EV World Fall 2024 by Annex Business Media

LEARNING BY DOING

WHAT ECCLES AUTO SERVICE HAS LEARNED ABOUT EVS AND THEIR CUSTOMERS

 CANADA CONTINUES EV GROWTH PLUS:

 WHAT MAKES A GOOD TRAINING PROGRAM?

KEEP PROFIT LOSS AND CUSTOMER COMEBACKS AT BAY Tips for Selecting the Right Aftermarket Parts.

The digital revolution is advantageous to most every industry, especially the automotive parts industry. Parts counters, ordering managers and technicians are all seeing major gains in the digital space that are helping them order with increased accuracy and helping them to mitigate returns, perform easier installations and minimize customer wait time due to wrong parts ordered.

ONLINE PART SEARCH FUNCTIONS ARE ADDING VALUE TO THE PARTS BUSINESS.

“We’ve noticed that the parts industry has added several features to their parts ordering platforms,” said Alexis Mellos, bproauto ® digital executive. “Our goal when creating bproautoparts.com was to take a flexible approach to hard data to make it the most intuitive, user-friendly parts portal out there.”

There are six different search capabilities that enhance the customer experience and make parts ordering in the digital space more flexible. Not so incidentally, they are all available on bproautoparts.com.

SIX WAYS TO SEARCH FOR PARTS ON BPROAUTOPARTS.COM:

1. SEARCH BY PARTS CATEGORY

Searching an entire parts category like windshield wiper blades or brake pads is common on some parts websites. Searching by category can be most beneficial when you are not yet well-versed about the part you are ordering and need more information beyond the part number.

“On bproautoparts.com,” said Mellos, “our parts category search offers the searcher several details about parts features, testing, warranty and more, including all of the available part numbers.”

2. SEARCH BY BRAND PART

NUMBER

“If you know a part number, typing it into a search field to find details or availability is an easy feature to use, as long as the platform provides a helpful output,” said Mellos. “We have made certain that when a user types in a bproauto part number that they are offered parts information, as well as cross-reference information, so they are certain that when they go to order, they’ll get the exact part they need.”

3. SEARCH BY COMPETITOR PART NUMBER

Parts manufacturers realize that sometimes technicians and repair facilities want to try new brands, or their customer has requested a specific parts brand for their repair. For these instances, bproautoparts.com offers a feature that lets the

user type in a competitor’s part number, then feeds them back the compatible bproauto part number for the vehicle and the repair.

4. SEARCH BY VIN

VIN searching is quickly becoming industry standard and is extremely helpful when multiple repairs are made at once. For example, if a vehicle comes in for a full brake job, oil change and a wiper blade replacement, a VIN search should show all the available parts for the vehicle, making ordering simple and less time consuming than searching each part individually.

SEARCH BY YEAR, MAKE AND MODEL

Typically, a year, make and model search will return the same output as the VIN search and is used for the same purposes. It’s helpful, however, when a VIN isn’t visible or entering the alternate fields can save time.

6. UPLOAD AN EXCEL INVENTORY WORKSHEET

While you may experience some of the other search functions mentioned within the context of this article, you probably haven’t used a cross-reference tool like the Excel inventory worksheet upload unless you are already using bproautoparts.com.

SIMPLICITY IS KEY.

“We wanted to make stocking shelves with bproauto parts as simple as possible for our users. So we talked to several parts departments and repair facilities to see how they managed their inventory. We found that many used Excel,” said Mellos.

“With that information,” Mellos continued, “we decided to offer a feature on our platform where the user can upload an inventory worksheet and we will return a worksheet replacing the part number with bproauto part numbers. Everyone who uses it seems to love it.”

No matter how you choose to search for parts, the two keys to successful searches are simplicity and accuracy. That is part of the bproauto parts strategy, to provide quality, competitively priced, O.E.-backed aftermarket parts that fit, work and last, and to make those parts easy to find and attain.

