National Collision Repairer April 2024

EXPERTS on demand

Repairify’s solutions to technological barriers

How one bodyshop meets the tide of change

MTAA’s Matt Hobbs on the challenges facing the industry

INSIDE

ACM Genuine Parts are replacement parts sourced through our independent supply chain directly from the manufacturer of the original part and guaranteed to fit the original equipment manufacturer’s specifications.

Because failure is not an option, our genuine range of products are subjected to rigorous safety and performance testing.

Our genuine parts are branded with the original manufacturer’s logo, including traceable OEM part numbers, guaranteeing the highest quality available, without the excessive mark ups.

News

6 Product Showcase

39 I-CAR Update, Training and Events

The right coatings for ADAS systems.

40 Local News

Automotive industry news and information from around the country.

48 Global News

Keep up to date with a selection of industry news and information from around the world.

16 Experts on demand Repairify offers workshop solutions to technology.

22 A partnership in e SAPE helps further build a reputation.

28 World first Fix Auto and Novus Autoglass simultaneous launch in Gladstone.

30 Taking the helm

The MTAA’s Matt Hobbs on the key issues facing the industry.

Regular Features

24 Talking Shop

Western General Maribyrnong goes to new heights.

34 Future Leaders

Ali Rezaie overcomes the challenges.

44 EU Insight

Price increases a global issue

46 Stateside The cost of poor-quality repairs

52 OEM Snapshot More developments from the world of automotive manufacturers.

54 Rewards+ Turning hard work inot big rewards.

Finding the opportunity

“When you are finished changing, you are finished”

The foreboding words of American political thinker Benjamin Franklin are often quoted as a spur to action in the face of change. While his quote is perhaps not as acerbic as his better-known remark about the inescapability of death and taxes, it contains a much older classical wisdom that everything in the world is in a state of

Over the last century, and intensely over the last two decades, technology seems to bear out this aphorism. But if change is a constant then so too are those who adapt to it. Technology will continue to change, and the repair industry will continue to change with it. That is a constant we have seen from a century and a half of the internal combustion engine. And it is what we will see as new drivetrains and energy sources promise cleaner and more efficient transportation, in the perpetual quest of hoping to reshape our world.

In many cases, those who have seen the opportunity that change opens up and pursued it with vigour have not merely adapted but thrived.

Daunting as it can be, looking to the future promises the prospect of more and more technology in even the most common car. From its beginnings as an entirely mechanical and chemical form of locomotion, the automobile has moved to the point where almost every part of the vehicle operates within an electronic and computerised system. With increasing speed these systems are also interconnected, not only with each other but with a wider online world of almost-infinite information processing. Modern cars have been called computers on wheels many times and even that seems a little archaic in describing their sophistication.

Despite all the change, two constant principles seem to underpin the purpose of this development in cars:

comfort and safety. As long as these factors are the key principles for the consumer, the manufacturers will follow with their products. This in turn means repairers will need to be ready for them.

Guiding cameras, for instance, might have seemed like a luxury on a car once but in time will become as standard as basic cruise control. Our Repairify story highlights how the once simple replacement of a windscreen is now often intrinsically linked to the safety systems of the car with these in-built cameras. If you change one you must adapt the other. Even if one element is not directly involved in a collision, this interrelation between systems on a car means restoration or repair can become a more complicated and costly process. As one Repairify technician has pointed out, if you had said ten years ago the whole car needs to be recalibrated because you have taken the bumper bar off, no one would have believed you.

It may take a little while and explanation before the collision customer is ready for this change and the complexity and cost involved but the repair industry can certainly get on the front foot in dealing with the issue. Repairers can not only learn as much about the technology as is practical but also seek out the best advice and then communicate this in a timely manner to their customers. While costs and insurance premiums may increase accordingly with repairing this technology, one of the first things the consumer wants to know is, are they getting what they paid for and is it being returned in premium condition?

Workshops will be on the front line of this communication. Done well and efficiently, there is an opportunity for repairers to establish themselves with customers as even more indispensable technicians.

Eugene Duffy Editor

The National Collision Repairer

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A reliable and flexible system Product Showcase

Lifting and clamping are fundamentals of any workshop but doing them securely, safely and efficiently can make the difference to quicker turnover and happier clients.

What business owners look for is the equipment they can rely on over and over again.

For more than fifty years Car-O-Liner has been internationally renowned as an alignment bench supplier to the industry. Known for their reliable, high-quality products, Car-O-Liner ensures efficient and technologically advanced collision repair equipment, where benches are just the beginning in integrated systems.

Car-O-Liner has kept these systems at the forefront of the automotive aftermarket through supplying innovative solutions, technical developments, customer support and adapting to the market as it demands.

With three out of five of the most popular new vehicles in Australia being large utes, it therefore made sense to supply a bench to accommodate the growing number of large vehicles appearing in workshops.

Car-O-Liners new BenchRack 6.3 Master System will only add to a workshop’s flexibility. The new modification of extending the length to 6.3 metres, the BenchRack allows for a range of longer vehicles, such as light trucks, vans and SUVs to use the equipment securely.

The products at Car-O-Liner are designed to integrate with one another. The universal integration allows for the advanced technology to save costs and time on repairs, and therefore increasing profits and performance.

The BenchRack 6.3 Master System is one piece of equipment in an array of safe and secure vehicle mounting for vehicles that Car-O-Liner offers.

The extra length of

The equipment has strengthened the ability for extra wide drive on ramps and clamping accessories to be used on vehicles.

There are two variations for the BenchRack system, a blue and a grey version is available for workshop specifications.

The BenchRack 6.3 metre Master Kit encompasses a range of vehicle applications within the EVOTM System and clamping accessories. The two main drawcards are the 10-tonne draw aligner, and the removable ramps.

The 10-tonne draw aligner capacity is part of the Master Kit, with a 360-degree access and multi-angle pulling system. The Master Kit also includes removable ramps. The ramps allow for advantageous and ease of use for accessing vehicles from any angle.

The BenchRack 6.3 Master System also covers six main features that highlight the benefits of using the new and improved system.

• The flexible installation meets the needs of workshop sizes through either a pit or fixed mounting.

• The exclusive pillar jacks allow

Images: Car-O-Liner.

for a vehicles efficient and secure mounting with a threshold (rocker) support.

• The accurate real-time measuring is used best when integrated with CarO-Tronic Vision2 X3 and Car-O-Data vehicle measurement database.

• Effective anchoring and holding, combining with the EVO universal system means that no specific vehicle fixtures required.

• The clamping accessories provide a range of vehicles with strong, no-slip and safe holdings.

• The BenchRack 6.3m Master System meets OEM approved manufactures’ standards for equipment.

Car-O-Liner is committed to producing a complete line of effective collision repair solutions, including alignment and straightening systems.

Car-O-Liner’s manufacturing operations and head office are based in Sweden. Distributors can be found in nearly 70 countries worldwide, including Australia.

the BenchRack 6.3 system means workshops can accommodate popular larger utes and SUVs.

Glasurit 100 Line continues to grow

While efficiency is front of mind for most body workshops, the environmental impact of their products and energy use are increasingly part of business decision making and this is where Glasurit is making its mark.

Glasurit has almost a century and a half experience in bringing the highest quality coating products to workshops and in the 21st century this expertise is focussed on a new combination of efficiency and eco- effectiveness.

The 100 Line basecoat system meets the highest requirements of modern body shops and focuses on eco-effectiveness, process efficiency and highest product quality. The products also partner with their pioneering AraClass EcoBalance

coatings for complete workshop solutions.

Since 1888, Glasurit has stood for quality, social and ecological responsibility and the 100 Line helps customers become more competitive and, at the same time, improve their environmental footprint as well as drive overall performance.

Continuing with this rich history, Glasurit 100 Line marked another important milestone for BASF in the Australian and New Zealand automotive refinish market, when they became the first countries to introduce the waterborne basecoat system in Asia Pacific in 2020.

“Glasurit 100 Line is designed to increase the overall efficiency of modern body shops of the future and at the same time reduce the environmental footprint, exceeding all global VOC requirements. 100 Line truly demonstrates where sustainability meets efficiency” said Kirsten Dodd, Product Launch Manager, BASF Australia.

Glasurit 100 Line is the first basecoat line on the market with a VOC value below 250 g/l, which is 40 per cent below the EU solvent limit. It also exceeds all global VOC requirements.

Glasurit has succeeded in producing a waterborne basecoat system of unprecedented eco- effectiveness and quality with Glasurit 100 Line.

With the introduction of Glasurit AraClass EcoBalance clearcoats and undercoats, which is produced following a biomass balance approach, and 100 Lines' excellent colour stability, robustness in application and its environmental attributes, Glasurit is able to provide customers with an innovative and sustainable paint system.

“Glasurit 100 Line is now perfectly complimented with the introduction of the AraClass EcoBalance range” said Kirsten. “The opportunity for body shops to contribute towards a more sustainable future in the automotive repair industry both ecologically and economically through new innovative products and an eco-effective portfolio is very exciting".

Glasurit 100 Line and AraClass EcoBalance products are available through your locally approved Glasurit distributor.

The

Glasurit 100 Line is the first product on the market with a VOC value below 250 g/l. Images: BASF

Pay

It’s why baslac products are formulated to ensure you’ll use less product and in turn have fewer costs – rather than living with a super diluted premium paint. Yes, this saves you money, but it also improves your body shop’s performance and productivity. Now that’s an equation that does make sense. Spend less. Make more. That’s our kind of maths. baslac.com

What is clean air technology worth to your workshop?

When it comes to protecting painters and boosting paint shop performance by minimising rework, there is one key element that is often overlooked.

The humble booth air filtration unit can be seen as a bit dull and boring, especially when compared with the spray guns and air hoods that it actually supplies filtered air to.

However, to global spray equipment specialist, SATA, the air filtration unit is a crucial piece of paint shop equipment and well worth using clever design and technological innovations to maximise the potential it has for positively impacting both painters and the business’ bottom line. For example, what if you were offered the opportunity to help minimise paint shop reworks for the cost of just a couple of dollars per job. A pretty cheap investment, right, but when you do the return-on-investment sums, that is actually what it would cost for most collision centres to choose the performance of the SATA 500 Filter Series. As well as aiming to minimise reworks, this is technology that also

supply technically pure breathing air. Think about what would happen if one of your painters got ill. While it’s obviously not great for that person, it also means they are not at work and, in today’s industry climate, sourcing a replacement is almost impossible so the production schedule suffers. It’s just one more reason not to buy based on price but instead to invest in a filtration unit that contributes to paint shop performance.

Over 90 years

of experience

SATA produced its first air filtration unit way back in 1931 and since then it has been at the cutting edge of design. By creating the latest 500 Filter Series, SATA’s R&D team has once again taken air filtration technology to the next level. For example, a redesign of stage 1 (cyclone separator and sintered filter), as well as stage 2 and 3 (fine filter and activated charcoal) has both

as reduced maintenance. In fact, for all three stages, filter maintenance is now only required every six months. For added convenience an in-built display clearly shows the time remaining. The filters themselves feature an easy, three step replacement process and the fine filter and activated charcoal cartridge fit perfectly, simply by being inserted – there is no need for screw fittings or extra seals.

Driving spray gun performance

One key factor to consider when choosing a booth air filtration unit is that the only thing powering your spray gun is compressed air and that is governed by filtration design. Not only does the air have to be free of contaminants, it also requires a consistent flow that avoids issues from pressure drop at the gun. By holding a large reserve volume of approximately 135cfm of air, the 500 Filter Series significantly outperforms cheap filter units by providing consistent airflow which avoids pressure drop issues, even when multiple painters are spraying at the same time. This feature alone – which helps avoid wasteful reworks that disrupt cycle-time and eat into profits – is reason enough to make the investment. However, when you take into account what it can do for the health of painters, an investment in German engineered SATA technology makes perfect dollars and sense.

A comprehensive range of high-tech SATA spray equipment is available from your SATA distributor.

The investment in SATA’s air filter technology gives back to a workshop a vital return; confort and safety.

Image: PPG

Connect. Automate. Digitise.

The end-to-end digital ecosystem bringing advanced, game-changing technologies to your collision centre

Scan the QR code to see how PPG LINQTM can benefit your business! youtu.be/t4isZfVLwzw

Introducing the 3D digital sprayout

This advanced, 3D digital colour visualisation tool smoothly interfaces with the next-generation PPG DigiMatch™ camera-equipped spectrophotometer to totally transform the user experience of selecting the best colour match formulation from PPG’s extensive library.

