professionals. At the end of each level, the professional will be invited to complete a formative assessment and in certain pathways, an exam that could lead to a recognized certification. At the end of his course, the professional will be equipped to effectively advise clients and in the case of mechanics, to maintain, diagnose and repair electric vehicles.

General Motors Company (GMC) Hummer Electric Vehicle (EV) is a 1-hour course that includes an overview of the vehicle’s features, high-voltage systems, construction materials, and repair information. You will be introduced to the electromechanical parts of the Hummer, mechanical systems, driver information systems, and ADAS.

The Electric Vehicle (EV) Damage Analysis www.i-car.ca/traincourse is a 30-minute course that reviews neces- ing/Catalog sary safety precautions when working with EVs. It gives a great level of detail on EV’s high voltage components, safety precautions and relevant non-high voltage parts. The course also provides damage inspection and estimating considerations for EVs.

DESCRIPTION

TRAINING SPOTLIGHT

MCIM-1019: EV Battery Fundamentals and Storage

MCIM-1020: UnFREE derstanding Electric Vehicles

Electric Drive Vehicle Fundamentals

Electric & Hybrid Vehicle Estimates

Saskatchewan Polytechnic

St. Clair College

Vale Training

$1,195

N/A

FREE

Electric Vehicle Safe Service and Maintenance

Nova Scotia Community College (NSCC)

COST

COURSE

COMPANY

Arlington, Texas

Windsor, Ontario

Regina, Saskatchewan

Online

Halifax, Nova Scotia

LOCATION

Runs regularly

Runs annually

TBA

N/A

DATE

2 days

1 year

6 months

N/A

LENGTH www.nscc.ca/programs-and-courses/coned/ career-and-professional-development/ electric-vehicle-service-maintenance.asp

LINK

Learn how to generate damage estimates on hybrid and electric vehicles. Students will also learn the safety and knowledge needed to repair hybrid and EVs. The course is designed for the student that is well-versed in writing estimates and wants an edge and insight into the quickly emerging hybrid and electric vehicle market.

This program will introduce students to the aspects of Electric Vehicle (EV) fundementals, both theory and practical. Students will learn electrified vehicle systems and components, High volatge safety, and Electric vehicle maintenance. Students will study how to properly select and use testing tools and equipment by using approved industry standards while performing system fault analysis.

Electric vehicles are a great option for reducing the carbon footprint of vehicles. But where do you start? If you’re a consumer or someone in retail automotive sales who is interested in EVs, this micro-credential is a good place to start. In this micro-credential, you will examine the positive aspects of running an EV and gain an understanding of the general maintenance involved with an EV.

www.valetrainingsolutions.com/ our-courses/electric-hybrid-vehicles/

www.stclaircollege.ca/programs/ electric-drive-vehicle-fundamentals

See course catalog

Green technology and transportation basics are See course catalog changing. Electric vehicles are a great option for reducing the carbon footprint of vehicles. This micro-credential will introduce you to the safe handling of EV batteries, the fundamentals of EV batteries, and the storage of EV batteries.

This program teaches students in industry-leading safety practices and avrious categories of high-volatage vehicles, transmission types and connection procedures. Students will learn how to: demonstrate high voltage safety procedures, service high voltage powertrain systems to manufacturer and industry standard and service high voltage battery charging systems to manufacturer and industry standard. Students will also perform a variety of skills related to identifying connection procedures and explaining High-voltage transmission types.

DESCRIPTION

TRAINING SPOTLIGHT

2023 EVREPAIR MAGAZINE | 63

TRAINING SPOTLIGHT

TRAINING SPOTLIGHT: EMPOWERING GROW TH AND SUCCESS

CDR1 ALL-IN-ONE FOR LIGHT-TO-MEDIUM REPAIR EXPERIENCE EXCELLENCE WITH THESE DIVERSE TRAINING INSTITUTIONS AND CUT TING-EDGE PRODUCTS

Increase high-margin, steel, and aluminum auto body repairs with the NEW Car-O-Liner CDR1. There is a CDR1 to meet any workshop’s needs. Upgrade and add more great repair solutions to your all-in-one workstation. Basic: Steel + Aluminum Advanced: Steel + Aluminum + Glue Master: Steel + Aluminum + Glue + Holder Kit + Push-Pull

Learn more at car-o-liner.com

Auto Glass Removal TOol •Cord/Wire tool •Can remove: -Windshields -Quarterglass -Backglass

sales@equalizer.com • (800) 334-1334 64 | EVREPAIRMAG.COM

Building a Strong Canadian Circular Economy Call2Recycle and other recycling organizations are focused on reusing, repairing, refurbishing, remanufacturing, repurposing, or recycling as many products and materials as possible to avoid the environmental impact of manufacturing new ones.

