CHARGING AHEAD: As roads become more and more electrically charged, so, too, do automotive inventions. This surge in technological advancements has led to an array of patents and designs, from cuttingedge battery technologies to novel charging solutions and beyond.
HIGH-VOLTAGE HOW-TOS: Like them or hate them, electric vehicles (EVs) are charging on the horizon and in order to keep up with the current of change, the modern repairer needs to know how to fix them. This article offers insight on the EV repairer’s toolkit in order to protect industry members from shocking repairs.
A BATTERY’S BIOLOGICAL CLOCK: There are some widespread misconceptions about how long EV batteries last. Check out this article to receive a battery breakthrough.
By Darryl Simmons
By Glenville Singh
By Allison Rogers
PLUGGED IN: Repairers, insurance reps, OEMS and more gather at Fix Network Blainville HQ for the fifth leg of the Collision Repair mag EV Repair Tour, supported by Fix Network.
SPARKING SUCCESS
LEADING THE CHARGE IN EV REPAIR
BY DARRYL SIMMONS
Welcome to another issue of EV Repair magazine, your go-to source for everything related to electric vehicle (EV) collision repair in Canada. This publication is all about the connection between zero-emission, high-voltage vehicles and the collision repair industry, helping everyone from shop owners to insurers understand the ins and outs of fixing EVs safely and to OEM standards.
We’re committed to supporting this industry in every way we can, and one of the ways we’ve done that is through our EV Repair Tour, with amazing support from Fix Network. In 2023, we brought the tour to cities like Toronto, Saskatoon, Calgary, and Vancouver, and this fall, we made stops in Quebec and Halifax. The energy and passion at these events have been incredible, far beyond what we could’ve imagined. It’s a true testament to how seriously the Canadian collision repair industry is taking the challenge of repairing electric vehicles.
If you haven’t made it to one of our events yet, let me tell you—when you get a room full of people from this industry together, the level of dedication is something else. Whether it’s business owners, insurance reps, OEMs, suppliers, distributors, or educators, everyone is fully committed to working together to meet the challenges EV repairs bring.
One thing we’ve seen clearly is that continuous training and education are non-negotiable when it comes to repairing EVs safely. These aren’t your standard vehicles, and the stakes are higher. From the moment a technician starts the diagnostic process all the way through the repair and post-repair calibration, a deep understanding
of high-voltage systems, battery safety, and specialized components is critical. It’s not just about bodywork anymore—it’s about knowing the complete vehicle, inside and out. This is why ongoing education isn’t just a recommendation—it’s essential. With EV technology evolving rapidly, shops need to invest in training their teams to ensure they’re up to date on the latest repair techniques, tools, and safety protocols.
Our events aren’t just for repairers. We had a great mix of OEMs, equipment manufacturers, educators, and insurance adjusters at every stop of the tour. It’s this kind of collaboration that’s going to push the collision repair industry forward and keep us at the forefront of new technology and innovation.
I want to give a huge thanks to everyone who made the EV Repair Tour such a success—from the organizers to every attendee, you’ve all shown how strong and determined this industry is. Together, we’re paving the way for a future where the Canadian collision repair sector is not only ready for EV repair but is leading the charge in sustainability, innovation, and keeping customers happy.
As we look ahead, stay plugged into the latest EV news through our digital bi-weekly newsletter. Head to www.evrepairmag. com/subscribe to sign up and get the latest breaking news, expert commentary, and updates on cutting-edge technology. We’re here to guide the Canadian collision repair industry into the electric age.
Let’s lead the charge together! 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
DIGITAL OPERATIONS MANAGER
Cassie Doyle | cassie@mediamatters.ca
AUDIENCE ENGAGEMENT MANAGER
William Simmons | william@mediamatters.ca
MEDIA PRODUCTION SPECIALIST
Dayna Dicuangco | dayna@mediamatters.ca
CONTRIBUTORS
David Giles, Glenville Singh, Michael Vavaroutsos
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:
BREAKING BARRIERS
Engineers with the University of Nebraska’s road safety testing facility have discovered that electric vehicles are too heavy to be stopped by highway guardrails. Engineers with the university released their initial crash test results in which a 2022 Rivian R1T—which weighs nearly four tonnes—was rammed into the same type of guardrails used along most American and Canadian highways. During the test, engineers watched as the Rivian R1T tore through the metal guardrail and hardly slowed until hitting a concrete barrier yards away on the other side of the test lane.
MAKING MERRY WAY
EVs account for five percent or more of new vehicle sales in more than thirty-one countries globally, according to a Bloomberg Green analysis report of EV adoption rates around the world. The five percent threshold represents the tipping point toward all new car sales being fully electric and is important, according to Bloomberg, as it signals the flattening of barriers like cost, a lack of infrastructure and consumer skepticism. When Bloomberg last completed its analysis in 2019, only 19 countries were reported to have crossed the five percent threshold. Canada made the 2024 list of countries to meet the threshold with a 9.4 percent EV market share. The United States, for comparison, clocked an 8.1 percent EV market share. Norway topped the list with 79.6 percent EV market share; it was also the first country to reach the five percent threshold back in Q3 2019.
BATTERY LOW
Consumer interest in electric vehicles dropped for the second year in a row in 2023, according to an annual survey from AutoTrader.ca. The survey noted that 56 percent of non-EV owners are open to buying an EV for their next vehicle, compared to 68 percent in the 2022 survey. The top contributing factors: concerns about limited charge and range; inadequate availability of charging stations; higher purchasing costs and concerns about cold-weather performance. About 143,000 EVs were sold in Canada in 2023, largely driven by zero-emissions light trucks.
COMBUSTION CANCELLATIONS
Quebec has tabled a draft regulation toward a complete ban of the sale and renting of internal combustion engine vehicles beginning in 2035. Put forward by Quebec’s Ministry of Environment, Fight Against Climate Change and Wildlife Parks, the draft regulation targets new light combustion vehicles of the 2034 model year and earlier, which will no longer be able to be sold or leased in Quebec as of January 1, 2035. For vehicles of the 2035 model year and later, it will be prohibited to sell or lease them in Quebec, whether new or used. These prohibitions would apply to all industry players, including physical or online merchants, as well as to citizens.” The current draft regulation is subject to a public consultation for 45 days. According to the media release, “persons wishing to submit comments are invited to do so in writing no later than August 25, 2024.”
Road safety officials and organizations have weighed in on the issue and say that electric vehicles themselves appear to offer superior protection to their occupants, even if they, like other heavy vehicles, might prove dangerous to occupants of lighter vehicles in a crash.
A draft regulation in Quebec could ban the sale of new ICE vehicles in 2035, if the ICE vehicle is 2034 model year or newer. If the vehicle is 2035 model year and later, it would be prohibited to sell the vehicle in new or used condition under the draft regulation proposal.
Battery electric vehicles (BEVs) and plug-in hybrid vehicles (PHEVs) require, on average, more repairs than gas-powered vehicles in all repair categories. In its inaugural year incorporating both franchise dealership repair data and consumer data, the J.D. Power 2024 U.S. Initial Quality Study (IQS) indicates gas and diesel-powered vehicles chart an average of 180 problems per 100 vehicles, while BEVs and PHEVs are 86 points higher at 266 problems per 100 vehicles. The report further notes that the gap between Tesla’s BEV quality and that of traditional OEM’s BEV quality has closed, with both ranking at 266 problems per 100 vehicles. In the past, Tesla has performed better, but this year was brought down in rankings by customer dissatisfaction with the removal of traditional feature controls such as turn signals and wiper stalks.
J.D.
“owners
Benchmarking
Unlock Opportunities: Upload Your Job Listings!
This year’s 2024 SEMA Show will offer attendees the exclusive opportunity to become EV and EV safety-certified. The 2024 SEMA show will take place from November 5 through November 8 in Las Vegas, Nevada, with each of the two EV certification sessions to be run by Legacy EV on November 6 from 9 a.m. to 4 p.m. PST at the SEMA Show campus. The program, “Electric Vehicle 101, Presented by Legacy EV,” will be capped at 20 participants to ensure an intimate, hands-on setting for attendees. The full-day course will be divided into two sessions—”Understanding EV Anatomy and Electrical Theory” and “Applications with EV Specifications, EV Tooling and HV Safety.” Trainees who complete the course will receive an official “EV 101
During the training, attendees will work with real EV powertrains and tooling on Legacy EV training benches. SEMA said attendees who will benefit from this course are those who work with or sell high-voltage retail and products; service high-voltage components or vehicles; build, manufacture or assemble high-voltage components or vehicles; and manage high-voltage vehicle technicians.
Recycle Your Batteries, Canada! is a free battery recycling program powered by Call2Recycle. 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 includes EV batteries too!
Call2Recycle is working with members of the automotive manufacturing and battery recycling industries to provide end-to-end EV battery services that help support the development of a robust and environmentally sustainable circular economy.
Powered by Collision Repair
CIRCUIT-FILLED
The University of Toronto (U of T) has announced that it will be launching a new EV Design certificate for undergraduate students via the Faculty of Applied Science and Engineering. According to the certificate description, “this certificate provides an opportunity for students to learn about EVs within the context of engineering applications and expand their understanding of the technical and environmental implications of engineering in EV design.”
The program description further notes that all engineering students attending U of T will be eligible to participate in this certificate program. Students who complete the program requirements of the certificate will also receive a notation on their transcript upon graduation.
ATLANTIC OPPORTUNITY
Holland College of Charlottetown, P.E.I., is offering a short-term subsidy course in electric vehicle maintenance. The five-day course is recommended for experienced mechanics and tuition is covered by the provincial government’s National College Fund. Craig Roche, program manager, says the goal is to give mechanics a greater comfort level in working with EVs. The course focuses on charging and cooling systems, and identifies different battery types and their separations. There is a six-hour online component module that must be completed before the 30-hour classroom/shop training period, according to Holland College’s website www.hollandcollege.com/about/customized-training/ ev-maintenance-training.html
FOSTERING FUTURE
I-CAR Canada has partnered with the Provincial Council of Joint Committees of the Automotive Services Industry (CPCPA) to provide EV training for repairers in Quebec. This recent partnership is part of the I-CAR Canada Industry Training Alliance, wherein I-CAR Canada is partnering with different training providers. Collision repair shops and businesses can take courses through these providers and receive I-CAR Canada credits. The I-CAR Canada Industry Training Alliance program also allows these different training providers to maintain their Gold Class recognition. In partnership with the CPCA, collision businesses in Quebec will thus have access to immediate EV training courses to provide repairers in the area the opportunity to upskill their workforce.
DEGRADATION DEMANDS
There is no statistically significant difference in battery degradation regardless of whether an EV battery is charged with a fast charger more than 70 percent of the time or less than 30 percent of the time. In a recent study of 13,000 Teslas, Recurrent, an organization that aims to make EV information more transparent, found that the frequency of DC fast charging—i.e., using DC fast chargers more than 70 percent of the time vs. less than 30 percent of the time) does not significantly impact the rate of battery degradation. Recurrent analyzed 13,000 Teslas from 2012 to 2023 model years and collected 160,000 data points for the research. Scientists did find, however, that all Tesla batteries studied—fast charged or not—showed some degree of degradation.