Compact, fast, easy-to-use spectrophotometer

PPG’s high tech DigiMatch spectrophotometer features a digital colour camera to significantly boost performance. The camera’s six imaging angles combine with six reflective angles to provide additional texture information to help quickly and precisely retrieve the correct formula match.

The intelligent approach to powering up a business

Repair workshops have long relied on good electronic equipment and supply. The advent of sophisticated automotive technology and the uptake of electric vehicles means this dependability is more important than ever for a successful business. This is where Projecta is providing innovative solutions to changing automotive demands with their expanding range of power accessories.

INTELLI-RANGE 12V Power Management Boards

An increasing array of accessories and equipment designed to make time off the grid easier and more convenient, is placing added demands on power management systems, leading Projecta to release its new INTELLI-RANGE 12V Power Management Boards. Plus, there’s another important benefit to the new range.

Along with providing convenient and reliable power when away from mains, Projecta’s INTELLI-RANGE Power Management Boards are simple and efficient to install. As a complete and fully engineered solution, owners can save hours of labour when installing a system

themselves, or hundreds of dollars if their auto electrician is doing the job.

Multiple applications

A further advantage of offering complete Power Management Boards is that each system can be installed with the correct cables and fuses every time, preventing potential issues like power outages or damaged batteries. The new boards are also designed to suit a variety of applications – both recreational and trade – and ideal for installation in vehicles including four-wheel drives and utilities, RVs, caravans and camper trailers.

The boards also provide the convenience and aesthetic appeal of locating all electrical accessories and components such as USB ports, various 12V sockets, connector plugs, switches, DC to DC charger and inverter in one location, resulting in a neat and professional appearance.

Depending on the model selected, the new INTELLI-RANGE boards can successfully power and manage a range of appliances from lower current drawing items such as fans, lights, phones and cameras through to more power-hungry equipment including fridges, microwaves, toasters, hair dryers, coffee machines and even induction cooktops and air conditioners in the case of the ICB3000 model.

Added protection

Available in six models (ICBDC, ICB1000, ICB1500, ICB2000, ICB3000 and ICB2000-HD) common features across the range include multi chemistry compatibility covering Gel, AGM, Calcium and Lithium, offering the versatile to use with all popular battery types; this flexibility also provides futureproofing

The ICB 2000, like the whole INTELLI-RANGE, features multi chemistry compatibility covering Gel, AGM, Calcium and Lithium and all popular battery types.

should owners want to change their battery at a later stage. All variants are also solar panel compatible. Model dependent, system performance can be monitored via either an in-built display or with Bluetooth using any smart device. For added protection, all models aside from the entry level ICBDC are equipped with a low voltage disconnect function, protecting expensive deep cycle batteries from over-discharge.

Another key benefit of the new range is heavy-duty engineering and construction that’s designed to withstand demanding local conditions and applications. The boards feature a sturdy and long-lasting heavy-duty steel mounting body that’s further enhanced by a powder-coated finish; the range is also equipped with circuit protection, giving Projecta the confidence to offer a generous 5-year warranty across the line-up.

For full details and specifications covering Projecta’s new INTELL-RANGE 12V Power Management Boards, visit: www.projecta.com.au The boards are available for purchase from leading automotive, caravan, camping and specialist battery / generator outlets Australia-wide.

Images: Projecta

The ICB1500 in place. Like all Projecta products, they add heavyduty engineering and construction to innovation and safety features ensuring dependability in working environments.

THE ONLY JUMP STARTER THAT CHARGES ITSELF.

Featuring Projecta’s patented Rapid Recharge Technology, Intelli-Start Lithium Jump Starters recharge themselves in 40 seconds once a vehicle is started, elimiating the need for regular docking or mains charging. They’re compact, lightweight, ultra-safe, and provide up to 4 times the lifecycle of Lithium Cobalt alternatives, making them perfect for workshops, roadside assistance and fleet vehicles.

• Starts 7.0L Petrol or 5.0L Diesel vehicles

• Suited to 12V or 24V vehicles (IS2000 only)

Visit intelli-start.com to find out more

Product Showcase

Flexibility with plastic

The use of plastics in the exterior construction of automobiles has been on a steady rise, driven by the industry’s push towards lighter, more fuelefficient vehicles. But also, to reduce manufacturing cost.

Plastics make up less than 10 per cent of a vehicle’s weight but account for approximately 50% of volume. Over the last 10-years, the average mass of plastics in an automobile increased by 16 per cent. The modern refinish professional needs to not just work in metal but also be skilled in the repair of plastic components.

The special problems of plastic component repairs

Cosmetic repairs to plastic bumper bars and superficial damage to other plastic components in cars present several challenges requiring specialised knowledge:

Material Variety: Cars use a range of plastic types, such as polypropylene (PP), polyethylene (PE), ABS (Acrylonitrile Butadiene Styrene), and others. Each requires different repair methods.

Adhesion Difficulties: Plastics have non-porous surfaces, making it hard for fillers and paints to adhere. Special treatments or adhesion promoters are often needed.

Thermal Expansion: Plastics expand and contract with temperature changes.

Release Agents: During manufacturing, release agents are used to help plastic parts come out of their molds. These agents persist well after manufacture and can interfere with repairs.

PLASTX 6 - engineered specifically for automotive plastics

U-pol is a productivity solutions provider for automotive refinish professionals, and for over 75 years has developed every product needed for panel preparation including plastics.

U-pol’s leading productivity solution for cosmetic plastic repair is PLASTX 6.

PLASTX 6 is a game-changer. This highly flexible body filler has been meticulously engineered to tackle the challenges presented by plastic components, particularly those notorious bumper scuffs, scratches, and other superficial damage that require a strong but flexible filler.

Formulated for flexibility

The chemical engineers at U-pol (who like working on cars) developed a unique blend of high-quality European resins giving PLASTX 6 filler remarkable flexibility once cured.

Unlike standard fillers that are strong but rigid, PLASTX 6 introduces a level of pliability that’s essential for modern automotive plastics like Polypropylene, EPDM, or ABS.

Why flexibility matters

Flexibility is not just a buzzword; it’s a critical attribute in the repair of plastic automotive parts.

Standard fillers lack the ability to flex, leading to potential cracking or detachment under stress. PLASTX 6, however, can roll with the punches –quite literally. If you apply PLASTX 6 on paper, it can roll up without cracking, demonstrating the product’s adaptability in real-world conditions.

Addressing superficial damage

PLASTX 6 shines when addressing cosmetic repairs and superficial damage such as scratches, scrapes, dings, and holes up to 2-3 cm – the everyday wear and tear inflicted by errant shopping trolleys or car park bollards.

Its excellent feather edge properties ensure a seamless blend with the surrounding material, while its high adhesion prevents future detachment or flaking.

Image: U-pol

PLASTX 6 adds new flexibility in working with plastics

Optimum adhesion

Applying PLASTX 6 is straightforward. Begin by sanding down the surface to the bare plastic, ensuring both front and back sides are prepped. Apply a primer such as U-pol Grip#4 Universal Adhesion Promoter to create an optimal surface adhesion and fill with PLASTX 6. Once PLASTX 6 is in place, mesh tape reinforces the repair from behind, followed by sanding and the application of heat to cure. Curing is relatively quick at 30 minutes.

Engineered for plastics

During the manufacturing of bumper bars, release agents are added to facilitate the removal of the component from its mold. These agents can be reactivated during the repair process, especially when excessive heat is generated through sanding. This reactivation can impede the adhesion of primers and paints.

PLASTX 6’s resin blend circumvents this issue through innovative chemical engineering, thus maintaining the integrity of the repair and subsequent paintwork.

A versatile solution

PLASTX 6 is not just for extensive workshop repairs; it’s an invaluable asset for superficial damage, mobile smart repairs, and any automotive repair shop dedicated to perfection. Its ease of use, coupled with quick curing times, makes it an ideal choice for professionals who value both quality and efficiency.

The verdict from the trade

Feedback has been overwhelmingly positive. Car refinish professionals appreciate the product’s ability to deliver a flexible, durable repair that lasts.

PLASTX 6 has proven itself as a reliable alternative to SMC for harder plastics, offering a higher grade of flexibility where it’s needed most.

For more information contact U-pol’s Technical Support Team on (02) 4731 2655 or leading automotive refinish products distributor.

Into the future

The rapidly changing world of automotive technology can leave some business owners bewildered and daunted. In such situations there is nothing like calling in the experts to overcome technical problems so workshops can get on with the job of delivering to the customer.

One thing the team at Repairify share with almost every workshop owner and technician, is that they are driven by the fundamental industry objective; to get damaged cars back on the road, safely and efficiently.

THE PROBLEM

Since launching with their cutting-edge diagnostic tools in Australia late in 2023 Repairify has seen a rapid uptake of their services, a change Repairify Managing Director – International Phil Peace can only see increasing as Australia adopts more and more of the latest technology.

“What we’re seeing is the market evolving extremely quickly in terms of the technology within the vehicles and the speed at which OEMs are developing vehicles,” Peace says.

“The repair industry naturally needs to follow and understand because they’re repairing those vehicles in which that technology is incorporated”

While new cars will often return to dealers for service and mechanical repairs in their first four years of life, body repairs and glass are often directed much sooner into the independent repair industry. The challenges arise when those businesses do not have the appropriate tools to diagnose issues in the latest technology or models or they come up against OEM gateways.

“What we have seen is the growth of secure gateways on vehicles, this means that the vehicles are locked down or you can’t access certain modules unless you are using the OEM tools and that’s really where we’ve helped many organisations find the solutions.”

And this is only the beginning of a global automotive trend. Repairify’s global operations have shown them some significant precedents in Europe and the US.

“We’re starting to see similar trends in the Australian marketplace and the requirements for more cars to be calibrated or programmed through the gateway. It’s one of the challenges for the body shops today, that they need the latest technology to be able to get the vehicle back on the road. And that’s the reason we exist.”

THE SOLUTION

Repairify offers a diagnostic tool, a tablet-based device known as the “Allin-one” which enables the workshop to complete local diagnostics, performed at the car side by a technician from the workshop. But critically when gateways or new technology prevent the technician from going further, Repairify’s services allow them to undertake remote diagnostics with the help of their experts.

Peace says workshops have a number of options but many of them require extra expense and crucially can inflate the repair time.

“Obviously, you can take the vehicle to a franchise dealer, but the challenge with that is you’ve got to move the car. The dealer often doesn’t really want to do it, and it can take them a few days to book a calibration in. And in each case, you’re extending the key-to-key time, not to mention the expense of towing. Alternatively, you can get a subcontractor into your workshop but often you don’t know what their qualifications are, what insurance or warranty

they have or what tool they’re using.

“With Repairify’s Remote Services, you’re plugging the vehicle in and we’re coding, calibrating and diagnosing the car using the Original Equipment Manufacturer’s tool and our own qualified technicians.”

Peace says an example of the crucial time advantage of Remote Services has come into focus where there are modern windscreen repairs on vehicles equipped with ADAS cameras.

“You can’t afford to move the car from a cost perspective and you can’t afford to move the car from a customer experience point of view. The customer expects to take that vehicle in to have the glass replaced and then drive it off in about an hour or two. We help them because they’re able to use our equipment remotely. We will then

Repairify Australia General Manager Tristan Sender says their service is all about finding solutions for repair workshops.

Images: Repairify

program and calibrate that camera over the air for them, with a minimum of delay and the customer can take the car away, safe in the knowledge that that car is correctly calibrated.”

Repairify Australia General Manager Tristan Sender says the benefits for the workshop to have this added flexibility are many, including to workshop revenue as it allows them to retain the allowances insurers have for calibration.

“The beauty of it is that you don’t need to take it to a dealership to have that job done. There’s two major advantages. The first is speed. Key to key time is massively sped up because you basically do it there and then in your workshop. The second is you also keep that revenue directly inside your shop because you can complete the whole job from start to finish. Importantly by being able to access secure gateways using our OEM tools you can keep jobs in house that you would previously have been unable to complete.”

Sender says this streamlined process is beneficial for the whole industry, from the satisfied customer to the insurance company that is covering the cost.

