Contributing Writers | Jennifer Grabowski, Jeff Hudnut, Martyn Johns
Creative Director | Samantha Jackson
Video / Audio Engineer | Ashley Mikalauskas, Nicholas Paddison
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Delon Rashid, (416) 459-0063 delon@turnkey.media
Production and Circulation | Delon Rashid, (416) 459-0063 delon@turnkey.media
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SLOW AND STEADY EV PROGRESSION NEEDED
The discourse surrounding electric vehicles in Canada is nothing short of perplexing. On one hand, surveys suggest a growing interest among Canadians in adopting EVs. On the other, we get a different picture with reports indicating skepticism and a lukewarm reception at best.
This dichotomy raises the question: What should we make of this? The answer is simpler than it seems: We need to take a deep breath and give the market time to mature.
It’s essential to recognize that we are still in the early stages of the EV revolution. The rapid advancements and growth in the past few years, while impressive, don’t provide a complete picture of the long-term potential and viability of EVs.
Judging the future of EVs based on their relatively short history is premature.
The fluctuating survey results reflect a market and consumer base that is still trying to find its bearings. Some consumers are eager early adopters, enthusiastic about the environmental benefits and technological advancements that EVs promise. Others remain cautious, deterred by concerns about long-term viability, range, charging infrastructure and initial costs.
This contrast is expected in any emerging market and should not be interpreted as a sign of impending success or failure.
But rather than waiting with bated breath for EVs to either dominate or fade away, a more measured perspective needs to be considered. The transition to electric mobility is a marathon, not a sprint. It’s a process that will unfold over decades, influenced by technological innovations, policy decisions and shifts in consumer behaviour.
Many technological advancements are on the horizon: Improvements in battery technology, expanded charging networks and the development of more affordable EV models. These factors will address many of the current concerns and help make EVs a more attractive option for a broader audience.
Societal and behavioural shifts take time. The adoption of any new technology involves a learning curve and a period of adjustment. Consumers need time to become familiar with EVs. The same can be said for the automotive aftermarket. This process cannot be rushed.
In five, 10 or even 20 years, the landscape of the automotive industry will likely look very different. EVs may well become the norm, integrated seamlessly into our lives. Maybe other innovative technologies emerge, complementing or even surpassing EVs in popularity and ability.
The point is, we cannot and should not rush to conclusions based on the limited timeframe we have observed so far.
A collective breath to allow the EV market to evolve naturally is necessary. We can’t crown EVs a winner or loser yet, or predict such an outcome ahead of time.
President & Managing Partner | Delon Rashid Head of Sales & Managing Partner | Peter Bulmer
Corporate Office
48 Lumsden Crescent, Whitby, ON, L1R 1G5
In the end, the success of EVs will not be determined by a handful of years but by sustained efforts and gradual progress over the coming decades. Let’s relax, take it easy and give this journey the time it deserves. Be slow and steady, not fast and furious.
Adam Malik Managing Editor, EV World
CANADIANS WITH EVS DRIVE MORE THAN ICE DRIVERS
ACCORDING TO S&P GLOBAL
MOBILITY’S analysis of the vehicle types that put up the most kilometres on the odometer, diesel and natural gas top the list while electrics came third, ahead of traditional gas-powered vehicles.
Battery electrics in Canada travelled more than 19,000 km in 2023. Plug-in hybrids were just behind that total by a little more than 1,000 km. Traditional internal combustion engine vehicles travelled about 16,600 km.
Both diesel and compressed natural gas vehicles travelled about 21,000 km last year, largely due to the fact most vehicles equipped with these propulsion systems are fleets and last-mile delivery vehicles.
“Typically Class 2, Class 3 trucks — they’re vans, they may be used for commercial work, last-mile delivery. And so they’re naturally going to get more kilometres per year,” explained Todd Campau, aftermarket practice leader at S&P Global Mobility.
Still, these numbers show that when consumers buy an EV, they’re not letting it sit parked in their driveways or garages.
“But definitely as you start to think about how can we move people toward electric
vehicles, one of the things that we clearly have found is that when people do make that shift, those vehicles are getting used very similarly to what their non-electric counterparts were,” Campau said.