GIGACASTING GLITCHES
Tesla has reportedly stepped away from one-piece gigacasting technology. Instead of aiming to create the entire underbody of a vehicle in a single piece, Tesla will reportedly continue casting vehicle underbodies in three pieces: two gigacasted front and rear sections and a midsection made of aluminum and steel frames to store batteries. This three-piece method is largely the same as the one used for Tesla’s previous two models—the Model Y crossover SUV and the Cybertruck pickup. While Tesla has stated in the past that gigacasting helps the automaker reduce costs over the long term, the process requires large initial investments and is time consuming to perfect from a manufacturing perspective.
AN ELECTRIC DIET
The 2025 Cadillac Lyriq will feature 24 percent fewer parts than 2024 models, according to an announcement from General Motors CEO Mary Barra. The automaker further reported that the new Ultium-based Chevrolet and Cadillac models will also feature fewer components in order to reduce costs and improve production efficiency. According to Barra, the list of parts that will no longer be manufactured in the 2025 models includes: seat assemblies, consoles and door trims, among others. On the earnings call, GM further stated that it was able to eliminate more than 2,400 unique parts on ten vehicles it plans to launch through the first quarter of 2025. Models that will be included in the parts reduction process are the Chevy Equinox EV, Blazer EV, Silverado EV and Cadillac Optiq, among others.
BATTERY BOOGIE
Ford has released a patent for a swappable battery system in electric and hybrid vehicles that relies on a drive-up docking station and a vehicle’s own power to function. According to a patent application published by the United States Patent and Trademark Office (USPTO) in May, and originally filed by Ford in 2018, Ford specifically describes a battery swapping system in which electric and hybrid vehicles would be configured with batteries that could be individually disconnected and swapped. The patent, filed under patent number US11981226B2, shows vehicles driving up to a docking station as if it was going to park at a charger with the vehicle’s battery configured at the end of the chassis for easier removal. The patent also notes that the advantage of this battery system is the elimination of the need to detach and handle entire battery packs from underneath the vehicle.
In the abstract, the patent further describes how the vehicle would include “a propulsion system and another power source powering the propulsion system. The vehicle (would) further include a controller configured to enable unloading the first battery to a first charging station by propulsion of the vehicle towards and then away from the first charging station.”
Instead of aiming to create the entire underbody of a vehicle in a single piece, Tesla will reportedly continue casting vehicle underbodies in three pieces.
The 2025 Cadillac Lyriq will feature 24 percent fewer parts than the 2024 Cadillac Lyriq.
FUSOR 800 HD PLUS SERIES
Fusor High Definition Plus sprayable sealers are innovative onecomponent seam sealers designed for the precise duplication of OEM beaded sealers, wheelhouse coatings and sound deadening materials. Visit Fusor.com for more.
Features + Benefits
Skins in 25 minutes or less
Option to paint immediately or up to 30 days after application
Reduces cycle time
Achieves a perfect match with OEM appearance
FLYING SPORTSTERS WHO’S THE FAIREST?
An Oregon, U.S.-based aircraft manufacturer Samson Sky was recently granted a patent for a flying hybrid-electric sports car. Dubbed the ‘Switchblade,’ the design shows wings that spread from the side of vehicle and a tail that expands in fewer than three minutes. The vehicle-plane hybrid, which operates on hybrid-electric system that also takes unleaded gas, is said to be capable of speeds up to 200 miles-per-hour (321 km/h). The vehicle can reach up to 13,000 feet and requires a landing distance of about 700 feet. So far, Samson Sky says it had more than 2,700 reservations from customers in more than 57 countries, with current orders valued at more than $5 million.
A trend has emerged among Cybertruck owners—polishing the vehicle to a mirror-like finish. Tyson Garvin was one of the first to go viral for his mirror-finished Tesla. Garvin had his vehicle machine-polished to the point where it appears nearly invisible on the road. He said it took approximately 120 hours to complete the job. “[The Cybertruck] doesn’t have all the porous steel that holds all the oil from your fingers,” explained Garvin. “We we ordered the vehicle on Tesla’s announcement day, I knew I was going to polish it.”
Tyson Garvin said that, despite concerns from keyboard warriors, the Cybertruck’s tailgate points slightly downward, so the reflection of car headlights will not wreak havoc on driver eyeballs. (Photo from @the_polishing_guy_joplin_area, Instagram)
were
The Switchblade’s first practice flight saw the prototype unit fly to an altitude of 500 feet for nearly six minutes before successfully landing.
PLUGGED IN
QUEBEC GETS ELECTRIC EDUCATION AT COLLISION REPAIR MAG EV REPAIR TOUR, SUPPORTED BY FIX NETWORK
PRESENTED BY
The Quebecois collision repair industry is one step closer to being prepared for the electric vehicle revolution. With more than 260,000 zero-emissions vehicles on Quebec roads, it’s critical this market is prepared for EV claims and repairs.
On September 18, Collision Repair magazine’s EV Repair Tour, supported by Fix Network, continued its cross-Canada tour sharing electric vehicle repair information for the automotive aftermarket. With dozens in attendance, the event featured four speakers and Fix Network’s Phillippe-Andre Bisson on the mic as emcee.
If you did not get the chance to attend, check out our highlights on the following pages.
STAY SAFE, STAY SMART
Phillippe Bussières, senior advisor at Conseil provincial des comités paritaires de l’industrie des services automobiles (CPCPA) began the charging day of electric learning to deliver an overview of EV knowledge for safety and profitability. He elaborated on the technological and voltage differences between hybrid vehicles, hydrogen fuel cell vehicles, extended-range electric vehicles (EREVs) and EVs.
A hybrid vehicle, Bussières pointed out, has a much smaller battery compared to an EREV or EV, due to its partial reliance on its internal combustion system.
The first step, said Bussières, is to prepare yourself for inevitable interaction with high-voltage technologies. That means acquiring PPE that protects your team against high-voltage harm: class-zero electrical insulating gloves rated for 1,000 volts; CSA electrical (ohm) certified gloves and boots of the same quality. You also need to equip your team with tools to keep them safe from electrocution—insulated tools and lockout kits.
Bussières also advised installing a “security zone” in the EV repair area to ensure personnel that are not trained to handle high voltage technologies are made aware, as well as high-voltage warning stickers in potentially dangerous areas.
Bussières emphasized the effect of alternating and direct current. Where AC changes direction periodically and is commonly used to power homes and businesses, DC flows in one direction and is typically found in EVs.
He said the human body’s resistance is around 2,000 Ω (ohms), depending on certain factors. The voltage emitted by an EV ranges between 400 volts and 800 volts—Ohm’s Law can be used to calculate just how much a human can stand.
Finally, Bussières stressed the “right-hand rule.” The right-hand rule is a mnemonic used in physics and electrical engineering to visualize the relationship between current, magnetic fields, and forces, particularly in electric vehicles.
By positioning your right thumb in the direction of conventional current and curling your fingers towards the magnetic field, you can predict motor rotation and component behaviour. This rule is essential for safely working with electrical systems in EVs, helping technicians understand electromagnetic interactions effectively.
PHILLIPPE BUSSIÈRES ADVISED
INSTALLING A “SECURITY ZONE” IN THE EV REPAIR AREA TO ENSURE PERSONNEL THAT ARE NOT TRAINED TO HANDLE HIGH VOLTAGE TECHNOLOGIES ARE MADE AWARE, AS WELL AS HIGH-VOLTAGE WARNING STICKERS IN POTENTIALLY DANGEROUS AREAS.
WHAT TO DO WITH END-OF-LIFE OR DAMAGED BATTERIES?
Nick Poupart and Martin Archambault of Lithion Technologies were next to the stage to discuss the recycling of EV batteries in Quebec—something Lithion is highly involved in. They covered the company’s mission to repurpose the valuable metals used in EV batteries, like lithium, cobalt, nickel, manganese, aluminum and copper.
The pair discussed the process of mining to refining, and turning material to cathode and anode products. From there, these products are either turned to powdered cathode that are redirected to Lithion for reuse, or compacted into cells to be used in EVs.
These EV batteries still end up at Lithion at the end of their life, depending on the reason.
The duo also covered Lithion’s landmark opening of the SaintBruno recycling management site—a first-of-its-kind facility in Quebec dedicated to the management of end-of-life EV batteries. The facility produces high-quality black mass, said Poupart, in an automatic process that ensures optimal efficiency. They added that 95 percent to 98 percent of battery “waste” processed through the Saint-Bruno plant is repurposed.
Sebastian Ménard from Call2Recycle Canada also discussed battery recycling. Since 1997, Call2Recycle has collected and recycled 50+ million kilograms of batteries and battery materials. The company does recycle more than just EV batteries; they recycle household batteries of up to five kilograms, operating on behalf of 400 different battery producers.
Batteries are collected by an authorized carrier and shipped to a Canadian sorting facility to be organized and sorted by type and chemical composition. Batteries are processed according to one of five trajectories: repair, manufacture, resale, reuse or recycling.
Ultimately, all paths for EV batteries end in recycling.
Ménard covered the early years of exploration in EVs, from the 1970s to 1990s, amidst fuel shortages and burgeoning environmental concerns. These early vehicles had limited performance in range, battery technology and capacity, he added. The true new impetus of EVs came in the 1990s with hybrid electric vehicles, plug-in hybrids and eventually, early prototype first EVs.
Between 2016 and 2022, demand for lithium-ion batteries grew by nearly 1,500 percent, said Ménard.
Finally, Ménard spoke about EV battery safety to echo Bussiéres’ presentation, stressing the need for safety around EVs and the
need to promote safe and responsible handling—touching on the terrifying reality of thermal runaway—a very real concern for collision centres.
Thermal runaway in electric vehicles (EVs) is a rapid temperature increase in lithium-ion batteries, often triggered by collision damage. Causes include punctured cells, damaged battery management systems, and external heat sources. Indicators of potential thermal runaway include swelling, unusual odours, and visible damage.
Repair professionals should assess battery conditions carefully, following safety protocols and using PPE. Typically, damaged batteries should be replaced rather than repaired. Fire safety measures, including access to appropriate extinguishers, are essential.
Ongoing training in EV technology and safety is crucial for technicians to effectively manage the risks associated with thermal runaway.
With thank-you remarks to our gracious attendees and sponsors, Bisson ended the speaking portion of the event. A cocktail hour closed out the event, where everyone discussed the insights learned throughout the day. EV
FIT FOR THE FUTURE
NEW DIGS AND FRESH EV REPAIR KNOWLEDGE HAS WEINS COLLISION CENTRE PREPPED FOR THE FUTURE
BY ALLISON ROGERS
You know what they say: beauty is pain. The team at WEINS Collision Repair Centre’s Woodbine Avenue location in Markham, Ontario, knows that very well. The facility recently underwent years of construction, literally trekking through the mud to witness a marvel, marking a milestone in the company’s era of advancement.
These recent—and massive—transformations would not have been possible without two key aspects: a strong, supportive team and network of partners with a collaborative vision, and Victoria Blakeley, bodyshop operations manager, for WEINS Collision Repair Centres. Blakeley has worked with WEINS since 2015, taking the operational reins for both the company’s John Street and Woodbine Avenue locations.