“It’s a win-win situation for the insurance company, body shop and customer. The time that the car is off the road is lower, which is good for customer service and customer retention and time saved results in reduced repair costs. For example, customers have courtesy cars on their policies or can be using not at fault rental vehicles so reducing the repair time can have a significant impact on the total cost. From an insurance perspective there is a massive amount of benefit to having cars fixed quicker.”

While Australia has a right to repair law introduced in 2022, and this has facilitated the release of OEM information, the difficulty can still lie in the sheer volume of information on new vehicles and evolving technology and the delays this can make to workshops.

Repairify’s success around the world has been built on established and constructive partnership with OEM’s and the contractual arrangements for information are backed up by the global partnerships. Even more important is they are working toward the same end as the OEMs in ensuring repairers can complete the work quickly with minimal

reputational impact to the car brands.

“It’s not work that the franchised dealers particularly want,” Peace says.

“They don’t want an odd calibration that’s booked in at very short notice because it disrupts their work planning. It’s probably not work that they’d normally expect anyway, because it’s gone into a body shop.

“From an OEM perspective, what they want to do is make sure that the end user is having a great experience. We know that quite a high proportion of people change their car after a crash. So, anything that adds to that negative experience has the potential for that individual to choose to change their vehicle, and potentially to change to another manufacturer, which is absolutely what they don’t want.

“With us being involved in that process, we are making sure that it’s a fast process, making sure that we don’t slow down the repair in any aspect and get the customer back on the road as quickly, and safely as possible. Additionally, using the OEM tool ensures that every module has been checked, and the customers vehicle is returned safely”

The team at Repairify brings together automotive expertise from across the globe and a wide range of OEMs.

THE TEAM

One of the first things that strikes you about the team at Repairify is the international flavour of the small, specialised group. There are members from diverse parts of the globe including the UK, Ireland and Mexico as well as wide range of advanced specialisations with OEMs that range from well-known brands like Toyota, Mazda and Volvo through to Bentley, Aston Martin and even Lamborghini. This mix of expertise and backgrounds is no accident but is part of what they offer.

Johnny Restrepo who has a Columbian and Canadian background was one of the pioneers of Repairify’s launch in Mexico, He says across north America, they are dealing with significant volumes daily as technology advances. While in Australia the ADAS technology is less prevalent, he says Repairify want to ensure they have the expertise to meet the demand as it grows.

Restrepo details how all technicians begin with three months of intense training to understand scans, ADAS systems, OEM manuals and recommendations.

“It seems a long three months, but there’s a lot of material to see,” Restrepo says. “And after the three months, the training is not over, we

have a programme of continuous improvement.”

He explains this is critical for the team to be aware of and understand the latest and ongoing developments from all the OEMS.

He also expects more workshops will make the initial investment in ADAS equipment.

“Because to do the calibrations you need targets, you need special equipment, so there is a little investment, but in the long run, you’re going to win. Because also, if you have all the equipment, you can also do the calibrations for other shops.”

Repairify technician Sean Quinn, who hails from Ireland, after 15 years of experience with brands as diverse as BMW to Bentley, says for workshops it is about taking control of their destiny in an ever-changing world of OEM technology.

“Businesses need to remain flexible, and our experts are staying up with industry and doing what we can to help,” Quinn says.

The diverse specialisation in auto brands means the Repairify team can advise customers with depth a single workshop would find it difficult to cover.

“We have teams of master technicians that are in different areas of the industry in terms of the knowledge that these customers will

get in Australia, and it doesn’t just stop with us. We also have teams of experts in America and in Europe, where we have constant communication, in terms of offering decades of industry knowledge.”

Another Repairify technician Brody Sentance says the relatively more common practice of replacing windscreens with ADAS cameras is one of the first frontiers Australian repairers are encountering but he foresees a time when this technology is standard in all cars coming into workshops.

“It’s not only going to be more cars, but the technology is going to get more advanced and way more technical,” Sentance says

“It can be a bit daunting at first. But I think when they see the benefit that comes out of these (Repairify) services, and also the initial customer satisfaction it changes everything. They are getting the use of an OEM tool, and experienced technicians where everyone’s experienced in their brands.”

Bradley Hewson from the UK who has worked on everything from BMWs to Rolls Royces says the technology is the way of the future because it offers what the customers want; comfort and safety.

But the understanding of the customer and what repairs involve can be difficult, even for something as common as ADAS equipped windscreen replacement when it could lead to weeks of delay and frustration.

“And most people will go “What camera? It’s a piece of glass’” Hewson says. “But as we know, when you’re in a trade, it’s very important and crucial from a safety point of view. If they don’t get it right, you’d be driving around with warnings on your dashboard the whole time.”

“And what would you think if someone said, ‘We need to recalibrate your radar so that your cruise control works because I’ve changed your radiator’. You know, 15 years ago people would be saying; ‘What are you talking about?’

“A big learning process that people

Training at Repairify is a vital part of keeping the team across OEM technological developments.

are going to have to get used to is the fact that once you’ve touched something on these cars, there’s a lot of work that then needs to be done to set everything back to where it was.”

But these delays can be overcome with the fantastic systems Remote Services provide and ensure correct and safe calibration every time, he says.

“We’re talking international safety features that are recognised worldwide,” Technician Mathew Launt agrees.

“We’re moving forward, and manufacturers have to apply by these new standards. You can take a bumper off a car with some complex European manufacturers and you need to re calibrate the whole car.”

He said adoption across the industry had varied both by state and the size of the business but there were always some who saw the business opportunity rather than pushing it back onto dealerships.

“It’s the same as anyone not pushing forwards with electrical vehicles, whether it’s plug-in or ice combination, hybrid. It’s silly not to go forward with the trend, especially as you’re just robbing yourself of money, of customers and repeat work, as well as your own self-knowledge.”

Hewson says the best answer to this technology problem is answering it with the technology to make it accessible

and having the experts on hand to simplify it.

“We work with almost every single manufacturer to carry out these repairs, and to stay up to date with all the new software and the new bug fixes, because we’re in contact directly with the manufacturers. For the Australian market it’s absolutely amazing for them to be able to plug one device in and have us sitting on the other end with such a broad capability.”

THE FUTURE

As Repairify grows in the Australian market it is keen to meet the demands of the various elements that make up the repair industry, whether it is MSO or small independents and add to the efficiency and profitability of each.

“We work with lots of MSOs, lots of repair groups, and we’ve got great relationships with them because they’re very interested in the reporting and the output of the reporting, as well as how they can then drive efficiencies through processes,” Peace says.

“There will also be independent workshops, small sub two, three shop clusters, that will want to use this service because they will invest in the technology,” he says.

This is a sensible and reasonable investment because this is the evolution of many businesses doing services in house and what will

become key to repairing any vehicle.

“They’re more interested in “What’s the best way to get the vehicle back on the road?” What we have found is that the industry is now evolving towards the workshops doing it themselves. Three or four years ago, they were taking it to the dealership, or they were outsourcing it to a subcontractor. We’re certainly seeing more and more people doing it in house.

“As vehicles evolve, and the technology grows on the vehicle, if you’re going to repair it, you’re going to have to understand aspects of that technology, otherwise you won’t be able to repair it anyway.”

And Sender emphasises that safety and the liability of the repair workshop will also be a critical factor going into the future whether at individual or larger scale level.

“We will have large buyers of vehicles from manufacturers such as rental companies wanting certain processes to occur so they can be assured when the cars get back on the road that they have been scanned in the correct manner and by an OEM tool.”

Further advances in technology and the way cars communicate will be the next big technological threshold but what won’t change is the need for the repair industry to stay abreast of it. The offering to a workshop of Repairify’s rigorous training and expertise is the same.

“The whole point is that you have an expert available on demand, that you can tap into to do your work for you,” Sender says.

This includes whether a bodyshop is using its own diagnostic tool and encounters problems or lacks the experience on advanced models.

“We will take care of that for you meaning you don’t need to have every skill set working in your shop. The beauty of our All-in-One device is you get a comprehensive local tool that also has remote access to the OEM tools for more complex jobs, and a highly skilled technician available to ensure you can complete your job.”

Connecting to experts in diagnostics is easy and fast for any workshop with Repairify.

Helping hand

Skills shortages and the need to pursue training as a key to meeting the future are well-known challenges for the repair industry. Perhaps less well known is the help available to help workshops get there. Suncorp stands out not only for recognising these issues but also for actively offering support as they’ve rolled out a suite of programs tailored to support the repair industry, ensuring that collision repairers have the necessary tools and knowledge to thrive now and in the future.

In a 2023 State of the nation survey, 83 per cent of paint and panel businesses across Australia responded they had or would employ an apprentice. But keeping apprentices motivated and supported can be a challenge and that’s where Suncorp’s Apprenticeship Program offers support.

One of the more practical forms of assistance is to offer a financial helping hand. The program is designed to support and showcase the growth and development of the vital apprentice sector and offers a financial boost up to a $1,500 payment to eligible apprentices. The funds can be used to help purchase tools and study equipment needed, making it easier to kick start an apprenticeship.

As an apprentice’s journey continues, recognition forms a crucial way to acknowledge their hard work and to sustain their motivation. So, Suncorp will soon offer awards where apprentices in the program will be eligible for nomination into a monthly recognition awards program.

The initiative is part of Suncorp’s broader strategy to nurture the growth and development of apprentices, recognising their hard work and supporting pathways to career opportunities within the company postapprenticeship.

World of skills

More and more workshops are looking further afield to help them solve the skills shortage and Suncorp’s International Labour Funding Program is aimed at helping them navigate the

system. It offers financial support to help eligible repair shops facilitate the recruitment and training of international employees. The International Labour Funding Program makes available a financial boost of a $3,000 payment per eligible employee that helps offset recruitment and training costs.

By supporting this process, Suncorp not only fills a vacancy, by adding to skills pool, but also contributes to the industry’s growth and diversity. This brings in fresh perspectives and skills from around the globe to ensure sustainability of the wider motor repair industry.

Support to develop Suncorp’s support programs also go further than just filling vacancies and seek to develop existing employees with its Training and Capability Support Program. The program is focused on not just skill enhancement but also

compliance standards and operational excellence. This strategic move aims to future-proof businesses, equipping them with knowledge and practices needed to thrive in a rapidly evolving industry landscape.

Suncorp is helping with up to $1,000 per repair shop for training courses where there are no up-front costs for repair shops and no need to claim reimbursement. The detailed schedule of this training will be announced shortly.

The well-known benefits of training can help a business elevate the quality of service to customers along with staying abreast of latest industry trends, technologies and repair methods. Training also helps boost any team’s confidence and competence, with the reciprocal benefit that successful applicants can strengthen their position as a preferred repair shop in the Suncorp network.

Image: Auremar/stockadobe.com

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Building reputations

Jacob Body and Paint is one repair business quietly building an outstanding reputation, both with their customers and OEMs. Behind the skills and the dedication are partnerships, like the one with the SAPE Group, ensuring they have the very best equipment to make this happen.

In the bustling realm of collision repair, few establishments stand out quite like Jacob Body and Paint, nestled in the picturesque countryside of Victoria. Under the seasoned guidance of David, a stalwart manager with over three decades of dedicated service, Jacob has not only thrived but evolved into an emblem of excellence in the industry.

The latest milestone in Jacob Body and Paint’s journey is the expansion of their facility into a state-of-the-art bodyshop. One of the most notable achievements in this journey is the recent appointment as a factory-approved collision repair facility for Audi, VW, and Skoda. This expansion not only speaks volumes about their commitment to growth but also reflects their dedication to providing top-notch collision repair services to their clientele.

With a workforce comprising 32 skilled individuals, Jacob Body and Paint boasts a formidable team capable of tackling any collision repair with finesse

and precision. The recent renovations have expanded the total floor space to an impressive 3500 square meters, providing ample room for innovation and efficiency.

Recently, the SAPE Group outfitted Jacob Smash Repairs with a comprehensive array of cutting-edge collision repair equipment including the Measuring and Alignment System and the VAS6571A Body Repair Mixed Material Work bay. Collaborating closely with the SAPE Group has proven indispensable, as their provision of factory-approved tooling has ensured meticulous adherence to the exacting standards mandated by the VW Group.

Beyond the accolades and expansions,

what truly sets Jacob Body and Paint apart is their unwavering dedication to excellence. Being part of the I-CAR training “Road” is a testament to their commitment to staying at the forefront of industry standards and best practices.

As they embark on this new chapter of growth and innovation, one thing remains certain: Jacob Body and Paint will continue to be a shining beacon of excellence in the automotive industry.