Publisher | Peter Bulmer (585) 653-6768 peter@turnkey.media

Managing Editor | Adam Malik (647) 988-3800 adam@turnkey.media

Contributing Writers | David Mayers

Creative Director | Samantha Jackson

Video / Audio Engineer | Ashley Mikalauskas, Nicholas Paddison

Sales | Peter Bulmer, (585) 653-6768 peter@turnkey.media

Delon Rashid, (416) 459-0063 delon@turnkey.media

Production and Circulation | Delon Rashid, (416) 459-0063 delon@turnkey.media

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CLEARING THE AIR ON EV MAINTENANCE

AAs electric vehicles continue their steady march into the mainstream, one thing has become abundantly clear: The learning curve extends well beyond just those who are fixing the vehicles. Consumers, too, have a lot to learn when it comes to keeping their rides in top shape.

The automotive industry at the top level hasn't exactly been forthcoming on this front. Far too often, EV buyers are led to believe their new purchase is a maintenance-free endeavour, requiring nothing more than plugging it in and hitting the road. The reality, as shops like Eccles Auto Service are discovering, is quite different.

There's a perception out there that EVs need zero maintenance, that the only maintenance they need is to be charged. But the truth is, there are still plenty of components that require regular inspection and service, just like any other vehicle.

Things like cabin air filters, 12-volt batteries, and even suspension parts all have service intervals that EV owners need to be aware of, explained Scott Eccles, owner of the Dundas, Ontario shop. And while the days of oil changes may be behind us, there are still fluids that need to be topped up and components that need regular inspection.

The problem is, many consumers simply aren't getting that message. Seduced by flashy marketing campaigns and the promise of an emissions-free future, they assume their electric car is somehow immune to the basic maintenance requirements that internal combustion engines have always demanded.

“Some people are surprised,” Eccles said when customers learn their EV still has a 12volt battery. “They’re like, ‘Oh, I didn't know that it still has a car battery.'”

Bridging that gap is now a crucial part of the job for independent service providers. Rather than waiting for the automakers to get the word out — if they ever plan to — shops are being left to educate their EV-driving customers.

So it’s not enough to just have the technical capability to work on these vehicles. Shops need to be proactive about communicating maintenance needs. Or risk having unhappy customers.

Ultimately, this educational hurdle is just one of the many challenges the aftermarket will have to overcome as EVs continue to gain market share. But for shops that are willing to put in the effort, it also represents a valuable opportunity to establish themselves as trusted experts in this brave new automotive world.

Because whether the aftermarket likes it or not, the onus is on the service industry to clear the air on EV maintenance. After all, it's the techs on the ground who are dealing with the fallout of consumer misconceptions on a daily basis. And by getting ahead of that curve, they can help ensure these zero-emission vehicles live up to their full potential — and their owners' expectations.

President & Managing Partner |

Delon Rashid Head of Sales & Managing Partner | Peter Bulmer

Corporate Office

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Adam Malik Managing Editor, EV World

CANADA’S ZEV SALES GROW

CANADIAN CONSUMERS ARE DOING their own thing when it comes to buying electric vehicles, going against global trends.

New data from Statistics Canada highlighted a significant increase in zero-emission vehicle (ZEV) registrations, reaching 12.9 per cent of all new vehicle registrations in the second quarter of 2024.

Stats Can noted that 65,733 new ZEVs were registered in Q2, a 30 per cent increase from the previous quarter. When hybrids are included, more than 106,000 low-emission vehicles were added.

Meanwhile, data from S&P Global Mobility line up with this strong growth. Its Q2 2024 Canadian EV Information and Analysis showed a ZEV market share increase, now sitting at 13.4 per cent (BEVs: 9.9 per cent; PHEVs 3.5 per cent), up from 12.5 per cent in the first quarter.

According to Stats Can, the majority of these registrations were battery-electric vehicles (BEVs), which made up 73.8 per cent (48,489 units) of the total ZEV registrations. The data show that BEVs are up 42 per cent from the last quarter and 36 per cent year-over-year.

Plug-in hybrid electric vehicles (PHEVs) accounted for the remaining 26.2 per cent (17,244 units, a year-over-year increase of 43 per cent). Its findings reported that BEVs alone represented 9.5 per cent of all new vehicle registrations.

S&P’s findings show that internal combustion engine registrations continue to trickle downwards with ICE vehicles making up 75 per cent. Though still a dominant market, ICE penetration sat at 82 per cent at the start of 2023.

These numbers come as other nations see plateauing growth.

“Comparing ZEV penetration between Canada and the US, Canada continues to outpace its southern neighbour,” S&P’s report said. “Over the past four quarters, the US has maintained an average ZEV penetration rate of 10 per cent, while Canada proudly stands at 13 percent.”