Fresh out of high school, Blakeley began in the auto industry at an assembly plant, where she built cars as a summer job. From there, she worked at another automaker’s plant for 17 years, serving in team lead and quality check positions, where she honed her knack for organization and facilitating smooth operations.
“When it was time to move on, I figured—hey, I used to build cars. Let’s try fixing them. Then I found myself doing accounting for a bodyshop and was interested to see what a career in the collision repair space may look like.”
IN THE THICK OF IT
After three years of construction, the WEINS Collision Woodbine Avenue location grew from 3,500 sq. ft. to 18,851 sq. ft., more than doubling its floorspace—not to mention the addition of a sprawling parts space and brand-new equipment.
During a recent visit to the facility, Blakeley showed off her team’s colour-coordinated throughput process and raved about the team’s ability to make things work during the renovations. Ground broke in November 2020, but the collision repairs did not stop through the entire process.
Much work was rerouted to the company’s John Street location, but Blakeley recalls her staff had to get creative to ensure high repair standards were maintained in a much, much smaller workspace.
“All of our heavy hits and frame jobs went to John Street. They took our overflow for almost two years, on top of their existing workload. We could not have done this renovation without them and cannot thank them enough for their unwavering support,” said Blakeley.
She also gives credit to her team of technicians, painters and CSRs that stuck by the company’s side through the changes.
“I want them to be recognized—the ones that stuck it out alongside us. Everyone not working in the bodyshop was transferred elsewhere during construction, but we stayed here. We must give credit to the dedication of our team.
“I feel like their big sister and their mother all in one,” beamed Blakeley. “I’m so proud that, after everything we went through during the renos, our team has this beautiful, top-of-the-line space to work in.”
The refreshed facility only marked the beginning of revolutionary changes for WEINS.
Despite conditions working through construction, Blakeley is proud to say her team stuck through.
The staff at WEINS Collision Repair Centre recently secured its Electric Vehicle Handling Qualified (EVHQ) certification with Certified Collision Care. While the training only requires one appraiser and one bodyperson be trained for EV qualification— meaning two staff from each WEINS Collision Repair Centre location—Blakeley instead opted for the entire team, 21 staff members, undergo the training. WEINS is certified with seven OEMs, many of which offer electric models.
“This is a massive shift for the automotive industry. When you’re working with high voltage vehicles and have no knowledge of their systems, there’s a huge risk of injury. You need high voltage gloves; you need to work on rubber mats, among many other tools—all of which we have and are prepared to use.”
The EVHQ training course, administered by Certified Collision Care’s parent company, OEConnection, is designed to equip collision personnel with the information and training to help staff understand the dangers with EVs, as well as the processes and tooling recommended for completing EV repairs.
“There’s plenty of new intricacies we need to consider when we have electric vehicles on our production floor. And it can be life or death if you don’t know what you’re doing.
“I want to empower our team,” Blakeley continued. “The more we know, the better we are.”
As for other industry members looking to pursue proper EV repairs and training, Blakeley says knowledge truly is power.
“You need to have the knowledge, not just the stamp,” she said. “We at WEINS are not looking to simply check a box by attending this training. We want to be a leader in the collision repair industry. We must ensure our team is capable of repairing these new technologies in adherence with OEM standards and to the confidence of our customers.”
WEINS Auto Group, pronounced “Waynes”, was established in 1973 as Don Valley North Automotive Group, an extension of the Japanese business Yokohama Toyopet.
Since then, WEINS has become a prestigious automotive group with 15 dealerships across Ontario, employing 1,500 people group-wide and selling more than 25,000 vehicles per year.
The company’s “customer first” philosophy has helped them establish a positive reputation among their customers and given them the opportunity to continue their growth in the future.
THE ROAD AHEAD
“It’s an exciting, fast-paced time at WEINS Auto Group,” added Blakeley.
Blakeley is not one to keep still for long. It’s only a matter of time before she’s embarked on the next mission.
Currently, WEINS Collision Centre holds OEM certifications for Toyota, Lexus, Honda, Acura, Subaru, Genesis and Hyundai, in addition to a number of direct repair partnerships (DRPs).
WEINS Auto Group has two collision centres and aims to keep its customers within the WEINS ecosystem, should they be in need of service. The company touts 14 dealerships and eight brands across Ontario.
Being a dealership facility and part of the Consolidated Collision Services (CCS) network, WEINS prioritizes OEM procedures.
In her nine years with WEINS, Blakeley only recalls a single job that didn’t pan out due to insurer-repairer disagreements.
She believes it’s only a matter of time before something in the industry gives.
“Someone has to give in. I’ve met with all of our insurance partners recently, warning them that [OEM compliance] is a serious topic and it’s coming their way. It costs a lot to run a bodyshop in 2024. Paint and material costs increased 30 percent in 2022 alone; then you add adhesive, panel bonds, updated equipment. Plus, we must give our staff the appropriate raises,” she added, stressing that some of the WEINS Collision team touts 30-plus years of employment with the company.
“We need a market correction,” concluded Blakeley. “Soon.” EV
The front-of-house team at Weins Collision Centre Woodbine Avenue.
Victoria Blakeley, bodyshop operations manager, WEINS Collision Centres.
The entire WEINS team attended Certified Collision Care EVHQ training recently. Despite only needing one appraiser and one bodyperson certified for each shop to take in EVs confidently, Blakeley opted for the entire 21-person team to attend and become EVHQ certified.
WATTS THE STATUS?
A BREAKDOWN OF BATTERY-ELECTRIC VEHICLES ON CANADIAN ROADS
Every time your head hits the pillow, there are more electric vehicles on Canadian roads. Close to 185,000 new zero-emissions vehicles were registered in Canada last year; a 49 percent increase over 2022. Eleven percent of all new vehicle registrations last year were zero-emissions vehicles.
Our reporters scraped data on the current number of battery-electric vehicles registered per province or territory. To compare just how well-connected this network of electrified vehicles is, we looked at how many charging stations are in each region, too. Check out our findings to gauge when EVs will be in your bay. EV
NORTHWEST TERRITORIES
1,200 BEVs registered*
charging station locations *Data from Government of
2,490
All vehicle registration data is from Statistics Canada’s New motor vehicle registrations: Quarterly data visualization tool, unless otherwise noted. All charging station location data from Transport Canada Electric charging and alternative fuelling stations locator.
PRINCE EDWARD ISLAND
CURRENT CONSIDERATIONS
REPAIRING EVS VS. ICE VEHICLES
BY MICHAEL VAVAROUTSOS
There are some major differences—and tools—required for electric vehicle repairs, compared to ICE vehicles. For starters, EVs have a high voltage battery and high currents circulating through the entire unit. That’s the first maze the collision repair technician is faced with when they take on an EV.
It’s imperative to take proper precautions when beginning an EV repair. David Mayers, CEO of EV training provider Environmental Motorworks (EMW) stresses this.
“EVs contain voltage wiring throughout the unit, they can be in the weirdest spots. When it comes to collision repair, it can be quite dangerous,” he explained.
“You don’t have that in an ICE vehicle, you never have to worry about a wire that’s hanging down. But you really down these EVs in order to work on them safely.”
Mayers added that EMW has done small training exercises to demonstrate the dangers of working with these high voltage vehicles.
“Going back to the first generations of EVs, they were not really built as electric vehicles—they were like adapted ICE vehicles. At that time, many of the body parts and things like that were very much the same. But in the next generations, you’re seeing that they are very different.”
David Giles, EV education product specialist for ConsuLab and president of PoweredEV, says that manufacturers are continuously experimenting with different materials and processes for EVs.
All electric vehicles use metal, aluminium or even magnesium, said Giles. While the materials are like ones in which ICE vehicles use, the way in which they are used can be quite different.
“Aluminium forming is another big thing. Rather than having separate sections bolted together, they’re all [molded] in one piece,” Giles said, referring to methods like gigacasting.
“Where we conventionally would have rails, rear frame rails and so on that could be attached and removed. Some of these newer cars don’t have that capability. That means in a severe rear end collision, it’s more likely the car will be a total loss in comparison to ICE vehicles.”
The question of if EVs take longer to repair than ICE vehicles has been raised since EVs came into popularity. The fact of the matter is that EVs can sometimes take longer to repair, due to the electrical components mounted and placed in different areas within the engine bay and elsewhere inside the vehicle.
“I don’t think they take longer,” said Giles, “but I think
Even the tiniest wiring systems can contain considerable voltage.
“IN ONE OF OUR TRAINING COURSES, WE SHOWED THAT EVEN THE SMALLEST WIRING SETUPS, MAYBE 18-GAUGE, STILL CARRIES SOME PRETTY HIGH VOLTAGE.”
— DAVID MAYERS, CEO OF
ENVIRONMENTAL MOTORWORKS
there’s an inherent respect for the vehicles, knowing there’s high voltage there.
“At the end of the day, the vehicles themselves run the same, but having to remove the high voltage components can definitely be a little more time consuming.”
As EVs continue to increase in popularity, bodyshops should take the time to understand the differences of how to repair these types of vehicles. Since these vehicles are still relatively new to the market, it is important to take on as much specialized training as possible to ensure that technicians are EV-ready.
“Collision centres need to look at their own capacity, technician skill level, tooling requirements, charging infrastructure, model
mix of vehicles, partnership with local dealers and insurance relations, as well as stay on top of industry trends to ensure it makes business sense for them to offer and provide EV repairs,” said Paul Stella, manager of collision repair and refinish at Toyota Canada.
This not only involves the understanding of different components in an EV, but also being trained in safety precautions, proper repair procedures and handling, repairing and replacing the high voltage batteries.
“It’s extremely important for any collision repair centre to follow all manufacturer instructions and guidelines, especially the repair manual, to ensure proper steps are followed,” said Stella. EV
David Mayers is the CEO of Environmental Motoworks, which provides industry EV training.
David Giles lives and breaths EVs. The EV training coordinator for Consulab and founder of PoweredEV has worked with high voltage vehicles since the mid-2000s.
Paul Stella is the manager of collision repair and refinish at Toyota Canada. Toyota sells the Prius; hybrid versions of the Corolla, Camry and Rav4 models, among others.
David Mayers of EV trainer Environmental Motorworks points out how automakers are getting more exploratory with their EV designs, compared to previous model years. Maybe not this creative…yet.
CHARGING AHEAD
THE PATENTS LOOKING TO ELECTRIFY THE FUTURE OF EV TECHNOLOGY
BY SARAH PERKINS
In recent years, the automotive industry has witnessed a transition driven by the increasingly rapid evolution and adoption of electric vehicles (EVs). As roads become more and more electrically charged, so, too, do automotive inventions. This surge in technological advancements has led to an array of patents and designs, from cutting-edge battery technologies to novel charging solutions and beyond. Read on to see some recently patented ideas born for the future.
BATTERY THAT CAN BOOGIE
EV charging times remain a stressor for many manufacturers and drivers. Luckily, Ford has a patent that aims to address these concerns by seeking to develop a swappable battery system in electric and hybrid vehicles to eliminate range anxieties.
Published by the United States Patent and Trademark Office (USPTO) in May, and originally filed by Ford in 2018, the patent describes how vehicles could include “a propulsion system and another power source powering the propulsion system, and [would] further include a controller configured to enable unloading the first battery to a first charging station by propulsion of the vehicle towards and then away from the first charging station.”