Jacob Body and Paint is situated at 3 Melrose Drive, Wodonga VIC 3690, and can be reached at 02 6055 9988. For all your equipment requirements, reach out to the SAPE Group at (02) 9772 9024.

Additions like the VAS6571A Body Repair Mixed Material Work bay have added to workshop efficiency.

The right equipment has helped Jacob Body and Paint continue their pursuit of excellence. Images: SAPE

Images: SAPE

JOLLIFT

With the Jollift 1330 Fast Repair Bench you can now equip each work bay with a quality Italian manufactured car bench.

The flexibility of the modular design means that multiple benches can share one pull post, one set of clamps and one set of wheel stands, which makes it totally affordable for each work bay to have its own repair bench.

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• 1300mm lift height

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FLAT LINE

The Jollift Flat Line NM65 is a cutting-edge vehicle lift redefining industry standards. Crafted with precision in Italy, this powerhouse boasts a lift capacity of 3000kg, effortlessly handling various vehicle types.

With a sleek lowered height of just 65mm, it offers unparalleled accessibility for low-profile vehicles.

65mm lowered height 1210mm lift height 3000kg lift capacity

Talking Shop

A new automotive horizon

Repair workshops face new challenges every day but the tide of change, with new powertrains and technology, appears to be accelerating. For Western General Bodyworks Maribyrnong, meeting this change is all about having the right skills to remain flexible.

The team at Western General Bodyworks have little doubt that the automotive industry will see sweeping change in the coming years. That is why they are already equipping themselves with the skills needed to evolve their business for a new, electrical future.

But in meeting the changing landscape, the team at Western General Bodyworks in Maribyrnong also want to ensure excellence and quality of service for their customers which is one

of the constants they are renowned for.

Driven by passion Western General Bodyworks Group is a collective of collision repair shops across Australia. With nine shops spread across Victoria, two shops in Queensland and one in New South Wales, Western General Bodyworks has their sights firmly set on the future.

The Maribyrnong workshop is known as the flagship store amongst the group

and was the founding shop which opened in 1975.

The team across Western General Bodyworks Group repair around 5,000 cars a year and has 200 employees across Australia.

But speaking with chief financial officer and director at the Western General Bodyworks Group, Nathan Thai, and the managing director and owner of the Western General Bodyworks Group, Danny Buzadzic, it is clear their

Training is key to an efficiently run workshop at Maribyrnong.

Images: Western General Bodyworks

operation is less about the numbers and more about passion as a key driver to their continuing success.

“We’re a family run business. So, we always differentiate by the fact that we’re an MSO, in the sense that we’re large, but we’re still family run,” Thai says.

“It’s a strength in the sense that most of our workers, the average tenure for each manager is around 15 years.”

“Every individual up to the detailer, the apprentice, everyone here is treated like a family member. We really pride ourselves on that. That will be a key trend throughout each one of our stores including Maribyrnong,” he says.

Thai and Buzadzic believe that their business model sets them apart from the competition. Each Western General Bodyworks shop has its own specialisation and business model.

“The biggest strength for us is every shop has its own business model. It’s not run as a corporate enterprise,” Thai says.

For example, the Maribyrnong Shop is accredited to repair electric vehicles, whereas the Western General Bodyworks Bundoora shop is a fixed cost business model.

The diverse nature of each shop under the Western General Bodyworks Group allows for each shop’s strength to reach its full potential.

“We have diversity within body repairs, but also diversity in terms

of revenue shrinks,” Thai says.

“We extract every value from a damaged vehicle. That’s one of our key strengths. And by doing that, we’re able to have different markets.”

Being an MSO, the Group often share resources.

“The good thing about being an MSO is that we have a nice set of shops. If certain shops are struggling to find a panel beater or spray painter, we can share employees,” Thai says.

“For us to share resources, and have everything centralised with the insurance and accounting, we are then able to plug in when we buy new shops. That’s the beauty about being an MSO.”

Training as a priority

For Maribyrnong shop, being one step ahead of the competition meant acquiring the I-CAR Gold Class Collision Status in 2023. They join three other Western General Bodyworks Groups, Northern General Bodyworks in Bundoora, Belmont Smash Repairs and the Geelong Collision Centre with the accreditation. It is a major step forward for not only the Maribyrnong Shop, but the automotive industry as an entity.

The I-CAR Gold Class Status is the highest training accreditation recognised in Australia’s collision repair industry.

In March, Northern General Bodyworks, another member of the

group also joined the elite training category.

“Getting the gold class status was a great achievement. Convincing all the workers to do all the training courses was also an achievement,” Thai says.

“Everyone worked hard on gaining the I-CAR Gold Class status. Everyone from management to the owner, to the guys on the floor, everyone had a great attitude,” Buzadzic says.

“The Gold Class accreditation represents a quality control procedure, making sure everything is done right,” Buzadzic says.

The Maribyrnong shop is always chasing excellence, and the Gold Class Collision Status reflects that notion.

“We are really keen on excellence,” Buzadzic says.

“We’ve got to treat customers like your mum or dad’s car, and you really want to make sure mum doesn’t scream at you. So, I like to make sure every customer is happy,” Buzadzic says.

Preparing for the future

The changing landscape of the automotive repair industry requires repair shops to shift their focus to encapsulate a broader view of the future of the industry.

Electric vehicles are no longer a thought of the future, electric vehicles are here, and the EV market is growing rapidly.

The Maribyrnong shop is successfully preparing for the prevalence of electric vehicles in the only way they know how, by jumping in the deep end.

The Maribyrnong shop received the Tesla accreditation last October which was another milestone achievement for the Group.

“The shift to EV was a significant change for us. Dealing with EVs has a separate set of training to do in understanding how to assemble high voltages and dealing with batteries. A lot more precaution amongst the workshop floor, and we had to make a number of changes,” Thai says.

The shift to EVs wasn’t just about the mechanics and technicalities of a car, but also the changing face of the customer.

“EV customers are different. And I

The team at Western general Bodyworks recently gained I-CAR’s Gold Class accreditation.

think that’s really important to distinguish as well. A lot of our Tesla customers are car fanatics. They know more about the car than I do,” Thai says.

“It’s encouraged all of us to really learn more about the electrical side of EVs. It’s created a positive impact and change for our business,” Thai says.

Like the Tesla and I-CAR Gold Class Collision accreditation, Maribyrnong holds themselves to an equally high expectation to deliver for their customers.

“Learning about EVs is more than just fixing structural changes, there are components to EVs that are essential to be aware of. There is a reason why there are certain requirements to have a Tesla accreditation,” Thai says.

A great change and a positive impact, the team at Maribyrnong are happy to see EVs in their workshop.

Always room for improvement

In pursuit of excellence, the Maribyrnong shop does not shy away from addressing new and existing challenges.

“The biggest improvement for Maribyrnong is being able to be more analytical. Understanding where our faults are, and understanding where improvements can be made. We use key KPIs and benchmark operating metrics to our benefit. Not to the point of trying to penalise your workers and production efficiency, but to use it to understand where your faults are,” Thai says.

Challenges in the industry

Gaining employees in the Australian automotive industry has been a

challenge for repair shops. The Western General Bodyworks Group has resorted to thinking outside the square when recruiting new talent.

“It’s tough. If you’re an MSO, or if you’re a large panel shop, as you need more staff. We are seeing from our peers, the larger corporate MSOs, they’re doing recruitments from overseas,” Thai says.

“We are going down that route as well, we find that the local talent is not there. We’re trying to find the right recruit from overseas. South Africa, the UK has been great for us. Fiji, as of late, has been great, with similar repair training methods.”

“We’ve tried to go to schools, high schools, educating the students. Whilst it’s great, it doesn’t meet the short-term labour we need now. We are resorting to overseas talent,” Thai says.

On finding apprentices

Creating a sustainable future at the Maribyrnong shop also extends to the training of the younger generations.

“It’s very important not just for our business, but for the industry to have apprentices. It’s important that we have local talent. Where I’m able to find an apprentice, we’re 100 per cent taking them on board with the right attitude. If you’re in year 11 and don’t want to do

Maribyrnong is a Tesla accredited shop.

The reception at Maribyrnong.

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A recipe for intergenerational success

Serving their community in Gladstone is intrinsic to what the Robertsons do, so choosing the right partner was critical to grow their repair business and continue in this spirit.

At a time when being part of a network and having the support of a major brand has never been more important, Fix Network Australia, the parent company of the Fix Auto and Novus Autoglass Brands has achieved a world first with the appointment of its newest franchise partner in Gladstone, Queensland.

For the first time since the unification of the two brands in Australia back in 2017, their newest location in Gladstone will open both Fix Auto and Novus Autoglass locations simultaneously.

Whilst there are already several dual branded operations locally in Australia and across the globe, this is the first time a new franchise partner has joined both networks and launched both brands at the same time.

This progressive and decisive step should come as no surprise when considering the franchise partner behind it. Husband and wife team James and Erin Robertson are the

longstanding beneficiaries of partnering with a global brand as the Toyota dealer in Gladstone. As second-generation owners of the business which has operated in Gladstone for 50 years, they have acted as the guardians of this global brand, delivering world class automotive solutions to their community, underpinned by the peace of mind that they are working with a truly global leader in the industry.

Global brand, staying local

“We are all too familiar with the challenges and opportunities of working as part of a franchise model with a global brand,” James Robertson says.

“There are strict compliance requirements, exceedingly high expectations for customer service, quality and performance, but this comes with a level of support and of course product that is simply impossible to achieve as an independent business.

The brands we represent are constantly evolving and innovating, ensuring we have everything we need to deliver a first-class experience, what is left to us as a community focused business, is to execute on that in a way that delights our local customers and we are best placed to determine how that is achieved”.

Different franchise opportunities

When drawing parallels between the Fix Network proposition and that of a global Automotive Brand like Toyota, the similarities are striking. Both have strong brand identities; both have a clear vision of where they sit in their markets and both provide the required support and infrastructure to ensure the business can achieve its full potential. But the businesses do operate in very different sectors.

Erin Robertson, the driving force behind the business’ marketing operations, says the similarities and contrasts have helped them understand and serve their customers better.

“Car sales is appealing to customers through innovative products, brand values and the service proposition,” Erin says. “Buying a car is a very personal choice. Collision and Autoglass repair are both heavily directed by insurers and are at best described as a distress purchase situation. In both instances being part of a network makes sense, but for very different reasons”.

Secrets to a long-standing partnership

“Firstly it is about choosing the right partner” says James. “When setting

Erin and James Robertson with their team have been serving the Gladstone community for decades.

Images: Fix Auto

represent the best possible product, service or solution, that goes without saying. But more importantly, choosing a brand or partnership where your personal values are aligned with that of the brand is key. There are lots of challenging moments in business and having that philosophical alignment becomes vital in those moments. When both halves of the partnership are focused on achieving the same goals in the same way, that is the true formula for success.

“As a second-generation business that has been serving our local community for 50 years, ensuring that we grow our business with brands that support that philosophy is key. With Fix Auto and Novus Autoglass we have found another partnership rooted in those core values and underpinned by the same key components of world class products, service and support”.

Fix Auto Network Australia Head of Business Scott Croaker emphasised the significance of the dual launch in Gladstone.

“This latest partnership is a significant one for us for many reasons, not least of which is the fact that we have signed both brands and then launched

“What is perhaps even more significant for us is the heritage and pedigree of James and Erin’s existing business. To come together with a 2nd generation business that has been in its community for 50 years and is well versed in representing one of the worlds largest and highly regarded brands is a testament to our own brands and the value proposition we deliver to our franchise partners”.

Looking to the future

If the last few years have demonstrated anything in our industry it is that going it alone is becoming harder and harder to do. It is not just about repairing cars anymore. The legislative and regulatory requirements for businesses are increasing exponentially. Trying to stay ahead of all the demands is a full time occupation in itself. Then adding in the rate of innovation, investment requirements and ensuring you are represented adequately with work providers and the influencers in the industry, it is no wonder single operators are struggling to manage it all.

“For us, adding these two adjunct businesses to our portfolio made sense,

start from scratch and try and build the businesses from zero on our own”, says Erin. “By joining the Fix Auto and Novus Autoglass networks, we got a fast start with systems, processes, procedures and operational support, along with a helping hand with our marketing and launch activities. This coupled with their established workstreams has enabled us to hit the ground running. Having the teams from both brands on hand to help us every step of the way is invaluable as we grow our business. We focus on what we do best and the team from Fix Network support us every step of the way”.