FAST CHARGING ESSENTIAL FOR EV OWNERS
QUEBEC WILL REMOVE rebates for electric vehicles and plug-in hybrid vehicles by 2027.
A recent survey has found that the majority of EV drivers rely heavily on DC fast chargers for their extended travel needs.
The study was conducted by FLO, a provider of EV charging solutions, and got feedback from nearly 40,000 EV drivers across the United States and Canada to look at charging patterns and preferences of the EV community.
Key findings from the survey revealed that 42 per cent of respondents utilize DC fast chargers at least once a month, while 60 per cent reported depending on them for longer or multi-city journeys. This, FLO reported, indicates a critical need for DC fast charging stations to support the growing number of EVs on the road.
Additionally, the survey explored how EV drivers spend their time while charging. More than half of the respondents (51 per cent) engage with amenities available at
the charging sites. Three in five (60 per cent) of drivers prefer to use their charging downtime to eat or buy refreshments, and 19 per cent take the opportunity to shop at nearby retail stores.
The importance of accessible, public charging infrastructure is important to EV development as three in 10 (29 per cent) of surveyed EV owners reported not having home charging stations.
WHY THE FORECAST FOR GLOBAL EV SALES IS DECLINING
WHILE GROWTH IS EXPECTED in electric vehicle sales, it won’t be at the same pace seen in recent years, new research suggested.
ABI Research reported that global EV sales are projected to grow by 21 per cent in 2024 and 19 per cent in 2025, marking a slowdown from the 31 per cent growth in 2023 and 60 per cent in 2022.
Dylan Khoo, an EV industry analyst at ABI, suggests that the decline is not due to the usual suspects of charger shortages and limited vehicle range, which are actually showing improvement.
Instead, the slowdown is attributed to other factors, particularly in key markets
such as Germany and the United Kingdom. Both countries have seen a stagnation in EV growth primarily due to the withdrawal of government subsidies, which has heavily influenced the broader European narrative. Two-thirds of European countries actually reported higher growth rates in 2023 compared to the previous year.
In the United States, the market's dependence on Tesla is proving unsustainable as the pool of early adopters shrinks and the industry shifts toward mass adoption.
Meanwhile, China is experiencing robust growth in its EV market, achieving a 36 per cent market share in 2023 with expectations to surpass 50 per cent by 2025. This growth is driven by companies like BYD, which have successfully reduced EV prices to compete with or even undercut internal combustion engine vehicles, independent of government incentives.
"China has set an example for the world to follow and demonstrated how to win over the public with EVs. If automakers can make a wide range of EVs at an attractive price, people will buy them,” Khoo said.
He further criticized the approach in Europe and North America, pointing out the lack of competitively priced EVs as a significant barrier to consumer adoption. He notes that this issue may persist until the latter half of the decade when new battery gigafactories and a broader range of models are expected to enter the market.
EV CLAIMS AND COSTS SURGE
CANADA HAS WITNESSED a significant uptick in electric vehicle repairable claims, marking a notable shift in the automotive landscape, a new report has found, presenting opportunities and challenges for the automotive aftermarket.
According to the latest Plugged-In: EV Collision Insights 2023 Year in Review report produced by Mitchell, there was a 2.86 per cent EV repairable claims frequency in Canada, more than a 40 per cent
increase from the previous year, pointing to an increase in EVs that are now on the country’s roads.
This surge is particularly pronounced in provinces like British Columbia and Quebec, where EV adoption is highest in the country.
The increase in EV adoption brings with it heightened repair costs. In Canada, the average repair for EVs was $6,795, much higher than internal combustion engine vehicle repair costs at $5,122. This disparity, along with an approximate eight per cent increase in repair costs for both EVs and ICE vehicles from 2022 to 2023, highlights the complex and often more expensive nature of EV maintenance, Mitchell noted in the report.
COMPARING EV, ICE VALUE RETENTION
ELECTRIC VEHICLES STRUGGLE to retain value after being sold while traditional models maintain value, according to findings from a recent study.