This sentiment was echoed by Erik Johnson, a senior economist at BMO.

“I was expecting it to look a lot more like the US, where we’d see flattish numbers for battery electric vehicles,” he told Yahoo Finance. “And we saw the exact opposite of that, where Canada hit the highest

number of units they’ve ever had in the quarter, over 48,000.”

According to Stats Can, Quebec led the nation in ZEV registrations with half the total amount and 25,693 (new BEVs registered in the province. Ontario followed with 10,469 new BEV registrations, and British Columbia reported 9,370 new BEV registrations. Manitoba also showed growth, with 440 new BEV registrations and 296 PHEVs, up from 248 and 212, respectively, in the first quarter of this year.

By percentage, according to S&P, 21.5 per cent of new vehicle registrations in Quebec were BEV, more than half of all sales in Canada (52 per cent). B.C. saw 17 per cent of its vehicle sales be battery electric. The Yukon (8 per cent), Ontario (6 per cent) and Prince Edward Island (4 per cent) rounded out the top five. Ontario accounted for nearly a quarter (23 per cent) of all BEV sales.

S&P expects that ZEV market share will reach 16 per cent by the end of 2024, climbing to 21 per cent in 2025 and 30 per cent by 2026.

“Nonetheless, achieving the 2024 forecast could be challenging,” it noted. “Considering historical volumes, seasonality, and industry trends, a more conservative projection pegs 2024’s final ZEV market share at around 15 per cent.”

It also pointed out that long-term projections face additional clouds as Quebec will begin the phase-out of ZEV incentives starting next year.

“This reduction from $7,000 to $4,000 for BEVs and from $5,000 to $2,000 for plug-in hybrid electric vehicles (PHEVs) could dampen demand as cost savings for consumers diminish,” S&P’s report said.

This comes as EV inventories dropped 43 per cent in July compared to January, S&P noted. Hybrid (40 per cent decline) and PHEVs (38 per cent decline) inventroies have also fallen. Meanwhile, ICE vehicle inventories are up 22 per cent over the same period.

And there are few EVs that are in the aftermarket sweet spot — the average age of a battery electric is three years, pointing to the influx in recent years of BEVs despite them being on the larket fro more than 10 years. PHEVs are, on average, 3.8 years old. Hybrids are the oldest of the group at 4.9 years on average. ICE vehicles have an average age of 10.6 years, according to S&P.

BEV PRICES ON THE DECLINE

PRICES FOR BATTERY electric vehicles (BEVs) continued to drop, down year-overyear 14.7 per cent for new BEVs and 13.7 per cent for used ones, according to analysis from AutoTrader.

This movement is being driven by greater BEV inventory — the group reported that its website has seen a combined 109.4 per cent year-over-year growth for new and used BEVs. But there’s been a decline in demand, with EV purchase consideration dropping from 68 per cent in 2022 to 46 per cent in 2024.

Looking forward, used car prices are expected to continue normalizing, while new car prices are likely to remain stable, AutoTrader reported. The group believes vehicle prices for both new and used cars likely peaked in 2023 and a return to prepandemic levels is not anticipated in the near future due to various factors.

A LONG ROAD BEFORE EV, ICE PARITY

IT WILL BE A LONG time until electric vehicles equal the number of internal combustion engine ones on our roads but a recent industry expert gave his best guess to try and narrow down a window.

With about 1 per cent of the share of vehicles in operation, EVs don’t make up too many vehicles on roads today. So the automotive aftermarket doesn’t need to worry too much about them just yet, noted Todd Campau, aftermarket practice lead at S&P Global Mobility.

“EV sales have slowed. I would not say they’re shrinking, but they are not growing at the rate that we’ve been used to,” he said during the Three Dragons session at this year’s MEMA Aftermarket Suppliers Conference in Detroit. “They’re still coming. This is normal. Don’t get too concerned about it just yet, but it certainly slowed a little bit.”

Beyond the fact that there’s a relatively small share of EVs, they’re also very young.

So to answer the question of how long until both vehicle types are on a level playing field, he looked at another automotive trend that has taken place over the last couple of decades.

“So I compare this to the shift from passenger cars to light trucks. Twenty years ago, passenger cars dominated the vehicle fleet at a rate of about 57 to 43 [per cent],” he explained.