Specifically, the technology describes electric and hybrid vehicles configured with batteries that could be individually disconnected and swapped with a fully charged alternative. In this way, rather than having a driver sit with their vehicle at a charging station, Ford proposes drivers keep a running lineup of fully charged batteries, swapping them out the way one would put new AA batteries in their toy race car.
DRIVE-IN DRIVETRAINS
Ford is also aiming to make EVs more entertaining for the public. For fans of both electric vehicles and drive-in movie theatres, Ford has filed a patent application that would turn the F-150 Lightning’s “front trunk,” or “frunk” into a retractable projector screen.
Here, the patent—originally published on April 24, 2024— specifically details a large screen that would be extendable from a case mounted toward the back of the frunk. When the frunk opened, the screen would rise out of a slot in the housing when summoned.
Unlike Ford’s battery-swapping patent’s goal of increased practicality, for the built-in frunk theatre, the automaker suggests that in this case, the feature would be ideal for entertainment when tailgating or camping.
A SHAKING SOLUTION
Another concern for both manufacturers and consumers surrounding electric vehicles—how they will perform in colder climates. For Chinese electric vehicle automaker Nio, one possible tech solution is giving vehicles the ability to shake off snow by themselves.
At the beginning of 2024, Nio demonstrated an early version of the technology by showcasing the ET9 electric sedan’s ability to perform a full body shake to clear large chunks of snow off of the windshield, roof and rear window, all within a matter of seconds.
As described by the automaker, this maneuver is part of the vehicle’s intelligent chassis system known as Sky Ride. This system integrates steer-by-wire, rear wheel steering and a fully active suspension system.
While it won’t protect the electric vehicle against decreased charge capacity due to cold weather, it is a more entertaining and hands-free take on the classic snow brush.
SOUND SPECTACLES
Just as Toyota hopes to give electric vehicles a familiar driving experience, Ferrari hopes to give them a familiar sound in a patent application for a sound transmission device axle that would feed sound directly into the vehicle cabin.
INCORPORATING INCONVENIENCE
While some automakers look to patent technology to advance EV performance, others look to ensure that future electric vehicles still maintain a familiar car feel.
For Toyota, this means incorporating inconvenience in the form of electric vehicles that still stall just like their internal combustion engine counterparts.
Toyota has long-since declared its desire to simulate a manual transmission in its fully electric vehicles with a shifter and clutch pedal. The reason for the design is to combat what Toyota feels would be “a sense of discomfort to the driver who knows the driving sensation of the manual transmission vehicle.” If a driver were to drop below an “idle speed,” the electric vehicle’s inverter would instantly set the electric motor’s torque to zero, simulating a stalling sensation with the vehicle receiving no more tractive power.
This feature would also be able to be shut off in favour of regular EV driving if desired.
Described as an “acoustic conduit” meant to act without speakers and be strictly pneumatic, the patent technology would see sound boxes added to Ferrari’s electric vehicle design that would help amplify or reduce the volume to an acceptable level before the sound reached inside the cabin.
Another solution that Ferrari has proposed to combat what it sees as the “almost inaudible” sound of EVs, is to equip electric vehicles with a variety of “aerophone instruments” arranged facing toward the direction of travel.
Acting as a kind of “pipe organ under the vehicle,” the design would ensure that air would travel through piping, or “actuation valves” when the car is in motion. Doing this would create air flow through, causing the tubes to vibrate and produce a unique humming sound. These tubes would vary in length and diameter with each dimensional adjustment creating a variation in tone while driving.
In this way, even with the required changes in EV manufacturing, for Ferrari, this patent design would allow the automaker to retain traditional grilles and maintain a familiar image in the wake of ongoing technological change. EV
IHIGH-VOLTAGE HOW-TOS
REPAIRING AN ELECTRIC VEHICLE IS ALL ABOUT HAVING THE RIGHT TOOLKIT
BY SARAH PERKINS, PHOTOS BY DAVID GILES
n early August, the Quebec government tabled a draft regulation towards the complete ban of the sale and renting of new internal combustion engine (ICE) vehicles starting in 2035 and Canada continues to make the push towards a greener future.
Like them or hate them, electric vehicles (EVs) are charging on the horizon and in order to keep up with the current of change, the modern repairer needs to know how to fix them. With their advanced technological parts and unique manufacturing, electric vehicles require a specific set of high-voltage how-tos—from tools to training—for a repairer to safely restore them to road-worthy conditions following a collision.
Keep reading to see what exactly should be inside of a repairer’s electric vehicle toolbox and to see what industry experts have to say about preparing for change.
THE ELECTRIC TOOLKIT
When fixing an electric vehicle, it is crucial to invest in the proper tools, technology and training. The high-voltage systems found within electric vehicles can present potentially life-threatening risks if a repairer does not know how to properly approach the technology. Read below to see a guide on what repairers should have in their toolkit when dealing with electric vehicles.
High-Voltage Safety Equipment
Working with the high-voltage systems found in electric vehicles requires specialized personal protective equipment (PPE) like insulated gloves, safety glasses and high-voltage resistant footwear. Repairers should also be equipped with insulated tools designed for high-voltage applications. These tools help prevent accidental electrical shocks when working on or around EV batteries and electrical components. Moreover, when looking at specific safety equipment, voltage detectors and insulation resistance testers are crucial for verifying that high-voltage systems have been de-energized before performing any repairs.
Battery Handling and Storage Equipment
Electric vehicle batteries are heavy and require specialized equipment for safe handling. As a result, battery handling systems, including lift tables and carts, can be used to help technicians move and manage batteries with greater ease and safety. Alongside this, secure and compliant storage solutions are necessary for safely storing removed or damaged batteries. These cabinets are specifically designed to handle the specific hazards associated with high-voltage batteries.
Another important battery handling tool|: fire suppression systems. In the instance of thermal runaway or other incidents, it is important to have a dedicated fire suppression system for electric vehicle batteries. Shops working on electric vehicles should ensure that they have fire extinguishers rated for electrical and lithium-ion fires.
Diagnostic and Calibration Tools
Due to their advanced technological and electric systems, electric vehicles often require specific diagnostic tools to interface with their onboard computers and sensors. Collision repair shops looking to work on electric vehicles should invest in advanced diagnostic scanners capable of reading and clearing codes, performing system tests and accessing manufacturer-specific data. Additionally, many EVs also require recalibration of sensors, cameras and driver assistance systems following repairs. Repairers should also make sure to keep up to date with the latest software updates for electric vehicles. Shops should ensure that they have the capability to perform over-the-air updates or access manufacturer software tools for updating vehicle systems.
Structural Repair Tools
Electric vehicles often rely on unique frame and unibody designs that require state-of-the-art frame straightening and measuring systems that can accommodate these structures. Technology such as heat induction tools are useful for reshaping metal without causing additional damage to the vehicle’s chassis. Laser measurement systems or other precision tools can also help repairers assess the vehicle’s intricate structures and to help maintain structural integrity.
Training and Certification
The EV landscape is constantly evolving and requires constant training to ensure repairers maintain a foundation of up-to-date knowledge. Many EV manufacturers offer certification programs to help technicians stay ahead. Check out this issue’s training course selections for more information.
Environmental Waste Management Tools
EV batteries and other components in electric vehicles must be disposed of properly to avoid creating environmental hazards. Collision repair shops intending to work on electric vehicles should investigate local bylaws in order to comply with area regulations for handling and recycling automotive waste.
“CONTINUOUS EDUCATION IS IMPORTANT DUE TO THE RAPID ADVANCEMENTS IN EV TECHNOLOGY, ENSURING THAT TECHNICIANS REMAIN CURRENT WITH THE LATEST REPAIR TECHNIQUES AND SAFETY PRACTICES.”
— DAVID GILES, EV EDUCATION PRODUCT SPECIALIST, CONSULAB & PRESIDENT, POWEREDEV
ELECTRIFIED EXPERT INSIGHTS
EV Repair further reached out to electric vehicle experts David Giles, co-founder of ALL EV CANADA and Glenville Singh, Professor, School of Transportation at Centennial College, to find out more information about what repairers need to safely repair an electric vehicle.
EV specialist David Giles says safely repairing an electric vehicle, “requires some specialized tools and equipment. PPE includes insulated gloves, face shields, safety glasses and arc flash clothing to protect against high-voltage risks. Diagnostic tools like high voltage multimetres and insulation testers are crucial to help test and verify repairs.”
“Specialized tools for handling heavy EV batteries, high voltage disconnects and thermal imaging cameras can become necessary,” continued Giles. “Facilities need battery storage areas, shop safety equipment, space for the work to be performed and EV charging stations.
When fixing an electric vehicle, it is crucial to invest in the proper tools, technology and training. The high-voltage systems found within electric vehicles can present potentially life-threatening risks if a repairer does not know how to properly approach the technology.
Additionally, shops need repair tools that are equipped to handle high voltage, such as torque wrenches and non-conductive panel removal tools to ensure secure connections and safe repairs. Continuous training and certifications like CSA High Voltage Safety are vital to stay updated on EV systems and protocols.”
When asked what safety procedures should be put in place to ensure that repairers can safely and effectively repair electric vehicles, Giles stressed that to have a safe and effective repair, “repairers should follow safety procedures.”
“These procedures include service disabling or disconnecting the vehicle’s high-voltage system electrically or mechanically and using insulated tools and personal protective equipment properly. Regular training on EV-specific safety protocols is essential alongside processes and procedure guidelines.
“Repair facilities should have an emergency response plan in place, including a lockout/tagout system to help prevent accidental energization. Proper signage and barriers should be in place to keep unauthorized personnel away from high-voltage areas.”
Finally, when looking at training requirements, Giles highlighted that “to safely and effectively repair an electric vehicle, technicians must undergo specialized training.”
“THE TOOLING FOR TECHNICIANS TO WORK ON EVS HAS EVOLVED FROM TOOLS TO GET THE WORK DONE TO TOOLS TO GET THE WORK DONE SAFELY FOR BOTH THE TECHNICIAN AND OTHERS WORKING IN CLOSE PROXIMITY TO THE VEHICLE.”
— GLENVILLE SIGNH, PROFESSOR, SCHOOL OF TRANSPORTATION AT CENTENNIAL COLLEGE
When asked what safety procedures should be put in place to ensure that repairers can safely and effectively repair electric vehicles, Giles stressed that to have a safe and effective repair, “repairers should follow safety procedures.”
“Another important tool used on EVs is an insulation resistance metre used to measure lost isolation between the high voltage system and the vehicle chassis. From here, all technicians working on an EV should wear an arc flash suit with the appropriate arc flash rating for the vehicle being worked on,” said Signh.
“This includes understanding high-voltage systems, battery management and electric drivetrain components. Training should cover diagnostic procedures, safety protocols for handling highvoltage battery systems as well as the use of specialized tools and equipment. Additionally, technicians need to be familiar with software updates and electronics unique to EVs.
“Certifications from recognized organizations such as I-CAR, ASE or CSA, enhance credibility and ensure industry standards. Continuous education is important due to the rapid advancement in EV technology, ensuring that technicians remain current with the latest repair techniques and safety practices.”