The analysis by comparison website Compare the Market spotlighted vehicle depreciation trends in Canada, the U.S. and Australia to find the differences in how various car brands and models retain their value after purchase.
While all vehicles depreciate in value,
some maintain their value far better than others.
In the United States, the Tesla Model Y is noted for its sharp depreciation, losing an average of 42.70 per cent in value.
Canada boasts even stronger resale values, with the Ford Escape leading the depreciation pack, yet only dropping to 88.09 per cent of its original value. Interestingly, the Toyota RAV4 and Hyundai Tucson in Canada see an increase in value over time, contrary to typical depreciation trends.
CONSUMER CONCERNS GROW BEYOND CHARGING
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.
The latest J.D. Power 2024 U.S. Electric Vehicle Experience (EVX) Ownership Study emphasized these elements as pivotal for BEV owners, while also highlighting the growing dissatisfaction with public charging infrastructure as the switch to BEVs gains momentum among car buyers.
The study measures satisfaction across multiple factors, including charging, driving enjoyment and cost of ownership.
Brent Gruber, executive director of the EV practice at J.D. Power, highlighted the expansion of the EV market, marked by seven new models eligible for ranking this year. However, he flagged the deteriorating public charging experience as a significant barrier deterring potential BEV buyers.
“Many products are hitting the mark and resonating with shoppers but, at the same time, the decline in satisfaction with public charging availability should serve as a warning because concern about access to public charging is a key reason many buyers currently reject BEVs,” he said in the study’s announcement. “For EVs to reach their full potential, this issue needs to be resolved.”
EV OWNERS PLAN TO STICK WITH ELECTRIC
A RECENT STUDY HAS FOUND that electric vehicle owners have voiced a resounding commitment to electric mobility.
The EV Ownership Lifestyle study conducted by CDK underscored the importance of addressing consumer hesitations and the pivotal role of the industry in promoting electric mobility.
An overwhelming 73 per cent of EV owners stating their future vehicle purchases will exclusively be EVs. This loyalty spans across brands, including Tesla and non-Tesla owners alike, showcasing the broad appeal of electric vehicles beyond the confines of any
single manufacturer.
“There are questions about the types of EVs being built and if those are meeting consumer wants and daily driving demands. Price is also still a major roadblock, as affordability across the industry is top of mind,” the study noted.
The report found that about threequarters (74 per cent) had also considered traditional internal combustion engine (ICE) vehicles or hybrids before ultimately deciding on an EV. This, the report noted, highlights the pivotal role of salespersons in the automotive industry, with 54 per cent of EV purchasers influenced by dealership sales staff in their decision to opt for an EV.
“There’s another popular myth about persuadable car shoppers that this study disproves: The idea that car salespeople try to dissuade them from buying an EV. While there may be true-life anecdotes of this happening, the numbers in our study didn’t prove that,” the report said.
DROPPING EV VALUES BOOST ICE AFTERMARKET
RECENT FINDINGS FROM Lang
Marketing highlighted a trend: The depreciation rate of EVs is outpacing that of ICE vehicles. And there will be impacts on the automotive aftermarket.
“Most electric vehicles have plunged in
value over the past 12 months, increasing the cost of ownership and threatening their sales in the new and used auto markets,” the consultancy noted in its report, Plunging EV Values Boost ICE Aftermarket. “This could have significant consequences for the proliferation of electric vehicles on the road and their impact on the aftermarket for years.”
The report indicated that in the first quarter of 2024, the depreciation rate of EVs in the United States jumped by nearly 30 per cent from the previous year, a rate almost tenfold higher than that of ICE vehicles. This dramatic depreciation rate, Lang noted, underscores emerging concerns about the financial viability of owning an EV and hints at a broader re-evaluation within the automotive market.
It highlighted several key factors: Dealerships slashing prices, technological depreciation and the leasing market being hit hard by rapid depreciation.
The swift decline in the value of EVs is set to have significant repercussions for the aftermarket industry. Firstly, the noticeable depreciation may dampen the demand for EVs among new vehicle buyers, potentially leading to additional reductions in prices. This cycle of decreasing prices may inhibit the growth of EVs’ market share and their influence within the aftermarket.