Over the next few years, the gap narrowed and got closer to 50-50. It was around 2012 when we reached the point where light trucks took off and now passenger cars make up only a third of the vehicle fleet.

Bottom line: It’s going to take a long time for EVs with 1 per cent market share to get to about half.

“Even if you’re going to sell all EVs tomorrow, it will take us a decade or more to get to 50 per cent,” Campau said. “We’re not selling 100 per cent of these tomorrow. So there’s a long time for your internal combustion parts to [satisfy] the market.”

HYBRID, EV REPAIR COSTS OUTPACE GAS VEHICLES

AS HYBRID AND ELECTRIC vehicles gain popularity in Canada, new data from Mitchell’s Q2 2024 Plugged-In: EV Collision Insights report found that repair costs for these vehicles continue to exceed those of traditional gasoline-powered cars, particularly in the Canadian market.

The latest report from Mitchell shed light on the complexities and costs associated with repairing battery electric vehicles (BEVs), mild hybrid electric vehicles (MHEVs), and plug-in hybrid electric vehicles (PHEVs) in Canada and the U.S.

According to the report, Canadian repair costs for MHEVs average $5,302 per claim, compared to $4,958 for vehicles with internal

combustion engines (ICEs). The gap widens significantly when looking at PHEVs and BEVs, with average repair costs of $5,665 and $6,534, respectively.

In the U.S., the gap between MHEVs and ICEs was much smaller with repair costs coming in at $4,726 for hybrids, compared to $4,806 for ICE. PHEVs came in at $5,059 and BEVs at $5,753.

“Like BEVs, [PHEVs] can be costlier to repair after a collision when compared to their internal combustion engine, or ICE, counterparts,” observed Ryan Mandell, Mitchell’s director of claims performance. “However, with both an ICE and small electric battery, mild hybrids are remarkably similar to gasoline-only powered automobiles when it comes to claims severity.”

As seen above, repair costs for hybrids and electric vehicles in Canada are notably higher than in the United States. For example, while the average repair cost for a BEV in the U.S. stands at $5,753, Canadian BEV repairs average $6,534 — a difference of nearly $800.

TIRE SHOP EXPLAINS EV LEARNINGS

WHILE NOT HANDLING MUCH of the electrical, battery and other underhood components, tire dealers have been keeping busier as electric vehicles grow on North American roads.

Speaking at this year’s MEMA Aftermarket Suppliers Vision Conference in Detroit, John Baldwin, senior vice president of product at Discount Tire, shared insights into the unique challenges and opportunities presented by electric vehicles, particularly Teslas since that’s the most popular EV brand these days.

Specifically, the company had to learn a lot when electric vehicles became more common because these are heavier vehicles than internal combustion ones. For example, low-rise lifts — tire dealers need to ensure

that their lifts are adequate to handle EVs, he said during the session, Voice of the End Customer

“The lift points, the load capacity — all of those things — we have gone out of our way to learn,” Baldwin explained.

He noted that Discount Tire has become a go-to service provider for Tesla owners in many regions due to the overwhelmed state of Tesla service centers. “We get a ton of Tesla business. I would say, the majority of it, because their service centres are overwhelmed. And I don’t know that their service centres are excited to do tires, either.”

The company places a strong emphasis on in-store training to handle the particular needs of EVs.

“We do a lot of in-store training,” Baldwin pointed out, highlighting the need to stay ahead of the learning curve

EV owners seem to be taken aback by just how quickly tires can wear out on their vehicles.

“We do see a difference in mileage wear. Especially if you think about it, when Tesla first came out, they were not designed with tires in mind and their alignment wasn’t great,” Baldwin explained.

ONTARIO GETS NEW GOODYEAR PLANT WITH EV FOCUS

AS CAR BUYERS TRANSITION from gas-powered vehicles to battery electric, their satisfaction hinges increasingly on traditional factors such as quality and cost of ownership.

Goodyear Tire and Rubber Company announced it’s committing $575 million to modernize and expand its plant in Napanee, Ontario, a move expected to boost EV tire production.

In a joint announcement with Prime Minister Justin Trudeau and Ontario Premier Doug Ford, Goodyear revealed plans to upgrade its facility, focusing on energy-efficient manufacturing processes and increased output, particularly for electric vehicle and all-terrain tires. The expansion is projected to generate 200 new manufacturing jobs by 2027 while securing more than 1,000 existing positions at the plant.