Comparatively, for Centennial College professor Glenville Singh, “the tooling for technicians to work on EVs has evolved from tools to get the work done to tools to get the work done safely for both the technician and others working in close proximity to the vehicle.”
“Some basic tools used include insulated tools, which are used whenever there is high voltage present or the potential for high voltage to be present. Category III or Category IV digital multimetres from a reputable manufacturer, these tools help meet the necessary safety requirements to measure the high-voltage found in EVs and also handle high transient voltage spikes.”
“Another important tool used on EVs is an insulation resistance metre used to measure lost isolation between the high voltage system and the vehicle chassis. From here, all technicians working on an EV should wear an arc flash suit with the appropriate arc flash rating for the vehicle being worked on. This suit should be worn when working on live high-voltage systems, or when disabling the high voltage system so it can be worked on safely or when the potential for high voltage is present.”
In terms of safe procedures, Singh stressed that “before work is carried out on an EV, the technician should disable the high voltage system following the vehicle manufacturer’s procedures.
Proper training is vital for safe and proper repair of EVs. All personnel working on or around EVs should have at minimum, some level of high voltage training.”
Singh concluded that “at Centennial College, we offer EV training to any shop, dealership or fleet that would like to train their employees on the fundamentals of electric vehicles. There are two programs currently available; one course designed for the automotive sector where EVs are most prominent and the other tailored to the transit sector as most transit agencies are transitioning to electric-powered buses. The programs consist of six courses each centred around high voltage identification and safety personnel protection, tooling, disabling (lockout and tagout), high voltage battery, drive systems, high voltage control and high voltage accessories to high voltage system maintenance. The course also teaches basic failure and troubleshooting for electric vehicles.” EV
HIGH-VOLTAGE HANDLING
PREPARING FOR ELECTRIC VEHICLES ALL BEGINS WITH THE PROPER PPE
BY GLENVILLE SINGH
More and more driveways are now adorned with electric or hybrid electric vehicles. Transit agencies are migrating from internal combustion (ICE) to electric buses. Many transport trucking companies have begun the leap forward. As we exit the dawn of the electric vehicle (EV) era and enter the new age of mobility—where EVs are becoming more dominant instead of the novel item they once were—repair technicians are having to pivot from the norms of internal combustion engine repair to learn a new type of propulsion technology.
Yes, the electric drives and zero emissions vehicle is unlike anything the industry has ever seen, and yes, we have certainly made giant strides in a short while with regards to EV repairs as even the aftermarket industry and private shops are getting involved with maintenance and repair of these said vehicles. However, little is said of the other side of the spectrum, the people charged with repairing the body and structures of these electric vehicles after an accident.
Why is this? Well, a repair technician can disable the high voltage system before it is sent to the body repair person, but if I were a body repair technician, I would like to have the ability to confirm that the system is truly disabled—not because of mistrust, but because of the severity of not guaranteeing that zero volts are present. Aside from the fact that body technicians have to learn how to navigate working with new materials designed to be lighter to minimize energy usage, and stronger to protect vital parts such as the energy storage systems (ESS) (batteries), they now have to also be concerned with potentially dangerous high voltage wires that can be harmful if voltage is present, making the risk of an electric shock or electrocution always front and center.
But this article is not about the advancement in new materials and the skills body repair personnel need to repair them, instead, I will focus on a more profound topic essential for safety and best practice when performing body repair on electric vehicles:
high voltage safety and personal protection. So, what should body repair technicians know when they are about to work on an electric vehicle?
Well, a body repair technician should have at minimum some form of basic high voltage safety training design with a handson approach that allows easy synthesizing of information into knowledge through experiential learning.
A body technician should be able to:
✓ Identify high voltage circuits and systems found on the EV.
✓ Understand that an orange wire, no matter how small, should be treated as a live high-voltage wire until otherwise proven.
✓ Identify where on the vehicle the high voltage systems are and the routing of all high voltage wires. This will further enable the technician to prevent the rupture of any high voltage wire while carrying out their repairs.
✓ Know what personal protection equipment (PPE) is required to test for high voltage.
✓ Inspect and test all PPEs before use.
✓ Know how to verify that the high-voltage system is disabled.
Institutions like Centennial College have risen to the challenge of providing training on EVs to technicians and body repair personnel with our industry-leading EV training programs for the automotive and the transit sector. The high-voltage safety course offered by Centennial College would be a great start for a body repair technician who is working on EVs.
So, let’s start from the beginning shall we? A body repair technician needs access to high voltage gloves—class 0 gloves to be exact—and this will protect them from voltages up to 1000 volts AC or 1500 vols DC. These gloves are only required when confirming the presence of high voltage and once zero volts has
GLENVILLE SINGH has been a professor for the Centennial College School of Transportation, Truck and Coach Department for 15 years. He has also worked as a curriculum developer for the Canadian Automotive Repair and Service Council (CARS) and as a Truck and Coach technician at a few dealerships. Most recently, he has taken on the role of developing and delivering hybrid and electric bus training allowing Centennial College to meet the needs of the transit sector. These hybrid and electric bus courses are the first of their kind offered by a college or training institution, they allow technicians to gain the necessary fundamentals about hybrid and electric buses, allowing them to accelerate their knowledge during OEM training.
TRAINING SPOTLIGHT
EMPOWERING GROWTH AND SUCCESS
been confirmed the gloves can be removed. A repairer should also know to inspect high voltage gloves for leaks, expiry dates and shelf life. In terms of tools, the body technicians should know how to use a digital multimeter (DMM) to confirm that all high voltage wires have zero volts before they start working and they should be able to recognize a CAT 111 or CAT 1V DMM and probes which are required for checking high voltage on EVs.
To ensure a body technician’s safety, repairers should always approach a high voltage wire as live until it has been tested and confirmed to have zero volts, because of the previously stated statement one should recognize the probability of an arc flash and take the necessary precautions. Here, an arc flash suit rated for the voltage level of the vehicle being worked on should be worn when testing for the presence of high voltage, and a category three arc flash suit will more than suffice as it is rated for 25 Cal/CM2.
Another safety item that a body technician should employ is a second person, often called a spotter, to assist when confirming that the vehicle’s high-voltage system has been disabled. The spotter should have in their procession or close at hand a shepherd’s hook, (an insulated rod usually made from fiberglass or other non-conductive material) used to pull a person away from an electrical source in the event of an electric shock.
As we navigate the EV space, everyone involved has their own set of issues to contend with: manufacturers worry about production, supply, sales, and safety, consumers are concerned about range, cost, and safety, repair technicians have to learn a new set of skills and knowledge all while working safely, recyclers have to know what can be recycled, and how to dispose of what cannot be recycled as environmentally as possible all while being as safe as possible, and so, a body repair technician is no different in that they now have to take on a new role of ensuring that the vehicle they are about to work on is safe by confirming for themselves that the high voltage system on the vehicle is disabled and zero volts are present in all high voltage wires. They must be cautious and cognizant of the fact that the ESS will always have stored energy and as such, they must follow the manufacturer’s recommendations when welding, heating or cutting within close proximity of these ESS. However, I will leave the welding talk for another day. EV
EXPERIENCE EXCELLENCE WITH THESE DIVERSE TRAINING INSTITUTIONS AND CUTTING-EDGE PRODUCTS
Increase high-margin, steel, and aluminum auto body repairs with the Car-O-Liner® CDR™1. ere is a CDR™1 to meet any workshop’s needs. Upgrade and add more great repair solutions to your all-in-one workstation.
Steel + Aluminum
Steel + Aluminum + Glue
Steel + Aluminum + Glue + Holder Kit + Pull-Pull
A body technician should employ a spotter to assist when confirming that the vehicle’s high-voltage system has been disabled. The spotter should have in their procession or close at hand a shepherd’s hook to pull a person away from an electrical source in the event of an electric shock.
A body repair technician needs access to high voltage gloves—class 0 gloves to be exact—and this will protect them from voltages up to 1000 volts AC or 1500 vols DC.
POWER POINTS
WHAT’S THE POINT OF INSTALLING AN EV CHARGER ON-SITE?
BY ALLISON ROGERS
If you’re wondering how to get the word out that your collision centre is capable of repairing electric vehicles, a great first step is installing some Level 2 charging stations, according to David Giles, EV training coordinator for Consulab and founder of PoweredEV Consulting.
Giles believes that businesses capable of handling EV claims could seriously benefit from adding charging stations in a visible area of their property, as the presence of these chargers sends a clear message to EV owners who might be passing by.
“[Having EV chargers on-site] sends a clear message to customers. It signifies your commitment to electric vehicles and shows your dedication to serving EV owners. There’s not a lot of marketing required when it’s done the right way.”
He added that businesses with charging stations and clear EV affiliation can advertise on social media with more success.
“You could join an EV owner Facebook group and simply make a post informing members that they work on EVs…but it could be seen as an ad and get deleted. If you post something saying,
‘We just installed some EV chargers on-site to service customer vehicles more effectively! Come see us for all of your EV repair needs,’ you have a clear affiliation with electric vehicles and it’s portrayed as an update rather than an advertisement.”
Further, the presence of your own Level 2 charger allows a business to streamline some processes related to EV damage.
“Sometimes, in a collision event, there’s damage in that high voltage battery. You might be required to securely store the vehicle in the meantime. Having a charger on-site means you have the opportunity to monitor and manage battery health.
“Plus, after the repair is complete, having that easy access to a charging station means you can verify the battery status and validate it still holds a charge.”
Not to mention that charging stations could allow you to add an extra “oomph” to your customer service.
“It’s like cleaning a customer’s car or detailing it after a repair. If you recharge their vehicle for pick-up, your customer service is going that extra mile.”
As for the maintenance aspect, Giles said Level 2 Charging Stations require “virtually zero maintenance” if used properly. Rather, it’s more about diligence and keeping things under control.
“There are some Level 2 stations where you need a key to operate the charger. So, it won’t charge unless the technician has the control key. That way you’re not dealing with someone rolling in at 2 a.m. using your business’s charger.”
Giles said the cost of such chargers may be surprising to some, adding that he saw a $1,500 unit just the other day in a flyer.
“It’s a fairly cheap investment—you could spend more on other marketing efforts that aren’t nearly as effective.”
Giles said he recently received a call from a local friend who owns a glass centre. He was keen to get the word out that his facility handles Tesla glass claims—so Giles advised him to install some chargers in a visible area out front.
“It worked!” he said.
If you’re asking yourself if adding a public charging station to your property is a good business venture, Giles would advise against it.
“It would be a high cost with not a great return on investment, plus some big time constraints in some areas. Even with Level 2, open-to-the-public chargers—there’s not enough monetary value to make it worthwhile.
“Installing Level 2 chargers, though—I totally believe the value in that.” EV
“HAVING
EV CHARGERS ON-SITE SIGNIFIES YOUR COMMITMENT TO ELECTRIC VEHICLES AND SHOWS YOUR DEDICATION TO SERVING EV OWNERS.”