Secondly, as EVs depreciate at a faster rate, ICE vehicles, which experience slower depreciation, might see an uptick in their market share and sales volume in comparison. This disparity in depreciation rates could favour ICE vehicles, making them more attractive to consumers and thus strengthening their presence in the market.
Thirdly, the pronounced depreciation of EVs could indirectly slow down the depreciation rates of ICE vehicles. Since ICE vehicles are depreciating at a slower pace than EVs, this trend could reinforce the value and longevity of ICE vehicles in the operational fleet.
“These factors and other issues will likely strengthen the VIO position of ICE vehicles for years to come and contribute to their aftermarket dominance through 2030 and beyond,” Lang observed.
ROADTRIPPING
WITH AN EV
Editor Adam Malik went on a road trip with an electric vehicle to get first-hand experience // By EV World Staff
Consumers have many concerns about electric vehicles. After the high cost to purchase, range and public charging infrastructure are the main holdbacks according to various surveys.
One of the most recent ones comes from the 2024 Mobility Trend Report from Volvo Car Canada. It reported that even though 64 per cent of Canadians are looking at an EV for their next vehicle purchase, 65 per cent are worried they will get stranded if they run out of charge. Furthermore, 59 per cent say there are not enough places to charge an EV.
On top of that, nearly four in five (78 per cent) agree there currently isn't enough publicly available charging infrastructure to make EVs a good option for them.
As a result, industry leaders have repeatedly urged would-be shoppers to consider their daily use case — if they use a vehicle for their commute to work or short trips around town, an EV can generally fit seamlessly into their lives. But for those who prefer road trips of long distances, having a gas-powered vehicle at least as a secondary option is still recommended.
But can road trips still be done with an EV? EV World editor Adam Malik had the chance to find out. Vehicle sharing company Turo offered him the opportunity to use its services to try out an EV. He browsed through its offerings and found a Tesla Model Y. He booked it and had the vehicle delivered to him at his house.
He shared his experience of being on the road with an EV, what he encountered and what he learned.
EVW: Tell us about the trip you took
AM: I was heading to Detroit, Michigan, for the MEMA Aftermarket Suppliers Vision Conference. Being in Toronto, it's a relatively close trip — a 400-km drive. When Turo approached me to try out its service and vehicles, I thought this was a perfect opportunity to take an EV on an extended trip. I write a lot about the EV market. I talk a lot about EV trends. But other than test drives, I've never actually driven an EV for an extended period of time.
I ended up choosing a Tesla because it’s the most popular brand out there today. So I decided to give them a shot.
I got the vehicle early in the morning of the day of my trip. I
took it for a short drive around my neighbourhood just to get used to it, especially the braking because that is a major difference from using an internal combustion engine vehicle. You take your foot off the pedal and it’s just the same as hitting the brakes. So, I got used to the feel of it and then I hit the road.
EVW: Were you nervous about taking a road trip in an EV?
AM: Definitely. You hear both sides. You hear about the people who do it regularly without issue and how much they love the experience. I know people who’ve driven from Ottawa to Toronto regularly without a problem, which is about as far as Toronto to Detroit. Then you hear about those who are frustrated with having to stop to charge and the waiting around. You hear about broken charging stations. All of that.
So I was mentally prepared for all scenarios. I didn’t know where I’d be stopping to recharge, if the chargers would work, how long I’d wait.
But I have to hand it to my Turo host — he showed me how to navigate the system and put me at ease. I can only speak to the Tesla experience as well — but it was good at showing me where I needed to stop to charge up.
EVW: What were your first impressions?
AM: I had two main first impressions. One was just being in an electric vehicle and one was being in a Tesla. Being in an EV, it was cool. It really was a great experience. It was a fun car to drive. The feel of it is different. You don't have the changing of the gears, which wasn’t new since I’ve noticed that in test drives, so I knew that was coming — but just having that constantly during my drive was interesting. Other than that, it was really just like driving a regular vehicle. You’re still turning a steering wheel. That doesn't change.