Here’s to another half century

The final endorsement of this partnership is made all the more impactful when you consider that there is more than 130 years of combined experience shared between these three businesses coming together. Global experience that distils down to the most local level of execution, providing the community of Gladstone with access to unparalleled levels of product, service and customer experience. That alone assures the kind of longevity most small businesses can only aspire to.

The Gladstone Fix Auto team proudly show off the new livery of the partnership.

A voice in a time of change

Only in the job for several months, the new CEO of the Motor Trades Association of Australia, Matt Hobbs has hit the ground running. But that is just as well, he says, given the change that is underway across the automotive industry. NCR sat down with Hobbs to discuss some of the challenges confronting the sector.

With almost 10,000 members from across the automotive repair and bodyshop industries and the national representative for all the state automotive chambers of commerce, Matt Hobbs believes the MTAA is a voice that has some volume in Canberra.

It incorporates the Motor Trades Association in NSW, the Victorian Automotive Chamber of Commerce, the MTA in Queensland, Western Australia, South Australia and the NT as well as the TACC.

Hobbs comes to the role with decades of experience with OEMs, including GM and Nissan, across the globe and multiple policy advisory and advocacy roles in the industry.

But Hobbs is keen for the collected automotive bodies to be seen and utilised as much more than an advocacy body and demonstrates the depth of the resources and services they have on offer.

“These bodies give away advice as part of their membership including legal advice, advice around workplace relations and consumer affairs, industrial relations. They do publications and they’ve got technical libraries with hardcopy documents with access to service and repair information. And if you want to talk to an expert, the MTAA has these people.

“We’re also at the coalface helping people, improve their businesses, helping them get a pipeline to skilled people,” he says.

“They’re registered training organisations and they also have

over 7000 apprenticeships across the industry. They have also got nearly 1400 directly employed apprentices, they either directly train or they mentor depending on the state. They give people a pathway into the industry and for me that’s amazing. We’re relevant because we’re out there. I think Victoria has got 40 people in cars every day out talking to businesses, helping them solve their problems.

“So, the membership is so much more than the advocacy. The advocacy is what happens because of the membership.”

Solutions for big changes

Hobbs is quick to highlight how many transformational changes face the industry and what the MTAA can do both in consulting and informing members, along with ensuring this industry voice is strong and meaningful at a policy maker level.

He cites the New Vehicle Efficiency Standard, the franchising code, the skills shortage, the MVIRI Code of Conduct and the EV transition as just a few of the areas that are undergoing major change.

While Hobbs remains solutions focussed, he is not blind to the problems the industry is facing and highlights the long-running issues between repair workshops and insurers. The history of the issue has become acute recently and thrown into the spotlight by the problem of delays in assessments hampering both workshops and insurance processes.

The MTAA is advocating for

a mandatory Code of Conduct nationwide, (currently only compulsory in some states), as one of the key instruments for reform and a government appointed ombudsman to swiftly resolve disputes.

Hobbs highlights the substantial work Stephen Jenkins, chair of the Code Administrative Committee, Kaes Cillessen from the MTA SA/NT and Kathy Zdravevski policy advisor with the VACC, have done in developing the MVIRI Code of Conduct as a robust document since its 2022 review.

“If we can’t mandate it and resource it properly, it will never reach its full potential,” he says.

“It’s got to have teeth. It’s got to be a viable, funded organisation that has an alternative dispute resolution programme that works. Unless we start doing things differently, we just relive the last 30 to 50 years of problems constantly. And there are tools in

Matt Hobbs believes proactive adaptation as an industry can help in a time of massive change. Image: MTAA

the arsenal, whether that’s collective bargaining, whether that’s unfair contract terms, but for a local business that’s just trying to get stuff done and serve their customers, they just want the problem fixed.”

“And that’s the challenge, whether it’s the committee or it’s me or the CEOs in the MTAs, or ultimately, the insurers and their representatives. We’ve got to work it out. The status quo isn’t good enough, whether it’s five-month delays, whether it’s a whole lot of other issues and behaviours that happen but ultimately, consumers aren’t getting the cars fixed.

“The small and family-owned businesses that are in our sector are at a structural disadvantage. So, getting that balance back is critically important.”

He believes the industry needs to find these solutions collectively and where appropriate for government to take the steps to make them happen.

Big changes ahead

Hobbs said a recent prescheduled meeting in Canberra to discuss the Franchise Code meant they could discuss and get some leverage on many of these issues.

Among the major changes the MTAA is pushing for in changes to the Franchise Code are that the protections offered to dealers should be applied to franchise automotive aftermarket repairers. It also wants the code to recognise the right of dealers to compensation for established goodwill, along with a minimum five-

year term for their dealer agreements to provide greater certainty.

But at the forefront of the MTAA’s advocacy, was the federal governments proposed New Vehicle Efficiency Standard and involved more than 40 meetings with government, yielding some key concessions that were major wins for the automotive industry.

Hobbs believes the scheme is such a critical and transformational change to the whole automotive industry, from manufacturers to repairers, the sector needs to approach it in a nuanced and evidence-based approach. Putting aside the complexities of the predicted outcomes or the multi-layered politics, Hobbs sums up the magnitude of the change ahead for the repair industry in one figure.

“In the next five years the repair industry is going to have to be ready for 146 different EVs,” he says. “And that’s the ones that we can forecast and already know about. That’s why it matters because the repairers are the ones who are going to have to fix them.

“The NVES is the largest structural adjustment that this industry will face, even bigger than the change that happened when manufacturing ended in Australia because it actually impacts everybody, as opposed to just the OEM, their employees, suppliers and dealers. This really impacts everybody all the way through the chain.”

Hobbs is a self-confessed ‘geek’ on fuel efficiency standards and even has a picture of him signing a pioneering agreement in Saudi Arabia ten years ago to highlight that experience.

The MTAA has acquired comprehensive data on the potential impacts of the NVES over the next ten years and the complex variants car manufacturers could employ to meet its demands, such as range and model variations, new technology as well as buying credits under the scheme. Hobbs explains this has given them a truer picture of where the companies stand in 2025 and 2030, the key milestone dates for the emissions scheme. With this evidence they are pushing for Option B in the government’s proposal with some elements derived from Option A.

One of the big gains for the industry has been a last minute concession by the government to recategorise some large SUVs into light commercial vehicles. A “huge win’ according to Hobbs that will reclass 12 models or more than 88,000 vehicles under the proposed scheme.

“The MTAA commends the Australian Government for their approach and appreciates the seat at the table throughout these critical discussions,” Hobbs said following the release of the legislation in late March.

“Working side-by-side with the Government has provided MTAA members with a leading voice into this policy – the result being a program that better reflects the country’s love of utes and SUVs while preparing for an EV future.”

The MTAA has been working with the government on the legislation to establish a workable scheme that will also reach the proposed targets.

The MTAA wants to see the relationship between repairers and insurers improve.

& Shakers

The MTAA also wants the stringency and target adjustments of the scheme adapted so it is closer to the US approach on vehicle air-conditioning emissions, making it a more realistic assessment of total emissions. It also wants a similar flexible scheme for credit generators that OEMs can take into account in their future planning.

“So learn from the US,” Hobbs says.

“You have got to have enough commodity to trade or otherwise the price for credits will be almost the same price as the fines. There’s no shock absorber in the system.”

In addition, Hobbs says the government needs to ensure there is regular twice yearly check in with the industry and on its impact to avoid unintended consequences and remain flexible to solutions.

“You need to publicly tell everybody what’s happening every six months,” Hobbs says. “And then in the two-year review, you’re going to have the ability to say whether it’s going as you thought it would, or whether you’ve got to adjust to incentivise car companies and

to make sure that the cars that people need for their everyday use are still available.”

Finally, the MTAA is also pushing for adaptation of the Australia’s design rules that need to be looked at to remove complexity and free up OEMs to import a wider range of models that in turn will help the manufacturers meet the emissions targets.

Opportunities

But the focus the government has on major change in transport is also a chance for the automotive industry to grab hold of the possible opportunities to help build its own future in this transition, Hobbs says.

The MTAA has been focussing on ensuring they have access to the new energy apprentice program, along with new programs for upskilling.

The potential for campaigns to attract people to automotive careers, an EV Green Card and appropriate skilled migration are also key areas of government action that could actively help in answering some of

the skills gaps in the industry.

Hobbs believes public charging infrastructure is another area governments will have to invest heavily in to meet the changing demand and they must ensure the network and individual chargers are operational and efficient.

But as a practical example of how governments can adapt to meet the upsurge of EV ownership, the MTAA is pushing for capital grants to install EV charging infrastructure at dealerships and repairers.

“If you’re going to have a huge penetration of vehicles that are plugged in, you need to have chargers, whether they’re slow chargers in the workshop, or a fast charger out front that you and your customers can use. But when you’re shut that people can come and use, such as Uber drivers can come in and charge. Often dealers and repairers are in really prominent places and they’re good locations for chargers. And maybe there’s a revenue opportunity for those businesses as well.”

Government funding for charging infrastructure is one of the opportunities for the future.

Image: vichie81/stockadobe.com

A rewarding journey

Autobody Repair Award winner, Ali Rezaie, has overcome many challenges whilst creating a new life in Australia, finding the passion to succeed as a body technician however, has not been one of them.

From tailoring on the streets of Pakistan to abattoir work in regional Victoria, the path to career satisfaction can take many twists and turns. For Ali Rezaie, it is all about finding what you love and working hard at it.

The Kangan Institute’s Awards night shone a spotlight on the emerging talent in the automotive fields, with people from all different backgrounds celebrated for their achievements.

Ali Rezaie, an Afghan immigrant, took out the Rising Star Apprentice Award for Autobody Repairs at the Kangan

Capital S.M.A.R.T Victorian Apprentice of the Year Award, and a silver medal in the 2022 WorldSkills Regional Championships in Autobody Repair.

The automotive industry and panel beating wasn’t always on Rezaie’s radar.

After arriving in Australia, he first settled in Swan Hill, a city in northwest Victoria and started working in a meat factory.

It wasn’t until he moved closer to Melbourne that he was introduced by a friend to the world of panel beating and Capital S.M.A.R.T.

“I like working with cars and I

that it was for me,” Rezaie says.

The allure of working on cars was a gradual process for Rezaie. Seeing the end result of his work and being part of the transformation was a key motivator.

“It is very interesting in panel beating. Everything is different. When you get the car and when you finish the job it gives you satisfaction, like “I did this job!” Rezaie says.

The technical side of panel beating is evolving, and the skills needed to perform the role is a continuous learning process. A collaborative team environment also helps to navigate new

Ali with his Kangan Institute teacher Sam Khalifeh.

Images: Kangan Institute

EV cars. Cars are also going from metal to aluminium. We are getting more technology involved in the car compared to before,” Rezaie says.

“I think trying new things and gaining new skills is interesting. It’s exciting to try something new.”

“When we get the job and it’s new, we try to figure it out or get a second opinion from other panel beaters.’

“I learnt a lot from my teachers at Kangan Institute and my trainer and other panel beaters at work,” Rezaie says.

Rezaie has come a long way since he first day on the job. However, he can still recall his first day walking into a car mechanic shop.

“When I first walked into the workshop, I didn’t know much. I was introduced to the tools, how to use them,” Rezaie says. “My trainer on the job and manager were very helpful. They believed in me.”

“Now I feel pretty good – I know how to work on the cars and fix them; it feels really good.”

Rezaie is of Afghani descent but was

raised in Pakistan where he attended school. Before coming to Australia, he worked as a tailor. Becoming a panel beater has been a seismic shift from his previous life where he had little exposure to the world of the Pakistan automotive industry.

“The repair industry there I think is a little bit different. I do not have much idea about it because I started when I came here,” Rezaie says.

The move to Australia has meant overcoming many challenges, but it has also meant taking risks, which has led Rezaie to new opportunities.

“My father and my mother were here in Australia, and I came to join my family. I worked in a meat factory for about two years and did different kinds of jobs there. Then, I was introduced by a friend to Capital S.M.A.R.T,” Rezaie says.

“I find it good here. The main difficulty I had at first was learning how to drive – it took me a little while to get my license. When I first arrived, I lived in Swan Hill and there was less job opportunities; I couldn’t get many good jobs. After moving to Melbourne, I was

able to get an apprenticeship,” Rezaie says.