HOW SHOPS CAN PREPARE FOR REFINISHING ELECTRIC VEHICLES
BY SARAH PERKINS
While the fundamental principles of refinishing remain the same, electric vehicles present unique challenges and opportunities due to their distinct construction materials and electrical components. From lightweight materials such as aluminum and composite panels to high-voltage electrical systems, electric vehicles require extra precautions to avoid damage during the refinishing process. Comparatively, advances in paint technology and repair methods increasingly tailored to electric vehicles offer repairers new opportunities for achieving a high-quality finish that enhances both durability and aesthetics. Read below to learn more about what materials and procedures should be taken when refinishing an electric vehicle and see what the industry has to say about what it means to continue to paint for the future.
A TECHNICAL TOOLKIT
When refinishing an electric vehicle, there are several key aspects to consider:
1. Automotive materials: Many electric vehicles use aluminum for lightweighting, which requires specific handling and refinishing techniques.
2. Battery packs: Electric vehicles are equipped with large battery packs that can be vulnerable during repairs. Ensuring these are properly protected is crucial.
3. Electronic systems: Electric vehicles have complex electronic systems that require careful handling to avoid damage. Because of these electric systems, electric vehicles are unable to be cured in paint booths at high temperatures without risking damage.
Greg Askew of AkzoNobel pointed out that, while collision repairers have preached the importance of ascribing to OEM procedures for years, “it’s time to ensure the refinisher is included in the plan.”
AN ELECTRIC EFFORT: THE PROCESS OF REFINISHING AN ELECTRIC VEHICLE
1. Assessment and Preparation: Before refinishing an electric vehicle, begin with a thorough inspection of the damage. Pay particular attention to the battery pack, wiring and electronic components. Additionally, it is vital to disconnect the power to the vehicle to ensure that its high-voltage systems are properly shut down. All sensitive electronic components must be protected with sheeting to avoid contamination or damage during the refinishing process.
2. Surface Preparation: Like an internal combustion engine (ICE) vehicle, electric vehicles should be washed to remove any debris or contaminants. This is particularly important when working on the aluminum parts so common to electric vehicles as contaminants can affect paint adhesion. Damaged areas should be sanded to create a smooth surface and material-specific grits should be used to avoid damaging the underlying metal or finish.
3. Priming: As with the grits used, when refinishing an electric vehicle, a primer that is compatible with the vehicle’s materials should also be used. For aluminum, a self-etching primer should be used to ensure proper adhesion. After the primer has cured, sand the surface to ensure a smooth base for the topcoat.
4. Painting and Curing: Global Finishing Solutions (GFS) in “The Electric Slide—How Bodyshops are Safely and Efficiently Stepping into Electric Vehicle Refinishing” notes in greater detail that “because of the powerful battery, electric vehicles are unable to be cured in paint booths at high temperatures. As a result, shops have uncovered more innovative curing methods on electric vehicles, including the implementation of short-wave electric infrared (IR) technology.”
“ADJUSTING LONG-STANDING REFINISH PROCEDURES TO ACCOMMODATE TECHNOLOGICAL ADVANCEMENTS DOESN’T HAVE TO BE COMPLICATED OR INHERENTLY CONFUSING.”
— GREG ASKEW, TECHNICAL SERVICES SPECIALIST AT AKZONOBEL VEHICLE REFINISHES
The report continues that “the maximum drying temperatures of high-voltage batteries vary among manufacturers, but statements specify that curing temperatures for electric and hybrid vehicles should not exceed 140 to 150 degrees Fahrenheit.”
“Since electric vehicles are unable to be cured in a normal paint booth cure cycle, an extended low cure cycle is typically used. However, an extended low cure cycle doubles the bake time, reducing overall throughput and significantly slowing down operations. Even when using an express-style clear coat, paint quality issues arise—a problem that is magnified when working on luxury vehicles. To quickly cure electric vehicle without causing damage, the best solution,” for GFS is short wave electric IR technology.”
Using these systems, “temperatures on the exterior of the vehicle might eclipse 200 degrees, but the interior of the vehicle will not surpass 100 degrees. Therefore, the battery will not overheat, protecting the vehicle and the technician.” As a result, “electric IR technology reduces drying time for both the preparation and painting phases of the repair process. Short wave electric IR can cure up to three layers with one pass, without skinning or solvent popping the top layer.”
AN EXPERT TOUCH
We reached out to experts from the industry to find out more about what steps should be taken when refinishing an electric vehicle. When speaking with Greg Askew, Technical Services Specialist at AkzoNobel Vehicle Refinishes, he commented that with the increase in technologically advanced vehicles, “longstanding repair procedures may no longer align with the advancement incorporated in new vehicles.”
This is because, “the elevated temperatures commonly used when force-drying an automotive system have the potential to cause thermal damage to the high-voltage battery. The possibility of booth curing temperatures being too high is something that technicians rarely, if ever, contemplated in the past.”
Askew further confirmed that “high-voltage batteries that store the energy needed to propel electric vehicles are sensitive to extreme temperatures and may be irreversibly damaged or destroyed if the proper procedures are not followed when performing repair and refinish operations. All vehicle repair plans should begin by referencing the OEM procedures and following them throughout all phases of the repair.”
For Askew, it is also “critical for the repairer to be fully informed of the necessary processes and precautions; not only to protect the vehicle battery, but to minimize the chance of a life-threatening explosion or fire.”
When asked about the specific tools and technology to consider when working on an electric vehicle, Askew noted that “the vehicle’s battery temperature is moderated by utilizing various battery thermal management system (BTMS) technologies, dependent on manufacturer. These cooling and heating systems are designed to maintain the battery temperature within the optimal functioning range, which contributes to the expected performance and lifespan of the battery cells.”
“Electric and hybrid-electric vehicle repairs may often require disconnecting the power sources, thereby disabling the active BTMS and rendering the high-voltage battery unprotected from temperature extremes like those that occur when curing the paint in the booth. Even if the BTMS is functional, concerns for battery heat exposure remain and the repairer must still follow the parameters provided by the OEM to prevent possible thermal damage to the battery system.”
“It is critical to consider factors such as bake temperature, surface temperature and ramp time when planning the refinish procedure, as they are directly related to the time and temperature parameters the OEM guidelines will provide,” Askew said. “After reviewing and understanding the time and temperature parameters set by the OEM, there are often several paint product-system selections that can be effective in reducing bake time, temperature or both.”
“Some clear coat systems are designed specifically for low bake temperatures or ambient air-dry conditions. Others offer various bake times and temperatures depending on hardener and accelerator selections.”
“Another option to consider,” Askew continued, “is when the vehicle will be painted. Scheduling the EV as the last job of the day may allow for an extended dry time at a reduced booth temperature or an overnight drying period at ambient temperatures, which
will eliminate the elevated temperature concern. If choosing this option, always ensure the ambient temperature will be high enough to cure the paint as curing virtually stops at low temperatures.”
On this note, Askew highlighted how “depending on the specifics of the repair and the equipment available, infrared curing may be an excellent solution. Most clear coat technical data includes a guidance on infrared. When using infrared, the heat energy is localized and, in most solutions, will not directly impact the battery system. However, through this process, it is critical to be aware of the locations of high-voltage batteries to avoid inadvertently overheating the battery.”
With these technological considerations and procedures in mind, Askew concluded that while the automotive repair industry may be at a learning curve, ultimately, “adjusting long-standing refinish procedures to accommodate technological advancements doesn’t have to be complicated or inherently confusing.”
“The most important part of this challenge is awareness. Creating a repair plan with OEM repair procedures as the foundation is key. Due to the nature of collision repairs, body technicians have long been required to follow the vehicle manufacturer’s procedures. Now, it’s time to ensure the refinisher is included in the plan.”
Greg Askew, Technical Services Specialist at AkzoNobel Vehicle Refinishes
Robert Pittenger, Learning Content Manager, Global Refinish, Axalta
High voltage is no joke. Robert Pittenger of Axalta told EV Repair mag that simply moving the vehicle can produce unintended electricity due to the EV charging systems being connected to the wheel movement.
Moreover, when speaking with Robert Pittenger, Learning Content Manager, Global Refinish, Axalta stressed that first and foremost, “the main requirements when refinishing an electric vehicle is to practice safety from start to finish.”
“Electric vehicles have high-voltage systems that are different from internal combustion engines and as a result, have specific time and temperature limits.”
Furthermore, like Askew, Pittenger outlined how “the main concern with EVs is the high-voltage systems and the possibility of unintended electrical discharge. The first step when working on an electric vehicle is to make sure there is no damage to the high-voltage system. The second step—check that the vehicle cannot be switched on accidentally. There are protocols for each individual vehicle, including receiving the vehicle, moving, disassembly and disconnecting the power if needed.”
“This involves,” Pittenger continued, specialized training, PPE and equipment. Be sure everyone in the shop is aware of the dangers and does not work on anything unless they are fully trained and qualified to do so. Just moving the vehicle can produce unintended electricity due to the EV charging systems being connected to the wheel movement. The use of specialized
“BE SURE EVERYONE IN THE SHOP IS AWARE OF THE DANGERS AND DOES NOT WORK ON ANYTHING UNLESS THEY ARE FULLY TRAINED AND QUALIFIED TO DO SO. JUST MOVING THE VEHICLE CAN PRODUCE UNINTENDED ELECTRICITY DUE TO THE EV CHARGING SYSTEMS BEING CONNECTED TO THE WHEEL MOVEMENT.”
— ROBERT PITTENGER, LEARNING CONTENT MANAGER, GLOBAL REFINISH, AXALTA
wheel dolly or tire skates may be needed to ensure the wheels don’t turn when moving it to different stations.”
In terms of curing and refinishing procedures for electric vehicles, Pittenger agreed that “lower bake temperatures are especially helpful, so whenever possible, using products that do not require high temperature baking or have a shorter bake time is also helpful. Products that offer fast cure times and low energy are also very helpful for productivity due to the ability to cure in less time at lower temperatures.”
“Ultimately, each manufacturer, and even each vehicle model, may have different requirements for drying or baking temperatures. Be sure to check the OEM procedures. In general, a maximum of 140 degrees Fahrenheit or 60 degrees Celsius for 45 minutes is common, but always check each manufacturer to be sure that you stay within an allowable limit. Otherwise, there is the risk that you will compromise the battery or worse, destroy the battery and possibly cause a safety incident.”
When asked about how repairers should navigate around the high-voltage battery while working on an electric vehicle, Pittenger concluded that it’s all about being informed and staying up to date on vehicle knowledge.
“Electric vehicles should be assigned to an EV specialized technician and dedicated EV bay. Limit contact with the vehicle to only those that are fully trained on the hazards. Often, there are also ADAS procedures that are critical for proper repairs. Instructions with ADAS and OEM procedures specific to the vehicles should be provided to the specialized EV technician about the vehicle before starting a refinishing job.”
In this way, for both Askew and Pittenger, while the future of electric vehicles may present high voltage hurdles that repairers will need to overcome, the future is not as daunting as it perhaps seems so long as repairers also practice procedure and accept the learning curve of painting for the future. EV
As Greg Askew of AkzoNobel put it, “The possibility of booth curing temperatures being too high is something that technicians rarely, if ever, contemplated in the past.”
A BATTERY’S BIOLOGICAL CLOCK
IN SOME CASES, BATTERIES OUTLAST EVS
BY ALLISON ROGERS
There are some widespread misconceptions about how long EV batteries last. In fact, the average consumer will often think that their EV battery needs to be replaced on a near-annual basis. According to electric vehicle researcher Recurrent, that couldn’t be further from the truth.