The second impression was being in a Tesla, a non-traditional automaker, versus an EV that is built by a car company. It felt like being in a Tesla was being in something that was technologyfocused with a car wrapped around it. And I wonder if being in say, a Ford Mach-E or a Hyundai Ionic 5, if it would feel like a car wrapped around technology, if that makes sense. It felt like the
EV World editor
Adam
Malik took a Tesla on a road trip to get first-hand experience of travelling a long distance with an electric
vehicle.
technology came first and the car was second in a Tesla, which led to some quirky user experiences.
EVW: What was the driving experience like?
AM: It was very fun, perhaps not dissimilar to a high-end sports car with the handling and the power, the speed. With the way the EVs hug a corner, the low centre of gravity, you do feel that when you're taking those tight turns. You realize you can take them a little more aggressively than you would in a typical combustion engine vehicle.
Beyond that, it’s just like an ICE vehicle. There’s still a steering wheel, there’s still a switch for the blinker, there’s a 'gas' pedal.
But being a Tesla, the full self-driving was an option. And I got to use that and that really to me was the biggest eye-opener of being in a Tesla — not in an EV, but in a Tesla specifically.
It was incredibly cool but also incredibly scary at the same time when thinking about where the technology is at with self-driving. It was good in the sense that it acted like a very cautious driver. It took those turns very carefully. I tried it at a stoplight. I was turning left and the car coming in the other direction was also turning left with no other vehicles. Under normal circumstances with human drivers, I would go left, the other driver would go left at the same time and we go on our way. What the Tesla did was make sure that car turned left and then it proceeded to make the left turn. So it was very careful. It was an interesting experience.
EVW: You mentioned quirky Tesla interactions. What were those?
AM: Like I said, a Tesla felt like technology wrapped around a car. Like the wipers — they were completely not in tune with the weather most of the time. It was sprinkling rain and the autosensor thought it was a hurricane. The wipers were just going back and forth so fast.
How a typical car puts your vehicle info in the dashboard in front of you, Tesla puts it in the centre. So you have to look away from the road to see their giant tablet of info. With the self-driving mode, it would ask you to tug on the wheel slightly so that it knows you’re there. But to see the notification, you have to turn your head slightly. There are also cameras inside the car to make sure you’re not falling asleep. So look away at the screen long enough and it sends a warning that you’re not looking at the road. So what is it? What do you want from me? You’re in this circle of trying to look at the road while also trying to peek at the notification, only to be told to pay attention to the road.
So quirky things like that of being in the Tesla where I wonder how it is in other EVs by traditional automakers who have a long history of making cars and know what drivers like.
EVW: What was the charging experience like?
AM: I had no issues with charging. That was obviously my biggest fear because that's all everybody seems to be scared about — is
˝The second impression was being in a Tesla, a non−traditional automaker, versus an EV that is built by a car company.˝
there charging infrastructure, what if I can't find a charger, what if chargers are broken?
But I had no issues at all. I put my destination in as I went from Toronto to The Henry in Dearborn, Michigan. It gave me my route and said, ‘Here's the route we're going to take along the way. You're going to stop off in London, Ontario, to recharge.” It showed me how long the charge would take. I could charge up enough to make it to my destination or I could do a full charge. Since I didn’t expect the hotel to have a charging station, I charged up as much as I could.
All three times I stopped to charge, the stations were in a plaza or mall parking lots. It took about a half hour each time to take the battery from a low state to that 80-90 per cent state. And a half-hour stop on a four-hour drive each way isn’t all that inconvenient. I stopped off, stretched my legs, grabbed a snack and away I went. I can see how on a multi-day trip, stopping every couple of hours can add a bunch of extra time to the journey. But a four-hour trip becoming four-and-a-half hours isn’t that big a deal.
EVW: Were the charging stations accommodating?
AM: Absolutely. Like I said, the stations were in centres where there was something to do. Funny enough, I think every other person who was charging was just hanging out in their cars, scrolling through their phones. Me being in the car for a couple of hours, I wanted to move around and so having the fast food restaurant, grocery store or coffee shop was great.