This This includes includes EV EV batteries batteries too! too! Call2Recycle Call2Recycleisisworking workingwith withmembers membersofofthe theautomotive automotivemanufacturing manufacturingand and battery batteryrecycling recyclingindustries industriestotoprovide provideend-to-end end-to-endEV EVbattery batteryservices servicesthat thathelp help support sustainable circular economy. supportthe thedevelopment developmentofofaarobust robustand andenvironmentally environmentally sustainable circular economy.

Helpthe leadcharge. the charge. Recycleyour your batteries responsibly. Help lead Recycle batteries responsibly.

KEEPING CURRENT

ADVERTISER INDEX

LEADING THE CHARGE JOIN US ON AN ELECTRIF YING JOURNE Y IN THIS BRAND-NEW PUBLICATION

Ally Business Coaching.........39 BASF Corporation.................68 Call2Recycle..........................65 Car-o-liner.................... 04,11,64 CCS.................................. 28,29 Centennial College................16 Crescent Industries...............44 CWB Automotive...................57 ELC Dispatch Solutions.........09 Enviromental Motorworks.....12 Equalizer................................64 Fix Network Canada........2,3,49 IAA..........................................67

BY ALLISON ROGERS

elcome to EV Repair magazine, from the publishers of your favourite industry mag, Collision Repair. Get ready to shift into high gear as we kick off our magazine’s maiden voyage. We’re steering straight into the collision repair and vehicle electrification junction,

been charging up the industry with our electrifying knowledge. Our EV Repair Tour, which has thus far stopped in Toronto, Saskatoon, Calgary and Vancouver, was a thrilling success. Picture this: expert speakers, eye-opening sessions, and electrifying conversations. It was a wild ride, and we

WE’RE COMMIT TED TO KEEPING YOU AHEAD OF THE CURVE. OUR MISSION IS TO PROVIDE YOU WITH THE TOOLS, INSIGHTS, AND A DASH OF FUN TO NAVIGATE THIS ELECTRIF YING JOURNE Y.

Keystone Automotive/LKQ....21 PPG........................................53 Royal Auto Collision...............07 Spanesi Americas..................17

where things are about to get electrifyingly exciting. Please excuse the puns from here on forward. As Canada’s number one collision repair publication, we’ve always been driven to bring you the juiciest insights. Now, with the electrifying rise of electric vehicles (EVs), we couldn’t resist the chance to rev up our engines and tackle the challenges head-on. In this issue, we’re plugging you into the world of EV repair. We know you’re amped up and ready to ride the electric wave—but, at the same time, we all know it takes some extra voltage to keep up with the ever-changing landscape. From training on EVs to mastering the safety dance around those high-voltage batteries, we’ve got you covered with the latest tips and tricks. But that’s not all! We’re taking you on an epic cross-Canada tour where we’ve

can’t wait to share the highlights with you. Now, you might be wondering why we chose to put the pedal to the metal and focus on this important issue. Well, here’s the spark: we’re committed to keeping you ahead of the curve. Embracing collision repair and vehicle electrification fusion is essential for your success. Our mission is to provide you with the tools, insights, and a dash of fun to navigate this electrifying journey. We want to extend a heartfelt thanks to the industry experts, contributors, and our tireless team who have been revving their engines to bring this issue to life. It’s their horsepower and dedication that makes this magazine shine. So, fasten your seatbelts, get ready to ride the electrifying wave, and let’s power up the collision repair industry together! EV

ALLISON ROGERS is the editor of EV Repair magazine. She can be reached at allison@mediamatters.ca, or 905-370-0101.

66 | EVREPAIRMAG.COM

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