Rezaie studied at the Kangan Institute before becoming an apprentice in panel beating. He acknowledges the support that he received as a key factor for his growth.

“All the teachers were really helpful, like my teachers Sam and Paul at Kangan Institute. I’m always thankful to them. Whenever I need them, they’re always there for me,” Rezaie says.

“Sam was my mentor and he trained me and helped me a lot with the WorldSkills competition,” he says.

Over the course of his apprenticeship and working career, Rezaie has felt the effects of a community of people willing to support him.

“Some of my other role models are my current manager Qadir who introduced me to the company, and Tim who was my manager when I first started… he has really helped me a lot and I’m very thankful to him,” Rezaie says.

“I feel really good. I feel like I’m appreciated for what I was trying to do,” Rezaie says.

The future looks bright for Rezaie, as he continues to pursue his career in the repair industry.

“I’d like to keep getting more experience on the job in panel beating,” Rezaie says.

Being from a foreign country and learning English as a second language, Rezaie has faced many challenges. He is well equipped to deliver advice on the younger generation who are interested in a career in the automotive industry.

“When I started on the job, I was not afraid of mistakes. I kept trying and if I did something wrong, I’d check with my trainers or other panel beaters,” Rezaie says.

“My advice to others is to have confidence. When you have the confidence to do the job, you will get it.”

Ali Rezaie with his Rising Star Autobody Apprentice Award at the Kangan Institute.

Special Feature

Female Force

From bartending to working on supercars, Bonnie Inkster is a shining example of what happens when you drown out background noise and pursue your dreams. Building on fundamental welding skills, she shows how apprentices, given the right support and training, can help shape a future industry.

In a male dominated industry, Bonnie Inkster has done well to make a name for herself. With seven years of welding experience under her belt, her desire to become a role model for the younger generation in the automotive industry is one to find inspirational.

Winning the EWIT Apprentice of the Year Award in February this year, Inkster has even more motivation to develop her skills and master her craft.

Inkster beat five other finalists in the apprentice of the year category to take out the award.

“I couldn’t believe it when I got it. Very humbling and overwhelming,” Inkster says.

Empowered Women in Trades (EWIT) is a community for females in the automotive and wider industries that aims to raise female representation and in turn help solve some of the skills shortages.

“I recently got on to EWIT and they have Facebook pages and get togethers for females in the industry to connect. There’s more community around it now and more support from other women than there was 10 years ago,” Inkster says.

Inkster’s path to supercars as a welder and fabricator for Walkinshaw Andretti United took a few years, but it has been a rewarding turn of events.

“When I finished high school, I wasn’t sure what I wanted to do. So, I just stuck with bartending for a few years,” Inkster says.

“One day I was watching the supercars on the TV at work, and I went, I’m going to do that. So, I packed two suitcases, flew down to Melbourne, signed myself up at a motorsport course at the Kangan Institute, and started my first trade there,” Inkster says.

“After that I got a job in motorsport with a team. And from there, I wiggled my way into the fabrication side of things and really enjoyed it,” she says.

“I decided to get my trade certificate as it is more appealing than not having one. That way I learnt more skills as well. After the certificate I got a job working with another motorsport team which is where I currently am,” Inkster says.

The opportunities available at Kangan Institute and Chisholm Institute helped guide Inkster to reach her full potential.

“My first trade was at the Kangan Institute, and that was at the Automotive Centre of Excellence at Docklands. I thought both the Kangan Institute and the Chisholm Institute had amazing facilities; I couldn’t believe it. I enjoyed my time at both the Institutes. I learnt a lot of skills along the way,” Inkster says.

Some of the new technological advancements in the automotive industry haven’t quite reached Inkster’s part of the profession, but she will be well prepared to adjust when the time arrives for an electrical, greener future.

“The motorsport sector hasn’t seen much of a change. I’m not saying that we’re not expecting it. I’m certain at some point down the track, there’ll be talks of hybrid vehicles or electric vehicles,” Inkster says.

Being one of only two females in some of her training courses, the guide for females in motorsports, and in the industry as a whole is slowly becoming more appealing to young women.

“Yeah, I’m certain that the male to female ratio it is getting better. You know, sometimes you may be one of two females within your class. But it

Inkster and her team at a supercar event. Images: Bonnie Inkster

is definitely growing, which is good to see” Inkster says.

Whilst the number of females entering the industry have steadily risen in the last decade, there is also work to do in retaining the female staff already established in the industry.

“They’re doing as much as they can to help women get into the industry. But I think it also needs to be about retaining the women already in the industry as well,” Inkster says.

“It would be great to work on both aspects, not just getting people in. Because in the past, I’ve lost my job during COVID, and it was just like being thrown off a cliff.”

Inkster’s journey to welding and fabricating was challenging at times. Dealing with unhelpful remarks and discouraging comments only made her desire to succeed stronger.

“I have had companies in the past where there’s been comments directed from management saying things like you’ll never be taken seriously. It’s a kick to the guts, especially when you’re trying something new that you don’t know if you’re going to succeed at,” Inkster says.

“I’m stubborn and I’ve learnt from it. I shouldn’t have put up with an average workplace environment. But if I didn’t put up with it, I probably wouldn’t be where I am today. I’m very appreciative

the industry so far, her love of modifying and building supercars, along with her resilient attitude, always drew her back in.

Having role models to look up to and feel supported by was a key factor in believing that her career goals were achievable, especially in the beginning.

“I’ve had some great male colleagues who have acted as role models in the past. On the motorsport side of things there are very few women in the sport as mechanics. There are no fabricators that I’m aware of,” Inkster says.

“When I was just starting out there was one person who I looked up to in supercars at the time. Her name was Janelle, and she was amazing at her job,” she says.

The guarantee that motorsports and the automotive industry is always evolving leaves little room for complacency. Inkster’s attitude ensures she won’t fall into that trap.

“Welding is an ever-changing job. There are so many standards, and they are constantly being updated,” Inkster says.

“I have recently been signed off on my apprenticeship. But to me, it’s not done. If someone came up to me and said, we want you to learn this, I’ll jump at the opportunity to take it. The more I can learn, the better it is for me. There are so many people out there that want to teach people.”

Learning, growing and adapting to new environments are all part of

know everything. Even I don’t know everything now, I’m still learning from the guys that I work with and vice versa,” Inkster says.

Even though welding is a practical and a ‘hands on’ job, there is still a theory component that Inkster embraces and takes in her stride.

“I still try and read up as much as I can about different aspects of welding, or a new technique, or even just trying to find the right settings for your machine. Sometimes I’ll find myself diving into the manual and reading about a couple of things just to try and tweak my welding skills. It is not just a hands-on job,” Inkster says.

Gaining extra knowledge and qualifications is always on Inkster’s radar.

“I love what I do, and I really enjoy it. So, I may look into doing my certification four which will give me additional knowledge on machines and CNC stuff. I just want to keep learning. Venturing overseas for fabrication in motorsport would also be pretty cool,” Inkster says.

Inkster is one to watch, with plans to continue developing her skills in the welding industry, she has hopes on becoming a role model for the future generations.

“I’m hoping that I’m a role model for other women, or younger females wanting to come into the industry and the sport. It has been a bit of a full circle there.”

Bonnie with her Apprentice of the Year trophy at the EWIT Awards night.

Welding and fabricating in the workshop.

Don’t drop the ball on your drop coat

The objective is to give that perfect as-new OEM finish. Using these techniques may help overcome the pitfalls of a drop coat marred by a mottle effect.

The technical term for a drop coat is a ‘technique coat’ and it’s a crucial part of the refinish process to get right. It’s actually about replicating the effects of the robotic electrostatic bell application technology, typically used on OEM production lines, where the bell spins at high speed to create fine droplets of paint that are designed to fall evenly onto the surface. By mimicking the OEM finish, the main aim of the drop coat is to reduce the risk of the frustrating ‘mottle’ effect in metallic finishes.

Issues

As the PPG team works to support painters in a wide variety of collision centres across the country, one of the main issues we see is a lot of painters applying their drop coat very dry. Unfortunately, this typically means that the drop coat is not able to melt into the underlaying basecoat. As well as creating potential mottle issues, this also prevents good adhesion. Generally, the cause stems back to one of three factors – the gun is too far away from the job, application is too fast or the gun air pressure it too high.

Tips and recommendations

• Slow down – Because a drop coat is basically a light, mist coat, many painters feel they need to go faster. In fact, you need to resist that temptation and actually go slower. This is particularly important when the temperature soars – it’s the signal to slow down even more.

• Watch and feel – Going slower lets you watch the paint going on and monitor the signs that it’s being

done correctly. For example, PPG’s Envirobase High Performance waterborne basecoat system needs to go on with a slightly blue tinge, no matter what the actual basecoat colour is. Touch also plays a part – after applying the drop coat and allowing the surface to dry, Envirobase High Performance should feel like a piece of silk, with no feel of dry spray.

• Spray gun settings – It’s crucial to follow any recommended spray gun setting and it’s here that PPG has gone one step further. The local PPG technical team has created special spray gun setup guide posters. Designed to be mounted in the paint area where they can easily be seen, they take the guesswork out of the spray gun setup process by providing clear and easily understood guidance. Depending on the application task (including the drop coat), these handy PPG setup guide posters provide recommended nozzles sizes, as well as fluid, fan and air pressure settings and the appropriate distance from the job, in order to optimise gun performance and minimise material usage.

• Tool of trade – Naturally, the spray gun you use has a big impact on achieving a quality drop coat result. Firstly, it should be clean and well adjusted, as well as in good working order. For example, a damaged or worn fluid tip can put the spray pattern out and make the job harder. When it comes to the drop coat, really good atomisation is a must and it’s here that SATA spray guns excel. For example, the latest SATAjet X 5500 is so good it just makes life

easy for painters. If you want to try one for yourself, just speak to your PPG Training Manager or Territory Manager.

This tech tip was supplied by Terry Noble – PPG Business Support Manager Australia

For

Image: PPG

Getting the colour right

With the increasing use of ADAS sensors and cameras, repair coatings have to be about more than correct colour and tone. They must also be optimised to the OEM standards for the ADAS devices in use on the vehicle.

Since advanced driver assistance systems (ADAS), scanning, and calibration first started becoming relevant, members of the collision repair industry have required as much knowledge as possible on these subjects.

Changes in advanced driver assistance systems (ADAS) radar technology are introducing new refinishing considerations. Paint film thickness not only may affect the performance of ADAS radars, but colour formula selection may also be a contributing factor. What resources do repairers have available?

How can colour affect the performance of advanced driver assistance systems (ADAS)? Aluminium flake size, shape, and concentration may influence the signal of the radar that may negatively affect its performance. A weakened signal may prevent a radar from detecting an object accurately which could lead to a potential collision.

This series dives into some resources offered by vehicle makers relating to radar optimized colours precautions and considerations. The type of information can be vehicle-specific, colour-specific or radar component-specific. These OEM-specific resources include:

• Position statements

• Service bulletins

• Vehicle-specific service information

Improper colour selection may cause ADAS to malfunction and potentially fail. Check OEM repair information to identify what restrictions may apply to the repairs you are considering. Always verify that the ADAS is functioning properly after completing repairs.

One manufacturer’s position statement includes the following information –“This document offers precautions

for repairability of the bumper covers, including a chart of paint maker product lines that are approved for refinishing a bumper cover per colour code.”

When researching a service information, a statement might be found under Cruise Control & Driver Assistance > Cruise Control System > ProPilot Assist 2.0 > System Description > Handling Precaution > Precautions For ProPilot Assist 2.0:

“If an improper repair is performed on the bumper (for example, application of putty made from different materials, repaint, etc.) the radar signal could be weakened or prevented from functioning properly. This may cause the radar sensor not to detect objects correctly. Improper repair may result in serious personal injury.”

More precautions for refinishing bumpers are found under: Body Exterior, Doors, Roof & Vehicle Security > Exterior > Removal And Installation > Front Bumper > Inspection.

This manufacturer states:

• “Only the body exterior paint colour, which are adopted for this model, painting can be constructed. (Do not paint more thickness than necessary)”

• “Only the approved paint suppliers, products and colour formulator can be constructed”

We are also provided with precautions when only clearcoat is applied near the side radars.