It makes me wonder about turning gas stations into charging stations. If someone is stopping for a half hour or even 15 minutes for a top-up, there needs to be something there to keep them or the kids entertained. Because that half hour can feel like an eternity with cranky kids in the back seat.
But for me, the stations were conveniently placed. I could see where maybe if you went to a remote area — I'm not sure how the charging infrastructure is if you're going to northern Ontario or northern Michigan, or wherever it may be, how the infrastructure is up there. So I see how it could be tougher if that's the case. But we certainly need more public infrastructure for those remote areas and those who don't have charging at their home or in their condo buildings.
Home charging is also such an important piece of the discussion.
EVW: Why is home charging important?
AM: It ties into public charging. There’s talk of urging more grocery retailers, for example, to install charging stations because many people take their car there and they can charge up while
shopping. But if you live in a condo or for whatever reason can’t install a home charger, those public stations being conveniently placed is essential.
For me, my trip could have been quicker if I had a charger at home. And cheaper — I spent probably $80 for all charging I think that will be essential going forward. If you want to have an EV but not a home charger, you’re depending on these public chargers to do the job for you. When you want to get home, you don’t want to worry about having to stop somewhere for however long to charge up — and pay a higher rate — and then go home.
But the importance of home charging can’t be ignored. That way there’s less reliance on public infrastructure. If you have a house with a driveway, you should have a charger. You don’t need to worry about finding a place to charge on your way home so you don’t have to find a spot the next time you head out.
But what about people in apartments and condos? They need a “home” charger. If not in their building, there needs to be a central spot close by where people can recharge. If you’re a daily commuter, you’re not going to need the charger every day. But you need easy access.
EVW: What do you see for the future of the EV discussion?
AM: I think the negative histrionics around EVs need to tone down. People are absolutely right — EVs in their current state are not ready for the mass market. But it certainly works for a solid portion. And the current costs of a new EV are hard to justify for most.
Still, it feels like many people are expecting EVs to be everything to all people and perfectly operational out of the womb. Nothing in the history of mankind has ever been produced like that. As with everything — microwaves, DVD players, smartphones — the costs, the user-friendliness, the capabilities are limited in the early stages. As time goes on, technology improves, costs calm down and more options become available.
I love a line someone used to describe EVs: Toddlers. We’re in the young stage of the evolution of EVs. There’s much room for improvement. Hopefully, as we get closer to the EV mandate years, we’ve improved a lot. Yeah, they’re not great for all kinds of road trips. But they do work for some, like the one I just took. It was extremely convenient. They’re good for your daily trips but not cross-country ones. And if you don’t have a convenient place to charge, then it’s not a great fit.
I think there's reason to be excited for it. But we have to temper expectations and manage those expectations and see where we are now and match it to our needs. It’s still early.
All roads lead to you.
From unmanned inspection to speedy and accurate alignments to streamlined ADAS calibrations, Hunter Engineering equips your shop for whatever rolls through the door.
STAYING AHEAD OF THE EV CURVE
Shops may not need to make big movements to service EVs but here’s how they can start to prepare now
By Jeff Hudnut and Jennifer Grabowski
The transition to electrification is taking shape at different rates across North America.
In an IMR survey that interviewed 5,000 independent repair shops across the U.S., nearly all (96 per cent) of those automotive shops had seen an increase in EV servicing over the past two years. More than half (54.6 per cent) of those shops also indicated that a portion of their business was from servicing battery electric vehicles. In Canada specifically, zero-emission vehicles account for one in nine new vehicles registered.
Although shops are seeing an upward trend in EV servicing needs, about three in five (59 per cent) of shops have not invested in training that focuses on EVs, and only 43 per cent of shops surveyed have invested in the tools and equipment needed to specifically service electric and hybrid vehicles. Larger shops have made more investments in tools, equipment and training (57 per cent) than smaller shops have (10 per cent).
Shops that provide EV training and certification
opportunities to their technicians and invest in the necessary equipment and tools to provide quality EV service will have greater business and profit potential as EVs continue to grow in popularity over the next decade.