In a March 2023 report, Recurrent collected data from owner-reported battery replacements on its platform, pooling data from about 15,000 EV owners. According to the findings, electric car batteries have much longer lifespans than the general perception. Plenty of automakers themselves say that EV batteries can outlast the vehicles themselves.
In its community of EV owners, only 1.5 percent of batteries have failed or required replacement, says Recurrent.
“Very few [electric vehicle batteries] have been replaced, even once the eight-year, 100,000-mile warranty period ends,” reads the company’s battery degradation report.
Non-recall battery replacements are highest in the 2013 Tesla Model S (8.5 percent); 2014 Tesla Model S (7.3 percent); 2015 Tesla Model S; 2011 Nissan LEAF (8.3 percent) and 2012 Nissan LEAF (3.5 percent). Chevrolet Bolt and Hyundai Kona EVs have much higher battery replacement rates due to manufacturer recalls.
Recurrent says that EV battery replacements can cost anywhere between $5,000 and $20,000, depending on the model.
The Tesla Model S, first released in 2012, and Nissan LEAF, first released in 2011, have the highest battery replacement frequency—a fact Recurrent speculates is due to the sheer fact they’ve been around the longest, giving them more time to rack up replacements compared to newer models.
There are plenty of differences between batteries used in smartphones and battery packs used in electric vehicles—size being a big one. EV batteries do degrade depending on the number of charge cycles—which you have likely heard about your phone—but EV batteries are hardwired to protect the battery from degradation factors like overcharging and extreme temperatures.
“USED EV SHOPPERS WORRY THAT THE CAR BATTERY WILL DEGRADE QUICKLY LIKE A MOBILE PHONE BATTERY. THAT IS NOT A GOOD COMPARISON.”
— LIZ NAJMAN LEAD RESEARCHER, RECURRENT
“Used EV shoppers worry that the car battery will degrade quickly like a mobile phone battery,” said Liz Najman, lead researcher at Recurrent. “That is not a good comparison because EV [battery] packs are complex technology with battery management systems that carefully regulate things like charging and temperature.”
While battery replacements are few and far between, Recurrent found that range does decrease depending on vehicle age and the number of charge cycles.
Manufacturer warranty replacements aside, Nissan LEAF and Tesla Model S vehicles see the highest number of battery replacements; but, as two of the oldest models in the all-electric fleet, that fact can be explained by age. Overall, older EVs see more battery replacements than newer ones.
“Almost all of the batteries we’ve ever made are still in cars, and we’ve been selling electric cars for 12 years,” said Nic Thomas, Nissan’s marketing director for the United Kingdom.
“ALMOST ALL OF THE [EV] BATTERIES WE’VE EVER MADE ARE STILL IN CARS, AND WE’VE BEEN SELLING ELECTRIC CARS FOR 12 YEARS.”
— NIC THOMAS MARKETING DIRECTOR, NISSAN U.K.
Another interesting takeaway in Recurrent’s data is that, despite a smaller battery pack and a comparatively lower range, older BMW i3 batteries have held up well. The vehicle’s 22 kWh and 33 kWh battery variations both degrade at similar rates and hit 160,000 kilometres with approximately 80 percent of original capacity remaining.
Recurrent is also tracking data on newer models, like the Ford Mustang Mach-E and the Hyundai Ioniq, but the data is too new to be conclusive, they say.
Recurrent collects data on electric vehicle batteries, sourced from its database of more than 15,000 EV owners. Data includes battery replacement, EV range, battery replacement cost, cold weather performance and much more. Visit recurrentauto.com for more information. EV
A partially built Tesla Model Y showing the vehicle’s structural battery pack. Tesla connects the front and rear single-piece casts directly to the battery pack and seats are bolted directly to the pack.
The BMW i3 and its battery pack. Despite its smaller kWh size compared to to other EV battery packs, i3 batteries have “held up well,” says Recurrent’s data. Photo from BMW Group.
RISING TO THE CHALLENGE
COLLISION REPAIR CENTRES GEAR UP FOR ELECTRIC VEHICLE REPAIRS AMID SURGING DEMAND
BY MICHAEL VAVAROUTSOS
Plenty of collision repairs centres are beginning to get certified to be able to repair electric vehicles (EVs). Over the past few years, EV sales have taken off, causing significant growth both on the roads and in shops.
It is important for collision repair centres to truly understand how to repair an EV safely and successfully. To do this, shops must be properly trained and become a certified shop. EVs are quickly becoming the car of the future, and it seems like it isn’t going to be slowing down anytime soon.
Collision Repair magazine spoke with four collision repair centres to gather information on their experience repairing EVs.
“IT’S NOT FEASIBLE TO KNOW 20 BRANDS OR DIFFERENT MODELS OR DIFFERENT MANUFACTURERS. YOU NEED TO HOME IN AND FOCUS ON THE BRANDS THAT YOU WANT TO SPECIALIZE IN.”
—
JEFF PABST, GENERAL MANAGER, PFAFF AUTOWORKS
PFAFF AUTOWORKS | MARKHAM, ONTARIO
Pfaff Autoworks started taking in EV repairs as soon as they started hitting Canadian roads—as early as 2012. The repair centre focuses on Volkswagen, Audi, Porsche, BMW, McLaren and Tesla.
The facility only repairs what they are certified to repair. The total percentage for EV repair at Pfaff Autoworks is 25 to 30 percent, with two to three percent of vehicles being off brand.
“If it’s a bumper job on a Mercedes or Toyota, we’ll do it. But if they need a frame rail or have frame damage, we don’t touch it,” said Jeff Pabst, general manager of Canadian Collision at Pfaff Autoworks.
To be properly trained, Pfaff employees had to do specific manufacturer training for each of their certified brands. At first, Pabst says that there were minor struggles when they started taking in EVs, saying that it was unknown territory for them. However, once employees became familiar and comfortable with it, it began to become clear as to what needs to happen.
“Focus on what you want to do. When you become certified, you must know the brands,” Pabst said.
“It’s not feasible to know 20 brands or different models or different manufacturers. You need to home in and focus on the brands that you want to specialize in. Being a jack-of-all-trades is a thing of the past in this industry.”
Jeff Pabst, general manager of Pfaff Autoworks, believes you need to focus on what you know when it comes to EVs, adding that he feels being a “jack-of-alltrades” to be a dated strategy.
In terms of high-voltage vehicles, Pfaff Autoworks repairs Volkswagen, Audi, Porsche, BMW, McLaren and Tesla.
CSN ELITE BODY SHOP, CSN ELITE XPRESS AND OK TIRE NORTH SHORE | NORTH VANCOUVER, BRITISH COLUMBIA
CSN Elite Body Shop became certified with Teslas just over two years ago in July 2022, but their experience handling EV repairs didn’t start then.
The collision repair shop also started on EV repairs as soon as zero-emissions cars came on the market. Right now, 30 percent of their repairs are just Tesla, with a small percentage of other EVs.
“We’re allowed to get parts for other cars, but the ones with restrictions are the ones you have to be certified for,” said Wade Bartok, president and CEO of CSN Elite Body Shop.
Bartok also says that they are still waiting to get certified by other EV companies.
“We’re on the sideline with VinFast and Rivian. They’re just waiting until there’s a bit more market. So, we’ve got the equipment and training ready to go.”
To work on the vehicles that you are certified with, Bartok agreed there is some robust training to complete beforehand.
“It’s all online, so it’s up to you to do the training. There was probably over 10 hours of training, it’s mostly about safety and how to repair the cars properly,” he said.
“OUR EV TRAINING WAS ALL ONLINE, SO IT’S UP TO YOU TO DO THE TRAINING.”
—
WADE BARTOK, PRESIDENT AND CEO OF CSN ELITE BODY SHOP, CSN ELITE XPRESS, OK TIRE NORTH SHORE
When first taking in EVs, Bartok says that the main struggle was around change management but becoming certified really helped to tackle this. During that time, even the office administrative side had their struggles, but that also dissipated quickly.
“My advice is to embrace the change and embrace the future. EVs aren’t pulling away, it’s better to be in the game than out of the game. Make the investment, purchase the equipment, but I would say just go for it,” Bartok said.
About 30 percent of repair orders at CSN Elite Xpress are Tesla repairs, said president and CEO Wade Bartok.
Wade Batrok added that there’s robust training involved if you want to be prepared to handle EV repairs.
Dilraj Sekhon said that, if you understand EVs, you’re likely to understand hybrid service requirements, too, and vice-versa.
R&S AUTO | NORTH YORK, ONTARIO
Even though R&S Auto isn’t certified with any EV automakers, they have been taking on hybrids since 2011, and have completed training for EVs as they started coming out.
Employees at R&S Auto have trained themselves through a WorldPac STX training session conducted by Mark Lemay, which he holds on EVs and hybrids. Dilraj Sekhon, service advisor at R&S Auto, says that this has helped them understand how to repair these vehicles.
“Once we understood the technology, and once we did a couple of training sessions, we kind of understood that they’re exactly like hybrid vehicles. If you understand how to service a hybrid vehicle, you can understand how to service an EV,” he said.
When first taking on EV repairs, Sekhon says that their shops didn’t have many struggles due to their strong understanding with hybrid vehicles. However, there were some challenges on the business side.
“We had challenges educating customers and bridging that gap and that understanding between a traditional car and an EV. Sometimes certain things are different on an EV than they traditionally would be on a regular gas car, so if we’re talking to a customer and we must explain why we have to replace a certain part or what diagnostics are involved for us to understand how we can fix this repair car and get it going again,” Sekhon said.
Sekhon highly recommends taking on EV repairs. To be successful, he says that shops should get educated and embrace it with an open mind.
“IF YOU UNDERSTAND HOW TO SERVICE A HYBRID VEHICLE, YOU CAN UNDERSTAND HOW TO SERVICE AN EV.”
— DILRAJ SEKHON, SERVICE ADVISOR, R&S AUTO
DON-MOR AUTOMOTIVE GROUP | LONDON, ONTARIO
Funny enough, Jeff Brown, the general manager at Don-Mor Automotive Group says that the biggest struggle faced when they first took in EVs was their staff getting used to driving them.
Don-Mor Automotive Group first started taking in EV repairs in December of last year when they were first certified by Tesla, followed by VinFast. Today, around 10 percent of their total repairs are EVs, with around 20 percent having some sort of electrification.
Don-Mor Automotive Group is also certified by GM and Ford, which gives them vehicles like the Chevrolet Bolt and Ford Fusion. However, Brown says that they are more than happy to take just about anything.
“We’ll take on just about anything. Our folks went through a whole bunch of EV certification, the safety procedures and things like that. We’ve got a lot of generic equipment that’s good for it. We pursued CCC’s generic EV certification, so we’re happy to touch up pretty much anything.”
To take on EV repairs, the team at Don-Mor Automotive Group completed training programs from Tesla, CCC and I-CAR.
Brown believes that the best advice he would give to collision centres taking on EV repairs is to make sure they have an EV charger.
“When we first started taking on EVS, we only had one EV charger. Now we have 10, they’re a hot commodity,” Brown said. Brown says that the maintenance of EV batteries is very important. Unlike a gas car, EVs consume battery while they sit, to keep the battery at target temperature. EV
Jeff Brown, general manager at Don-Mor Automotive Group.