Within the bumper inspection document, the OEM provides charts and illustrations to describe permittable repairs and measurements to identify the irradiation area of the side radar.

Improper colour selection may cause ADAS to malfunction and potentially fail. Check OEM repair information to identify what restrictions may apply to

the repairs you are considering. Always verify that the ADAS is functioning properly after completing repairs.

As consumers we come to rely on the modern technology that exists in our vehicles and when driving and changing lanes, we are even more aware of the small orange triangle that is present in our side mirror. It is crazy to think that our decision to merge into another lane is dramatically influenced by this feature.

As the technology continues to increase, the challenges for a bodyshop business will be researching and finding this specific repair information. It is important for this critical information to be thoroughly researched at the estimating phase of the repair process where accurate damage analysis and repairability triage can occur. If this is not done within the preliminary stages of the repair cycle, both the business and the customer will be affected, potentially one suffering financial impacts and the other something more catastrophic.

Make no mistake, the industry has a responsibility to ensure all the safety features that make the modern vehicle what they are today, operate exactly the way they are designed to, post repair.

Concern over EV readiness

February alone saw an added 10,000 new EVs on Australian roads but some automotive leaders are concerned infrastructure and repair training will not keep up.

The FCAI figures released for February show EVs now make up 9.6 per cent of new vehicle sales, a jump from 2023 where the total for the year was 7.2 per cent.

But the surge that has placed the Tesla 3 Model in the top three new cars, may also come with some problems including the lack of public infrastructure to charge them and the qualified repairers to fix them.

In January, Deloitte Australia released a report analysing the urgent need for more public charging infrastructure that would need to grow at a rate of eight new public EV chargers every day from now until 2033 to meet the demand.

The business consultancy firm based its figure on sales from the first half of 2023 of 8.4 per cent of new vehicle sales, five times higher than the same period in 2022. The FCAI February sales figures show this rate has accelerated further as new models bring the EV price down and a fuel efficiency standard will make their purchase more attractive.

Deloitte predicts this figure will grow to 43 per cent of new cars by 2033 with 2.5 million won the road by 2033 requiring a total energy demand of 3,570 GWh per year by 2033.

It also raised concerned a significant proportion of EV users will be heavily reliant on public chargers and 27,500 new public EV chargers will be required by 2033,

“By 2028. Without growth in public EV charging, this will result in a shortfall of over 5,300 public chargers nationally. NSW alone represents almost 50% of the expected shortfall, “the report noted.

The Motor Trades Association of Australia has also been at the forefront of advocating for government action and support to handle the transition to new powertrains including developing an Automotive Code of Conduct

and increasing income support for apprentices in the industry.

The automotive and repair industries have faced a wellpublicised skills shortage and while many businesses have taken it upon themselves to undertake EV training, some leaders are concerned the transition will outpace the skills uptake.

MTAA’s chief executive Matt Hobbs told the media there were not enough workers for the work available.

“We just don’t have enough people fixing cars right now, and this has been an issue for quite a few years,” Mr Hobbs told the ABC.

“We need to fix it now, and we have the opportunity. The New Vehicle Efficiency Standard has sparked a debate about what we need to do, we need to look at not only the fuel efficiency standard, but skills and training, franchising laws and a whole lot of other policies that the government needs to help the industry set itself up for success.”

Mr Hobbs also voiced concern the government’s New Vehicle Efficiency Standard would further accelerate the choice and demand for EVs putting further strain on the

suitable qualified repair industry.

“When you look at the fuel efficiency standard, and they’re all over the world, the transition to electric vehicles is happening, this accelerates the transition to electric and fuel-efficient vehicles, that’s what it’s designed to do,” he said.

“We need to make sure we have got the workforce for that accelerated number of cars.”

Despite the rapid influx of EVs and other new technologies to automotive and repair workshops, the industry may be feeling more confident about it than first expected.

In the Capricorn Society’s annual State of the Nation report, in which it quizzes its 26,000 members on key issues, it found changing technology has dropped from the top concern facing the industry in 2019 (at 49 per cent) to sixth on the list this year at 27 per cent in 2023.

While larger businesses had less concern about the uptake of EV’s than those with 1-2 employees, collision repair had one of the lowest rates of any automotive sector with 15 per cent ranking it a major challenge to the industry and only seven per cent listing changing technology as a major challenge to their business.

Having the number of trained technicians to repair EVs to match the uptake

Building the happy workshop

Individual training as a route to business prosperity is what one Melbourne repair business has demonstrated and reaped the added bonus of creating a happy workshop.

Northern General Bodyworks, based in Bundoora, Melbourne and part of the Western General Bodyworks Group, is the latest repair workshop to achieve the prestigious I-CAR Gold Class Collision status through training.

Director of Northern General Bodyworks Danny Buzadzic, says the personal development of his team has been reflected in the quality of their work and their job satisfaction.

“Achieving Gold Class Accreditation isn’t just a badge it’s a paradigm shift in the Business,” Buzadzic says.

“Our Business has experienced a significant improvement since participating in the Road to Gold training. Far from just scratching the surface of technical information, it provides detailed in-depth content of a constantly evolving industry.

“The practical content can be applied immediately, whether it’s understanding advanced repair technologies or why modern materials are being used, the training is there for you. It boosted the team morale and our skills improved significantly,

Collision group opts for in-house solution

The AMA Group has outlined its inhouse approach to ADAS calibration as Australia’s largest collision repair group readies to meet the challenges of the new technology.

In a presentation to shareholders highlighting the first half results of the 2023/24 year, the AMA Group outlined its investment in workshop capacity to handle the advance driver assistance system was one of crucial areas where it was preparing for the future.

The AMA Group reported stronger revenue compared to last year and also outlined a number of areas where the company was making progress including

a successful change program at its Capital S.M.A.R.T workshops tracking ahead of plans, the increased capacity and revenue of its Wales Heavy Repairs division and strong growth in sales of ACM Parts.

It also revealed in the presentation that 10 to 15 per cent of vehicles the company is dealing with for accident repairs require calibration, but this is expected to double into the future according to company estimates.

Twenty per cent of vehicles in the Australian car parc have at least an ADAS level One technology and most new vehicles come equipped with the technology it noted.

The AMA Group currently outsources more than 20,000 ADAS calibrations per year across its Australian operations but has embarked on its own solution called Tech Right

The initial stage of the program will see $500,000 invested in installing ADAS calibration equipment at six sites in the first part of 2024.

According to the presentation this will give each site the capacity to do 30 to 40 calibrations per week, with expected revenue of $350 to $450 per calibration. The company expects the tech right program to grow as ADAS uptake continues in modern vehicles.

The newly accredited Gold Class team at Northern General Bodyworks. Image: I-CAR

Fuel efficiency scheme resonates through industry

All eyes in the automotive industry will be focussed on the passage and detail of new legislation aimed at reducing vehicle emissions by the end of the decade.

After several months of fallout over the federal government’s New Vehicle Efficiency Standard the government has launched its policy with some concessions to larger vehicles and utes.

The government says it received more than 9,000 submissions on the plan, it maintains will reduce passenger vehicle emissions by 60 per cent by 2030 and halve those from light commercial vehicles.

Under the governments scheme, car makers will be required to lower average vehicle emissions across their fleets. This lever, it argues, means car manufacturers will be encouraged to import a wider range of low and zero emission vehicles that in turn will save drivers $1000 per year in fuel by 2028 or $17,000 over the life of the vehicle.

Grams of carbon emitted per kilometre will need to drop from 141 grams per kilometre in 2025 to 58 grams by the end of the decade under the scheme.

The major compromises by the government include recategorising some large SUVs under the more lenient emissions standards of light commercial vehicles and delaying the start of its implementation until July 1 2025.

Multiple companies and organisations have welcomed the news, including The Federal Chamber of Automotive Industries (FCAI), Toyota and Hyundai.

The FCAI has welcomed the changes to the New Vehicle Efficiency Standards and recognises it as a step in the right direction. However, the FCAI will continue to have concerns about the impending challenges facing industry and motorists.

The FCAI has long argued any scheme needs to maintain a choice for Australian consumers and any scheme should not add to the cost of large emitting vehicles like utes and SUVs.

Hyundai Australia chief operating officer, John Kett, outlined the benefit of the Standard for the automotive industry.

“The NVES framework seems to strike the right balance between ambition and practicality,” Kett says.

“With this Standard in place, Hyundai dealers will have great vehicles to sell, customers will have great vehicles to drive, and the automotive industry will be playing its part to reduce emissions in line with Australia’s commitment to decarbonise.”

The ambition of the Australian Government’s NVES policy aligns with Hyundai’s global vision for the rapid development of sustainable transport technologies.

“Hyundai has been selling EVs in Australia for six years and investing in the technology globally for decades. It is our intention to bring many more EVs to the Australian market, while substantially reducing the emissions profile of our entire range.”

Toyota Australia president and CEO Matthew Callachor said Toyota has supported a fuel-efficiency standard that is calibrated to the unique requirements of the Australian market and leaves no-one behind.

“Toyota and the industry face huge

challenges that must be addressed before these significant reductions can be realised,” Callachor says.

“Our task now is to get on with the job of delivering diverse technologies that will enable our customers to choose vehicles with lower or zero carbon emissions that best suit their circumstances.”

Along with Russia, Australia has been one of the only advanced economies in the world without a standard, and, as a result Australian families are spending more on fuel than they need to be, the government says.

The Climate Council also weighed into the discussion and said without it, Australians will pay double that of countries with effective standards.

The Climate Council maintains a new passenger car sold today in Australia consumes 6.9 litres of fuel per 100 kilometres on average, leading to an annual petrol bill of almost $1,460.

Their calculations reveal a cost of $720 more per year than new European cars, which use 3.5L/100km, and almost $570 more than new American or Chinese cars which use 4.2L/100km. New utes, which make up three of the five most popular new models in Australia, use 9.9L/100km, according to their figures.

The government’s planned transition to cleaner vehicles has pleased some companies and upset others. Image: sunshine/stockadobe.com

Support needed to boost apprenticeship completion rates

The future of support for automotive apprentices could hang in the balance as the federal government looks to investigate its success in helping fill the critical skills shortage across in the automotive industry.

The Australian Government has launched a strategic review of the Australian Apprenticeships Incentive System that began in 2022 and is programmed to run until the end of June 2024.

Whether cost of living pressures are having a major impact on the completion rates, how incentives are helping with the businesses skills gaps and how the industry is adjusting to low-emissions technology are some of the areas under investigation.

Former Federal court judge and Fair Work Commissioner Iain Ross will lead the review with former secretary of the Department of Education, Lisa Paul.

The outcome will frame future government decisions on apprenticeship support and what form they take after 2024

The MTAA has already argued that the federal government must step up its

financial support for apprenticeships in a budget submission.

It wants some programs including the Boosting Apprenticeship Commencements wage subsidy reinstated and funding locked into the May budget.

It argues the success of the scheme program along with the Completing Apprenticeship Commencements, both part of a former support program, are critical in encouraging the uptake of apprenticeships and the relative fragility of many businesses still emerging from COVID demands the support.

It wants the reintroduction of the BAC set at a 15 per cent employer wage subsidy in the first year of an apprenticeship or traineeship and funded for a further two-year period.

“The automotive industry is facing the most serious skills shortage in its history,” the MTAA argues in its submission to the federal government.

“There is an estimated skilled labour deficit of 38,700 positions across the industry in 2022/23, which is forecast to rise even higher in 2024/25.”

One of the key issues facing the

automotive industry is apprenticeship completion rates with some data highlighting less than one in two apprentices will qualify.

A recent Capricorn State of the Nation Special Report; The Skills Shortage found 83 per cent of paint and panel businesses had employed an apprentice, however as many as 57 percent reported in the survey across the industry that they had lost an apprentice.

The MTAA also wants federal government support to expand a mentoring program undertaken in SA and NT that has completion rates as over ninety per cent.

Automotive Industry Mentor Program, run by the MTA SA and NT supports more than 400 program apprentices in South Australia and 110 in the Northern Territory and has managed to secure a retention rate of over 97 per cent of first and second-year apprentices in South Australia, and 98 per cent in the Northern Territory with particular success in mentoring First Nations candidates.

The federal government review has promised to consult with industries most effcted by the programme.

Award highlights ‘skills and teamwork’ in repair industry

As an industry veteran who has piled up the accolades over the years, winning a top award comes down to one thing for Peter Ruggeri; teamwork.