EV education and training
Providing EV training and further education opportunities for shop staff is a crucial step to remain competitive in an everchanging market. Younger generations of shop technicians will especially benefit from further EV education, as skills related to EV will prove essential to their careers.
Shops should immerse themselves in the diagnostic and repair techniques required to properly service EVs and gain hands-on experience to expand their skill sets. This can include inviting a professional trainer to the shop to discuss the fundamentals of electric vehicles, electric motor concepts, power electronics, maintenance and other troubleshooting topics.
When it comes to EVs, proper safety training is also
˝Providing EV training and further education opportunities for shop staff is a crucial step to remain competitive in an ever−changing market.˝
important considering the higher voltage compared to ICE vehicles. To ensure shop owners are properly training their technicians in a safe environment, they should invest in training programs that offer virtual and in-person courses where attendees have access to specific training tools.
Once a shop’s staff is fully trained, it’s important the shop communicates and markets its EV service capabilities and certifications to returning and potential customers.
Tools and equipment
As shops begin to invest in EV equipment and tools, investing in safety equipment — like zero isolation gloves, warning signs and other protective gear — should be prioritized first. EVs bring new safety challenges that have not historically existed when servicing ICE vehicles, and it’s imperative that technicians and shops are equipped with the right tools and equipment to safely address customer needs.
Investing in the proper tools and equipment needed to diagnose and troubleshoot EVs is the next essential step toward growing a shop’s EV servicing capabilities. The most modern EVs have fully integrated software and control systems. Rather than individual controllers for each function, there may be one computer or zone controller that manages multiple systems.
Diagnostic scan tools that offer a wide range of vehicle coverage and scan for codes, read live vehicle data, run tests, view wiring diagrams and check battery charge are crucial to diagnosing issues in EVs — especially when considering the enhanced software.
Other essential pieces of equipment include ADAS calibration equipment, EV charging stations, CAT III or CAT IV Safety Rated Multimeters for working on high-voltage vehicles and a battery tester for checking on a vehicle’s battery and charging systems. For more advanced EV service, shops can invest in an insulation tester to perform insulation and highvoltage electrical tests.
There is a much higher level of powertrain integration in most EVs, with many powertrain components integrated into a single assembly. For servicing and changing integrated
components, the full powertrain and suspension must be dropped. Powertrain lifts, easy rollers, car dollies and rescue hooks will be essential for expert EV service.
It's important to remember that, at the end of the day, it’s still a vehicle. Filters are filters, brakes are brakes, so on and so forth. There is plenty of overlap between ICE and EV service, lowering the barrier to entry for shops interested in expanding into EV coverage.
Now is the time to invest for success
While provinces like British Columbia and Quebec host some of the highest numbers of vehicle registrations, EV sentiment and adoption have increased across the country. In fact, a recent study has revealed that 80 per cent of EV skeptics will consider purchasing an EV in the next ten years.
However, like many vehicle service trends and innovations, rural areas will be slower to adopt compared to major population centers. Shop owners who are skeptical may have reservations about making large investments when they aren’t seeing enough EVs to make it worthwhile. That said, savvy shop owners can get ahead of the trend while limiting their risk by prioritizing what they can now.
EVs have arrived — and are only becoming more prevalent. Investing in tools and equipment now that can be used when servicing both ICE and EVs will prepare shops for the inevitable influx of EVs in the future and offer a competitive edge in terms of service capabilities. Training is essential, yet only 3 per cent of technicians say they’re trained on servicing EVs.
Shops that prioritize training and preparation now will be in a better position to effectively and successfully address EV service needs in the long run.
Jeff Hudnut and Jennifer Grabowski are product managers at Bosch Mobility Aftermarket. The Bosch EV Training Tour features multiple training devices — including a training aid car that simulates diagnosing and repairing an EV battery and motor without exposure to a live, high-voltage battery.