Dilraj Sekhon said technicians initially struggled educating customers on the service requirements on their EVs compared to ICE vehicles.
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 to cultivate a higher degree of confidence in owning and maintaining a ZEV.
EVFriendly offers learning content for: automotive recyclers, collision repairers, motor vehicle dealers and tow operators. Visit the EVFriendly.ca website to view all available courses.
The British Columbia Institute of Technoogy (BCIT) 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.
This course is designed as an overview of hybrid and electric bus technology currently in use in the industry. The emphasis of this course is on hybrid vehicles and the unique interaction between the internal combustion engine and the electric machine(s) of modern systems. Consumer concerns such as charging, range and user interfaces will be addressed to allow participants to better assist their customers. Students will explore the operation of all high voltage system components in greater depth including analysis of hybrid vehicle transmissions and different battery technologies. Vehicle high voltage safety systems will be discussed and entry level diagnostic methods with appropriate tooling will be introduced. Safe depowering procedures for hybrid vehicles will be reviewed and demonstrated in a lab setting.
See Website In this course, students will learn a variety of systems and technologies related to electric and hybrid vehicles. Students will discuss the dangers of high-voltage systems, review safe working practices and personal protective equipment and overview commonly used OEM vehicle systems and high voltage components. Students will also explore the main components of hybrid vehicles, including low and high power systems, among other factors.
This new course adapts to the new realities of workers, taking into account all the basic systems of hybrid and electric vehicles that have been available on the market for some years now. This training will help you understand the differences that determine the various applications of each model on the market, their general components, safety rules and different safe intervention methods. It will also enable workers to update their knowledge of basic electricity. The target audience for this course is automotive repair apprentices, automotive bodybuilders and automotive painters.
www.cpamontreal.ca/ en/pcve-montreal/
Exclusively available in French, this CPA Montreal course requires an EV self-assessment to determine the student’s starting level. Startin from Level 1, no prior knowledge of EVs, you are exempt from the assessment and will begin at Level 1. Training is available in Montreal, Laval and South Shore campuses. Training guides and gloves are provided free of charge.
www.evtechnician. com/
Our self-paced distance education Electric Vehicle (EV) Technician program is designed for adult learners seeking independent study in the rapidly emerging Electric Vehicle sector. Our EV Technician program is intended for students interested in improving their technical knowledge to diagnose, service and repair high voltage EVs and install, design and maintain residential or commercial charging stations. This program has no post-secondary academic prerequisites.
www.i-car.ca/training/Catalog
to
Vehicles (EV) is a 30-minute course that introduces the different 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.
www.i-car.ca/training/Catalog
Inspection and Handling is a 30-minute course that discusses initial 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.
www.i-car.ca/training/Catalog
Introduction to Electric Vehicle Service Considerations is a 30-minute course that explains the unique considerations for servicing electric vehicle (EV) systems. In addition, students are provided insights into the unique challenges , tools, equipment, and procedures associated with remove and install (R&I), and remove and replace (R&R) operations common to EV system parts related to collision repairs.
hours
VT430E02Introduction
VT450E01Electric Vehicle
I-CAR
I-CAR
www.i-car.ca/training/Catalog
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.
EV TRAINING COURSES
www.i-car.ca/training/Catalog
This web-based course provides information on the safety of working on hybrid and battery electric vehicles.
www.i-car.ca/training/Catalog
Highlight 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.
www.i-car.ca/training/Catalog
Hybrid Vehicle Identification and Damage Analysis explains the different types and parts of hybrid vehicles, hybrid vehicle identification and safety procedures when working with hybrid vehicles
$75 National Ongoing 1 hour
FO009E01Ford Battery Electric Vehicle (BEV) Components and Operation
FO011E01Ford High Voltage Systems Safety $75
FO012E01Ford Intro to HV Battery Service for Collision Repair $75
$55
GE050E02Hybrid Vehicle Identification and Damage Analysis
www.i-car.ca/training/Catalog
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.
$60 National Ongoing 0.75 hour
MK210E02Hybrid, Electric, and Alternative Fuel Vehicle ServiceENGLISH
www.i-car.ca/training/Catalog
Nissan LEAF® Technologies and Repair Considerations is a one-hour course focusing on the new 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.
www.i-car.ca/training/Catalog COMPANY COURSE
I-CAR
I-CAR
I-CAR
I-CAR
I-CAR
Understanding high voltage safety is a 45-minute course that explains the elements of electricity 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.
$60 National Ongoing 1 hour
NI007E01Nissan LEAF Technologies and Repair Considerations
VT405E02Understanding High Voltage Safety N/A National
I-CAR
I-CAR
www.i-car.ca/training/Catalog
The Electric Vehicle (EV) Damage Analysis course is a 30-minute course that reviews necessary 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.
$65 National Ongoing 0.50 hour
VT455E01Electric Vehicle (EV) Damage Analysis
www.i-car.ca/training/Catalog
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.
VT470E01General Motors Company (GMC) Hummer Electric Vehicle (EV) $75 National Ongoing 1 hour
This interactive and practical class is for Professional Collision Repair Technicians who are looking to upgrade their knowledge and skills. Upon completion, the technician will understand the concepts and of basic electricity, and the operation of electrically operated automotive systems.
This interactive and practical class is for Professional Collision Repair Technicians who are looking to upgrade their knowledge and skills. Upon completion, the technician will understand the concepts and of basic electricity, and the operation of electrically operated automotive systems.
This interactive and practical class is for Professional Collision Repair Technicians who are looking to upgrade their knowledge and skills. Upon completion, the technician will understand the concepts and of basic electricity, and the operation of electrically operated automotive systems.
This program teaches students in industry-leading safety practices and various categories of high-voltage 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 manufactuer and industry standard. Students will also perform a variety of skills related to identifying connection procedures and learn to explain high-voltage transmission types.
This diploma program will prepare a student for a career as an Electric Vehicle Technician in the maintenance, service and repair of electric vehicles (EV), plug-in hybrid electric vehicles (PHEV) and hybrid electric vehicles (HEV). The first year of this program will introduce students to the aspects of electric vehicle theoretical and practical fundamentals. Upon completion of the first year, the student will obtain a certificate in Electric Vehicle Fundamentals and may choose to seek employment in the industry as a service maintenance helper or enter an apprenticeship program. The student may also continue into the 2nd year and obtain the Electric Vehicle Technician diploma.
N/A
Windsor, Ontario September Start
N/A
www.nscc.ca/pro - grams-and-courses/coned/ career-and-profes - sional-development/ microcredentials/ electric-vehicle-ser - vice-maintenance.asp St. Clair College
BY ALLISON ROGERS
As we stand at the edge of a new era of collision repair, the question on much of the industry’s mind is simple: “If I’ve taken all of the recommended steps to prep our team for EV repair, what’s next?”
Let’s start with the basics: a culture of continuous learning is non-negotiable. After all, we are dealing with a monumental shift—many repairers have spent decades-long careers perfecting their skills on internal combustion engine intricacies, only for everything to be shifted should their workplace embrace electrification. Encourage your team to pursue additional training opportunities; provide them with the necessary opportunities to keep up with emerging technologies.
Use your OEM certifications as a marketing tool. Don’t forget that, just as the automotive industry attempts to navigate new technologies, the average consumer is still largely uneducated on the difference between ICE vehicles and EVs. Heck, I had a conversation recently where the other person believed an EV’s battery must be changed regularly, like a TV remote. By prominently displaying your EV OEM certifications and emphasizing that your team is fully trained in the OEM-approved methods of EV repair, you can instil a sense of confidence in these consumers.
Use social media, your website and media outlets to proudly proclaim your expertise. Consider contributing to local social media groups dedicated to EV owners or hosting EV knowledge sessions to emphasize your capabilities and form meaningful relationships with potential customers. Another handy way to announce your EV abilities—add a charging station to your lot. Not a public charging station, but a power source you will need to keep the EVs you repair operable. Think of it as a billboard that proclaims, “We know EVs!” to anyone that passes by. Networking and learning from other
industry members can be an invaluable tool at this time. We’re all dealing with the same sweeping changes. Participate in local business groups, find like-minded 20 Groups and collaborate with other companies undergoing the EV transformation. Sharing knowledge and experiences can lead to valuable partnerships and innovative solutions. And don’t hesitate to reach out to OEMs or suppliers for support; many have resources designed to help the industry navigate changes.
Never underestimate the importance of sustainability practices. The industry is shifting toward electric mobility—Canada plans to ban the sale of new ICE vehicles come 2035; Quebec recently announced its intention to ban the sale of new and used ICE vehicles in 2035, should they be of that model year or newer. This shift toward sustainability can be witnessed beyond electrification of the Canadian vehicle fleet. A 2023 survey by Deloitte indicates that 26 percent of consumers—one in four—are prepared to pay more for services they deem “sustainable.” Further, 58 percent of consumers value durability when considering a large purchase; 39 percent consider repairability over recyclability of biodegradability.
Ryan Bast of the Motor Safety Association said it best at the recent Saskatchewan Association of Automotive Repairers (SAAR) event in September: “If you have yet to hear about sustainability at the bodyshop level, you are going to.”
Being prepared for EVs is a significant milestone—but it’s only the beginning of your journey. By fostering a culture of continuous learning, effectively marketing your expertise, networking and investing the proper tools and training, you are well on the way to being EV aware.
The future is electric. If you feel truly ready, you may just be able to lead the industry’s charge. EV
See it at our booth #31017 upstairs, South Hall
The liner reimagined.
The liner reimagined.
LCS: 0.40 litre, 0.65 litre, 0.85 litre See it at our booth #31017 upstairs, South Hall
SATA is introducing a liner cup system into the market, with one decisive advantage: when used with SATA spray guns, there is no need for an adapter.
Favorable center of gravity, easier cleaning , and lower weight.
SATA is introducing a liner cup system into the market, with one decisive advantage: when used with SATA spray guns, there is no need for an adapter.
Particle free premium strainers that click into the lid before painting.
Favorable center of gravity, easier cleaning , and lower weight.
Particle free premium strainers that click into the lid before painting.
Lids offer a quadruple bayonet safety system that show at a glance whether all tabs are locked in place.
Hard cup, liner and lid are made with high quality materials.
Lids offer a quadruple bayonet safety system that show at a glance whether all tabs are locked in place.
Hard cup, liner and lid are made with high quality materials.
Complete and detailed scale system with an upside-down scale showing remaining quantity during painting.
Complete and detailed scale system with an upside-down scale showing remaining quantity during painting.
LCS: 0.40 litre, 0.65 litre, 0.85 litre
+1 905 660 1101
+1 844 554 SATA (7282)
+1 905 760 1250
When you invest in a Fix Auto franchise, you invest in a business model with a proven track record in 12 countries around the world. You invest in a fully branded business with a roadmap for success. You invest in the same values and work ethic that grew your local business to what it is today.
Drive your business forward with:
• Solid performance-driven operational model and ongoing training.
• Full branding and marketing support for local awareness and promotion.
• Proven experience in winning insurance work.
• Established global supply and fleet arrangements.
Our owner started as a franchisee, and this inspires our commitment to the success of the local business owner.