A key aspect of the project is Goodyear’s goal to achieve net-zero emissions at the Napanee plant by 2040, aligning with Canada’s

national targets for reducing greenhouse gas emissions. The federal government will support the project with up to $44.3 million in funding from the Strategic Innovation Fund, while the Ontario government will contribute $20 million through Invest Ontario. These funds will assist in the implementation of new technologies and training programs.

This investment is part of a broader trend in Ontario’s growing electric vehicle sector, the announcement said. The modernization of Goodyear’s plant is expected to have a significant impact on the local economy and the province’s role in the global EV market.

THE CHANGES NEEDED TO SCALE EV SALES

THE INCREASING ADOPTION of electric vehicles is met with critical challenges related to outdated infrastructure and stringent environmental regulations.

This is leading to growth impediments in the EV market, law firm Troutman Pepper said in a report, Driving Change: Scaling up EVs in the U.S. With federal incentives, consumer demand and policy support fueling the sector's expansion, the report explores the urgent need for an infrastructure overhaul and a more conducive regulatory environment to keep pace with acceleration.

The heart of the matter lies in the modernization and expansion of the EV charging infrastructure and regulatory adjustments for establishing new battery and vehicle manufacturing facilities. The report highlights the bottlenecks in infrastructure permitting rules, complicated by the varied state-level implementation of federal guidelines, as significant hurdles.

"A lot needs to happen for EVs by 2026 to be widely adopted. That includes speeding up the permitting process for battery gigafactories and speeding up manufacturing facilities,” explained Dan Anziska, partner at Troutman Pepper. “It is expensive and time-consuming to build a massive gigafactory, as well as being reliant on many suppliers, and there are so many that have been announced. There's competition for everything from labour to equipment and resources."

To propel the EV market forward, the firm emphasized four critical strategies needed in the U.S. It spoke to industry experts who came up with several recommendations.

A LEARNING EXPERIENCE

˝I think that shops need to educate themselves. Make sure they get training. You may not start seeing a ton of them, but just have familiarity with it and make some small investments. ˝

Eccles Auto Service has grown its EV service offerings. Here’s what they’ve learned during the experience — and what they find customers are learning along the way // By Adam Malik

Despite all the noise, the negative talk, the pullback from automakers and global trends, Canadians are still turning out to buy electric vehicles.

New EV registrations grew in the second quarter of 2024, making up 74 per cent of zero-emission vehicle registrations, according to Statistics Canada. Meanwhile, S&P Global Mobility reported that BEVs made up 9.9 per cent of all new vehicle registrations, while plug-in hybrids were another 3.5 per cent. Both numbers are all-time highs.

Meanwhile, the number of new internal combustion engine vehicles continues to drop. Once at 82 per cent at the start of 2023, ICE vehicles made up 75 per cent in Q2 2024 — still a dominant number but one that is trending down.

At Eccles Auto Service in Dundas, Ontario, owner Scott and his father Bruce Eccles, who has since transitioned into semi-

retirement, have been navigating this transition head-on.

It was a television commercial that got the wheels turning to offer EV services. What started as a small investment in public charging stations and EV-trained technicians has blossomed into one that has become a go-to destination for EV owners in their community, providing everything from routine maintenance to specialized highvoltage work, albeit rarely at the moment. They even added a sign to the shop that showcases their EV service capabilities.

But as they've discovered, servicing these next-generation vehicles requires a unique skillset and mindset shift — one that not all shops and customers have been quick to embrace.

In this Q&A, Scott and Bruce share their firsthand insights on the EV service landscape, from building out the right infrastructure to educating customers on evolving maintenance needs. Their experience offers a roadmap for other independent shops looking to

future-proof their business and capitalize on the electric revolution

EVW: Can you start by giving me an overview of your EV business? I imagine it's still a small portion of your overall operations.

SE: The EV side of our business is still pretty small. We service around 25 Teslas on a regular basis, and another 20 or so Nissan Leafs, Chevrolet Bolts and ones like that. We probably work on 2,500 cars a year. So it's a small percentage of EVs we see.

EVW: How are you set up to service EVs?

SE: We have two public charging stations on the side of our main building that anyone can use. Instead of paying for public parking to charge, they can charge here. We also have a phase two and phase one charging setup in the shop itself.