On the Road
EV & Charging Expo 2024
May 1-2, 2024
Toronto, Ontario
The EV & Charging Expo returned for its second year in Toronto, highlighting the pathway towards vehicle electrification both in the consumer and commercial space. Many vendors at the show showcased solutions to fleet charging and offered services to install and manage charging infrastructure. On various stages, speakers took to the podium or spoke as part of a panel on a variety of topics, ranging from how to service EVs to successfully implementing EV infrastructure in commercial spaces to how future EV stations would operate.
THE AFTERMARKET NEEDS TO PLUG IN
The auto care industry is sitting on the sidelines as the electric vehicle transition takes place
By Martyn Johns
The Canadian automotive aftermarket lacks an important seat at the table to be part of the development of the coming electric vehicle industry.
This is an issue with both the mechanical and collision sectors of the automotive repair industry. As a collective group, we have such strength and ability to shape the EV future.
The EV & Charging Expo took place in Toronto from May 1-2, hosted by Electric Autonomy. The show consisted of a trade show, large stage presentations from industry personnel and many breakout seminars presented by industry experts.
While the event was well attended by many in the electric vehicle infrastructure and charging industries, it was noticeable how limited the participation was from the traditional automotive aftermarket in Canada.
As an industry, we have the opportunity to grab and shape the narrative on how the traditional aftermarket captures opportunity and market share moving forward. Currently, many manufacturers and traditional wholesale distributors in Canada are looking to find ways to create and offer greater value and return on investment from their traditional business models.
Why does the auto care sector need to wait until Year 5 of the vehicle’s age to start thinking about it? The need to rethink and alter the way we are doing business is paramount to long-term success.
The Canadian government has set 2035 as the date for 100 per cent of consumer vehicle sales to be fully battery electric. That is only 11 years away. But based on the participation and engagement from the automotive aftermarket at the recent expo, it seems like EVs in the aftermarket are a second thought, holding a ‘wait and see’ mentality.
Based on many speakers at the expo — including David Giles,
˝ The need to rethink and alter the way we are doing business is paramount to long−term success.˝
president of Powered EV Training and Consulting Ltd. — the future of the shop business in Canada is bright for the owners and companies that plan and embrace the change. This involves modifying the traditional business model of a repair shop towards greater training and equipment investment, focusing on labour margin, service rates and customer experiences.
The EV industry is at an inflection point for demand and supply. The battery and charging infrastructure needs improving and people need to feel confident they can get to where they are going with battery-powered cars. But all of that will not matter if we as an industry do not continue to do what we have done for decades: Adapt and grow with new opportunities.
I look forward to next year’s expo so we can all see the increased industry involvement in the EV space. I hope that the aftermarket industry is not going to just have a seat at the table, but be a leader in the development of this exciting future.
Martyn Johns is a 20-plus year veteran of the automotive aftermarket in Canada, most recently with NAPA Auto Parts as national director. He specializes in service delivery networks and is a leader in electric vehicle deployment across Canada.
By The Numbers
64%
Canadians looking to purchase a new vehicle within the next five years considering a hybrid, plug-in hybrid or fully electric vehicle.
2024 Mobility Trend Report
46%
Canadians who say longer maximum range would make EVs more appealing; 42% wanted easily accessible charging stations.
2024 Mobility Trend Report
Stats that put the North American automotive aftermarket into perspective
19%
The rate at which EV sales are expected to grow in 2025, down from a projected 21% in 2024, and slower than the 31% growth and 60% growth in 2023 and 2022, respectively.
65%
Dealers are growingly pessimisitic regarding the EV market's impact on their business models. Just 19% expressed optimism
Dealers Face the EV Transition
$6,795
The average repair cost for an electric vehicle was about 33% higher than an internal combustion engine vehicle, which cost on average $5,122 to repair. Mitchell
42.7%
Tesla Model Y is noted for its sharp depreciation, suffering the greatest loss in resale value The Volkswagen ID.4 was second at 31.6%.
Compare the Market
15%
Canadians who believe EVs are more cost-effective than gas vehicles when considering purchase price, fuel/charging costs, maintenance and insurance.
2024 Mobility Trend Report
42%
Many Canadian and Americans utilize DC fast chargers at least once a month, while 60% reported depending on them for longer or multi-city journeys FLO