We don't actually have a dedicated EV bay at the moment. We don't have enough EVs coming in and EV work to worry about that. And most of that stuff is when you're dealing with high-voltage systems. In all honesty, most of the stuff has still got warranty on it. And it's very minimal how much high voltage stuff you actually work on. In the past two years, the amount of times we've had to disconnect the high voltage battery and put the gloves on, all that stuff is, like, 10 times. It's very, very small. Most of the stuff that's going wrong is the same stuff that goes wrong on every other car, just normal wear and tear on the vehicle.

We have three techs who have gone to EV training of various types. We also invested in a full electrician's toolkit. That pretty much covers 80 per cent of what you need. And then maybe every once a while you get into a job, you might have to figure out to buy something new. So we just buy stuff as we need it.

EVW: What made you decide to start servicing EVs in the first place?

SE: It was around 2021 and GM had a Super Bowl commercial. Will Farrell came on and said GM is going to bring out 25 EV models by 2025. And I was like, ‘Holy crap. This is coming real fast.’ And then

I think like two months later, we had bought an EV, had charging stations installed and then was trying to hunt down decent training, which at first was hard. There wasn't a ton in Canada, but now we seem to be catching up with that.

EVW: Let's talk about the education of customers about EVs. How was that process, how has the response been?

SE : The people who don't know anything about them, when they get in one, they're always shocked at either how fast it is or quiet it is. It's a unique experience, the very first time they're in a car. The people that own them, you kind of have a mixed bag. There are people who always maintain their car, have done their research and understand that these cars need maintenance. And then there are those who have been sold the idea that an EV needs nothing. And educating them is what we need to do.

If I had to throw a person who owns an EV under the bus, the Tesla owner in particular isn't always the person who is the tech-savvy person — their vehicle is sometimes a status symbol. And those people coming in tend to believe their car needs nothing.

EVW: So there are EV owners out there who don’t know or believe their vehicle needs regular maintenance and service?

BE: The manufacturers have to tell the customer, ‘Hey, these things do need service. There should be service intervals.’

SE: Once we get someone in the shop, we tell them 'This is what we're doing.', We have a maintenance plan set up for them, so they'll get automatic reminders. At least, we get them in twice a year where the wheels come off, and we check all the stuff you should check. It still has a 12-volt battery. If you own a Tesla, you have maybe a HEPA filter that has a service life on it. They have AC services that even Tesla every four or five years, they want those desiccate bags changed. An oil change was never just an oil change. Everything got

From left, Scott and Bruce Eccles of Eccles Auto Service starts servicing electric vehicles several years ago and have branded that line of business. They share what they’ve learned about servicing EVs and the need to educate consumers

checked. And now it’s not because you’re not getting your oil changed.

EVW: How often do you get that customer who hasn’t opened the hood in a year? What’s their reaction like when they see things that could be going wrong?

SE: Some people are surprised. They don’t know it still has a 12-volt battery. With tires, people are worried about range and efficiency. And that's part of the maintenance, as well — make sure your tires are good, your tire pressure is good, your alignment is good. All the body panels underneath, all those shields, are very important now. It’s just a change in perspective as to what is important to that customer, compared to a regular gas engine.

EVW: What have you learned about in the process of your customers and working with EVs? Has anything surprised you?

SE: The technology in them is pretty crazy. Certain things, like how the air conditioning works, the heat pump systems in them — that can be pretty complicated.

BE: It seems to me that many of the people who buy electric cars sort reminds me of when I first got in the trade and Volvo owners. Those Volvo owners, back a long time ago, were dedicated to the product and they love their Volvos. And they’d get a million miles on, brag about it. This is way before social media. It seems like a lot of EV owners are that same kind of people, just many generations later.

SE: The cars themselves can be pretty neat. It is weird opening a hood and looking at what looks like to be a computer doesn't seem normal.

EVW: The average age of a battery electric vehicle is three years. There’s still time before most hit the aftermarket sweet spot. How do you see things trending then?

SE: We're hitting a point where a bunch of the first Tesla Model S which started in 2012 and had a long warranty. So we're starting to see those. I do think they're a bit of a disposable car for people. I don't see the same longevity that you saw, if someone owned, like, a ‘99 Civic that they drove for 300,000 kilometres. You're not seeing that out of an EV — yet. Hybrid, maybe.

We should be seeing more and more of them come out of warranty, in theory. With the way our business model works, we tend to see those trickle into our service bays. Ask me in a year again.

BE: It does beg the question: Does the car become disposable when the battery costs more than what the car is probably worth? A 12-year-old car needs a needs a battery. Is that worth fixing?

SE: My concern with the battery is that there isn’t enough of them in the market. We had a Nissan Leaf that had wiring damage from rodents and there was no wiring harness available. The car just got scrapped. There’s that, the high costs, availability and whether there will be second and third owners.

These cars, I don't believe, are going to be on the road as long as your typical ICE engines were, just for that reason. There's going to be a high investment cost at some point to keep that car on the road. Some people will do it.

The biggest part is that there's stuff that's got to be changed, infrastructure-wise and charging system-wise, for them to take off and take a large portion of the market. And then we also have to educate people that these cars still need maintenance. And right now, you have some people who are very perceptive to that and they'll accept that. And there's people who think that we're trying to pull the wool over their eyes and somehow these cars don't need any maintenance at all. Once we see those fundamental changes in the background, I think you'll see them go off. If they don't make those changes. If not, they might be just a stepping stone to whatever we figure out next

EVW : If a shop owner is looking to get started in EVs, what would you recommend to them?

SE: For the most part, if you want to do tires, you don’t need anything. But you have to know the proper lift points — lifting them so you're not pinching a battery or anything of that. You'd want to get a charger, preferably a Level Two, but a Level One would be just fine if you had any charging issues. And tooling — we bought like a giant tool kit. It wasn't crazy, like $600 or $700, and it has the majority of insulated tools you need. So you don't need a lot. You need more training and education on how to properly deal with the high voltage side of it.

I think that shops need to educate themselves. Make sure they get training. You may not start seeing a ton of them, but just have familiarity with it and make some small investments. You don't need to turn around and invest thousands of dollars into this, hoping cars come in and you can make your money back. I think you can make some minimal investments. Most of it should be in training. For me, tool-wise, the shop bought all the tools so they're shop tools people can use and not put that burden on the technician. But you can start off pretty cheaply and be able to work on these.

And don't be scared. Tires are very easy to work on. Don’t think you can’t just because it’s an EV. They're very easy to work on. They're not scary.

Eccles Auto Service has an EV shuttle for customers as well as two public charging stations outside of the shop

WHAT DOES AN EFFECTIVE EV TRADING COURSE LOOK LIKE?

With options for education growing, let’s take a look at what makes a good course for you and your technicians

// By David Mayers

With the continued expansion of electric vehicles and equipment, technicians involved in their diagnosis, repair and maintenance need specialized training, aligned not only with best practise but delivered in a way to maximize understanding and build confidence.

Good and effective EV training courses, especially introductory courses or those where participants are new to EV repair or maintenance, are characterized by several key components that address the unique needs and learning styles of technicians today. They focus on engagement, relevance and practical application.

The following key elements or components should be considered when looking at how good or effective an EV course will be.

Clear objectives and outcomes

Clear and specific learning objectives are crucial in defining the purpose and goals of any technical training course — but it is of particular importance for an EV training course where improper technique or habits can be dangerous.

Well-defined curriculum and expected outcomes allow both

the participant and management to understand what they are getting into. The scope of what they will learn keeps the course on track. An effective course provides well-defined outcomes that align with the technician’s skill advancement as well as the maintenance or repair teams needs.

These objectives should be measurable and attainable often defined by specific rubrics, giving learners a roadmap of what they can expect to achieve by the end of the course.

Current and relevant content

An EV technical training course should emphasize current best practices and relevant applications of the skills being taught.

The content should be designed to mirror problems technicians are likely to face in their work environments. Case studies, simulations, and real-world problem-solving tasks should be integral parts of the course. This not only keeps the training relevant but also helps technicians transfer knowledge and skills more effectively to their jobs and throughout the shop.

Practical hands-on experience

For any technical training course to be truly effective, theoretical

knowledge must be coupled with hands-on practice and experience.

Technicians are hands-on people and often learn best by doing, especially when it comes to technical skills. Incorporating repair problems and diagnostic exercises, including known good data, into the course structure ensures that learners not only understand the theory behind a concept but can also apply it in practice. Practical exercises help solidify the concepts, giving technicians a chance to experiment in a safe, supervised environment to build good habits.

A good course strikes a balance between theoretical instruction and hands-on activities, offering opportunities for learners to use tools, software, or systems that mirror those they’ll encounter in the real world.

Qualified and engaging instructors

As with any training, the instructor plays a central role in the success of a technical training course for EVs.

Effective instructors are not only subject matter experts but also skilled facilitators who understand the principles of adult learning. They should be qualified and licensed in the areas being taught and often bring relevant management and or bench experience to the table. They can communicate complex technical information in a clear, understandable way and are adept at creating an inclusive, supportive learning environment.

Instructors should be approachable, patient and open to participants feedback and skill level. They should also encourage active participation, foster critical thinking and guide technicians through real-world challenges.

Interactive, flexible and appropriate delivery

Coupled with an engaging instructor course content and structure should be engaging as well as flexible.

We are all too aware of ‘death by PowerPoint.’ To keep technicians engaged, an EV training course should incorporate interactive methods, such as group discussions, collaborative problem-solving tasks, and live demonstrations. The course should leverage technology, specialized tools and props as well as simulation that make learning more enjoyable and effective.

A good EV training course should offer multiple delivery formats, such as in-person, online modules or blended learning environments that best fit the schedule, learning preferences and content.

Progressive leaning

Technicians benefit from information being delivered in a structured manner that builds upon their existing knowledge.

Often described as “scaffolded or progressive learning,” an effective EV training course presents content in a step-by-step, hierarchical manner. Each new concept should build on the previous one, enabling learners to understand increasingly complex ideas without feeling overwhelmed.

The course should start with foundational concepts from basic electrical theory, specialized equipment and proper safety practices, introducing more advanced topics as the technician gains confidence and competence.

This approach helps prevent brain overload while allowing technicians to grasp difficult concepts at a safe and manageable pace.

Continuous feedback and assessment

Providing continuous and constructive feedback is vital in technical training. Technicians need to know how they are progressing to form good habits. An effective EV course includes frequent, formal and informal assessments such as quizzes, or hands-on skill tests to track progress.

These assessments should not only measure knowledge acquisition but also provide feedback that learners can use to improve their performance.

Continuous content improvement

To maintain both relevance and engagement a training course should undergo continuous evaluation and improvement.

Gathering feedback from participants through surveys, interviews or assessments helps course designers identify areas that need updating. The evaluation process should be both qualitative and quantitative, considering learners’ satisfaction, knowledge retention and skill application in real-world settings.

By incorporating this feedback, the course can stay relevant to technological advances and the shifting needs of the participants.

Ongoing support

Finally in any technical EV training course, it is important to provide learners with access to additional resources and ongoing support that they can use to deepen their understanding or clarify concepts.

Resources such as tutorials, reading materials, specialized tools or equipment and access to course forums can offer significant benefits. Effective courses include opportunities for participants to ask questions, seek clarification, and get feedback from instructors or peers, either in real-time or at a later date. The availability of accessible resources reinforces learning, increases retention, and makes the course more inclusive for learners with different needs and learning styles.

In the end, an effective course enables technicians to safely and effectively diagnose, maintain and repair electric vehicles with confidence. A ‘good’ EV course should facilitate skill acquisition, foster knowledge retention, and ultimately, empower participants to apply what they have learned in a safe and effective manner.

David Mayers is chief executive officer at Environmental Motorworks, an innovative services company centred on providing hands-on EV and hybrid training to technicians and fleet operators in the automotive and heavy equipment sectors.

9.9%

Battery electric vehicles took a higher percentage of new vehicle registrations in Q2 2024. When including the 3.5% share of plug-in hybrids, the zero-emission share is 13.4%, a new high.

S&P Global Mobility

65,733

A 30% increase in ZEV registrations were made in the second quarter of 2024. About 74% of those vehicles were battery electric.

Statistics Canada

$575 million

Goodyear Tire and Rubber Company announced it’s committing to modernize and expand its plant in Napanee, Ontario, a move expected to boost EV tire production.

Goodyear Tire & Rubber

$6,534

The cost to repair a BEV is still higher than an ICE vehicle, which costs on average $4,958. Plug-ins came in at $5,665, while hybrids checked in at $5,309. Mitchell