M1 Autobody in Geelong has taken out the 2023 Mercedes-Benz Shining StarAutobody Manager of the Year at a recent gala event.

The gala night in Adelaide recognises outstanding achievers for the prestige brand over the course of the year, celebrating its dealers and parts distributors, and M1 Autobody is one of the few collision repair businesses to be recognised in the awards.

Ruggeri, who has more than forty years in the repair industry and was the 2022

recipient of the National Collision Repair Lifetime Achievement Award, says the honour highlights the value of people in the repair industry

“It is a team effort absolutely. Our business is a credit to our trades personnel, office staff, detailer & cleaners,” Ruggeri says.

“We were very excited to receive the 2023 Mercedes-Benz Shining StarAutobody Manager of the Year.”

He says the rigorous standards demanded by a prestige brand like Mercedes-Benz includes checking on our customer satisfaction all year round, as well as other KPI’s.

“The support we receive from

the professionalism of technicians in the repair industry, the multiple skills demanded of them and their commitment to training and continual improvement.

Dianne Ruggeri accepts the award for M1 Autobody in Adelaide last month. Image: M1 Autobody

with Barry Edney

Costs hike a global issue

Industry reports from the UK and France for 2023 reveal some key comparisons and stand-out trends that will likely impact the collision repair market in the short to medium term.

The headlines from these reports are that costs are up everywhere and as a result, insurance premiums are going up too. Well, tell us something we didn’t know, you all shout! My point is that it’s a similar story wherever in the world you look, it’s just the degree of impact that varies from country to country.

Looking Back to 2023

Just so you can put things into perspective, here’s a comparison of key trends pulled from the market reports of France and the UK.

As has been widely reported, we have witnessed repair costs skyrocketing, thanks to high inflation over the past couple of years, especially in energy prices. This surge and resulting increase in repair costs had a direct impact on motor insurance premiums, with Confused.com reporting a whopping 58 per cent increase in UK premiums last year. It is a very similar picture across Europe as well. Staying on top of the essential metrics has become crucial for body shops as a result.

The repair expenses, covering labour, paint, and parts, continued to outpace the current annual inflation rate (2024 - CPI UK four per cent / France 3.1 per

cent, Germany 2.9 per cent). Fortunately, the double-digit spikes from earlier in 2023 have tapered down to a more manageable sub four percent year-onyear for 2024. This trend continued in December and January, hinting at a potential stabilisation. Labour costs experienced the most significant jump in the UK, while in France it was parts and paint that rose the most, influenced by the steep rise in energy prices and input cost.

Interestingly, cycle times have started to decrease in most markets, primarily due to a drop in key-to-key times. However, lead times have extended compared to early last year. This indicates that assessing and submitting all necessary information, pictures, parts lists etc in advance, has improved body shop effectiveness. At least in terms of managing the challenges. While customers may experience a slightly longer wait for their vehicles to be repaired, it ensures a smoother process overall.

In January, repair volumes bounced back after a relatively quiet December, showing an increase compared to the same period in 2023 for most markets. This nearly brings repair volumes

back in line with pre-COVID levels.

Car Sales

Despite the doom and gloom about the economy, car sales grew year on year right across Europe and in the UK. This is obviously good for our industry as more cars mean more vehicles to be damaged and repaired. Across the EU, car sales grew 14 per cent and, in the UK, a whopping 18 per cent.

Interestingly signs in Europe’s biggest market, Germany, are not so good with a decline in sales during December, and a slow start to 2024. For the full year, 2023, total car sales across the EU were 10.5 million units, with all countries apart from Hungary (-3.4 per cent). France and Spain recorded double digit growth while Germany showed a weaker 7.3 per cent growth mostly due to weaker sales in December.

You will not be surprised to learn that sales of Electric Vehicles continued to grow although at a slower rate than previous years. This is likely due to government incentives expiring and the ready availability of hybrid vehicles. Despite this slight decline, electric vehicles held nearly 19 per cent share for December and nearly 15 per cent market share for the full year.

Sales of petrol fuelled vehicles fell to 35 per cent in the EU but held up at 40 per cent in the UK. That is very likely due to the UK government rolling back the deadline to end the sales of vehicles with 100 per cent internal combustion engines from 2030 to 2035.

As car sales is often used as a barometer for the broader economy, this would indicate that things aren’t as doom laden as some would have us believe.

Change

Emerging Trends

I’ve often mentioned the skills crunch, and in my last article I also explored the capacity crunch that has been widely discussed here in Europe, and especially the UK. Of all the European markets, the UK operates most like Australia in terms of the insurers approach to managing their relations with repairers and managing the flow of work into body shops. Currently, around 75 per cent of UK body shops complete 100 per cent of insurer provided work. This logically leads to the capacity issues during peak times.

Skills Deployment

There is an emerging view that the challenge is not a skills shortage, but a deployment issue. For these super busy body shops, always full of insurance work, why do they task a master technician with the whole repair, when some well-trained labourer could do many of the less critical tasks at the technician’s direction? This is not a new idea, and my former colleague in the paint industry, Doug Kirk (some readers will remember his visits to Australia), has been an advocate of this approach for quite a few years. This is the approach used very successfully by DCR Systems in the US, taking the approach of breaking the repair into critical tasks for the technicians and general tasks for the experienced but less skilled labour force.

Repairer Groups

One of the consequences of keeping the shop full, to meet insurance company obligations, is focussing on volume instead of profitability. As a result, there are many busy shops but few profitable shops. At one time, there were various supplier programmes often from paint companies, helping repairers with the financial management of production, with classes on cost management, break-even analysis and much more. Those programmes seem to have disappeared, certainly here in Europe. I do know from past experience that they were expensive to run so they have likely gone the way of many ‘optional’ services.

To counter this, we are seeing the

emergence of body shop groups to provide members a network with selfhelp, peer support and shared expertise. These groups aren’t franchises such as Fix Auto or a wholly owned group, they are a grouping of like-minded independent body shop operators, working together to figure out a better way to run their businesses in the current environment. These shops really do focus on the operational side and are proving to be successful. I hope to have more insight on this in future articles for NCR magazine

The emergence of these repairer groups is not the only solution to this challenge of volume versus profit.

Consolidators

Although seeing setbacks a few years ago with Nationwide Accident Repair Services being bailed out of administration and the closure of 30 branches, consolidation continues in the UK industry. The most active (certainly one of the most visible), Steer Automotive Group is one that continues to grow. At the beginning of March, they announced the acquisition of a further six body shops in Wales and in England. This brings their national footprint to a total of over 100 sites.

What is interesting about the Steer group is their focus on operations and not just high volumes. The amount of time and effort that they invest into process development and training is impressive. Rather than complain about the skills shortage, Steer have taken matters into their own hands and

established their own, in-house, training academy to develop skills and train apprentices. They also have a separate team working on process development to streamline and improve effectiveness of repairs. Obviously, Steer Automotive are of a big enough scale to be able to sustain this in-house resource, while many single site repairers, simply cannot. However, it is refreshing to see a repairer get on with planning and resourcing their own future skills needs, instead of complaining that the government doesn’t do enough to support apprentices and training. With countless awards gained over the years and an impressive nine business and training awards in 2023, they are certainly making a mark on the industry.

It’s good to see businesses grow even in this current environment and the continued growth in car sales close to pre pandemic levels, is reassuring. Anyone who reads my column regularly will know I am an optimist and trust our industry to keep evolving and dealing with the challenges as they come our way. This year is my 37th working in or reporting on this industry and I am still constantly amazed by the resilience and determination of the people in it. After the challenges of the past few years, I really do think we are coming out the other side.

For more information go to:

UK: ARC360.co.uk

France: www.sra.asso.fr/

Moody’s Analytics - www.economy.com/ indicators

The Steer Group continues to grow, adding six new bodyshops in March to a total of more than 100 across the UK.

Images: Barry Edney

with John Yoswick

The cost of poor-quality repairs – and some solutions

Ignoring OEM procedures or simply overlooking aspects of a repair job can not only cost more in the long run but damage credibility with customers. A US collision event looks at the problem and some of the solutions.

In an effort to highlight the cost – to shops, insurers, consumers and automakers – of poor quality collision repairs, a committee of the Collision Industry Conference (CIC) in the US earlier this year shared the findings of its study of 26 “relatively late model” vehicles for which significant repair problems were found during post-repair inspections around the country.

In all of the cases, the customer found something they didn’t like about the repair, and therefore had a reinspection of it done. More than 90 per cent of the 26 were deemed total losses after the post-repair inspection, Daniel Rosenberger of BASF, a committee member, says.

“About 50 per cent of them had moderate to severe frame issues that were unaddressed,” he says.

For the subset of the vehicles for which repair cost data was collected, he says, the cost for re-repairs averaged 3.5 times what the initial repair cost was.

Committee member Erin Solis shared photos and details related to one of the vehicles, a 2016 Subaru WRX for which original repairs cost about USD $7,000 , and the cost for re-repairs was pegged at about USD $18,500.

“The customer originally went to the [second] shop [after repairs] for some masking lines, some paint matching issues and stuff like that,” Solis says.

“The shops doing these post-repair inspections get a copy of the final bill of what was done originally. So they noticed [the original repairer] had

no evidence of any kind of clamping marks or anything to indicate that the vehicle had been up on a rack, or even measured, or pulled properly. The steering column was also not addressed as instructed in the OEM procedures for post-collision. And I believe that this [repair invoice] did not indicate any kind of post-collision inspection requirements, so it was more than just the steering column. And then there was a lot of fitment issues with some of the parts that were used in the repair.”

The committee says there were similar problems found with many of the vehicles.

“Obviously starting with paint flaws, the lack of pre- and post-repair [safety] inspections was prevalent, lack of a prealignment or a secondary alignment after

simply overlooked,” committee member Ron Reichen says.

“Failure to recognise OEM repair procedures and following a defined process throughout. There were numerous components that were marked on the repair plan as replaced that were either not replaced, or repaired or just simply overlooked. So that’s a lot of what we saw.”

The committee’s presentation focussed on the costs of bad repairs to everyone involved. The notes associated with one of the repairs, for example, indicated the customer had brought the vehicle back to the shop that repaired it nine times to try to have the problems addressed.

“That means nine times that customer had to pause whatever was going on in

Panel moderator Liz Stein says no one should think poor quality repairs are a problem limited to just any one type of shop, large or small, certified or uncertified.

Images: John Yoswick

their life to go address something that continuously wasn’t fixed,” committee member Liz Stein says. “It creates frustration, it creates anger, and it creates suspicion and resentment.”

The automakers, she says, developed certified shop programmes in part to help avoid such issues.

“When there’s a collision repair event, that tests the manufacturer’s brand,” she says. “So when there’s a poor repair experience, that could mean that the customer has a negative brand impression.”

“The repair facility is either spending money to redo the vehicle, or to buy the vehicle back,” Reichen says.

“And at the [insurer] level, what happens if that substandard repair isn’t caught and then that vehicle ends up in another loss? The bill-payer now is paying for previously substandard repairs because of this second loss.”

The committee was asked if there were any commonalities among shops where the poor quality work was done.

“They were all repaired at what we consider legitimate or licensed repair facilities,” Reichen says.

Solis says the committee did not determine whether or not the repairs were made under a insurance company direct repair program (DRP), but she

noted; “I can tell you that all of the ones that I personally went through were not fixed in an OEM-certified repair centre.”

But committee member Liz Stein says no one should think poor quality repairs are a problem limited to just DRP shops, just uncertified shops or just multi-shop operations.

“One job that I was alerted to was a certified shop that left [broken] glass in the back seat and in a [child] car seat, and thought that that was okay, that that was acceptable,” Stein says. “This is a certified shop. So I’m just saying this is a universal problem. It’s easy for us to throw stones, but this is a problem that we are having all over the board. And a good shop can make a mistake. And if you don’t have consistent quality processes and a quality control system lined out, then you’re playing Russian roulette every time.”

She says part of the solution to the issue of poor quality repairs is first making sure you have the right tools, equipment, training and facility to be able to properly repair the car, and a robust quality control system in place at shops.

“Making sure that, no matter what, your people are empowered at any point in the process to stop and say, ‘Hey, wait a minute, this isn’t right,’” Stein says. “That if your painter gets

something that looks like a train wreck, he’s supposed to send it back to the technician, and that he’s not penalised for stopping the process. Also, that there’s checklists to make sure all procedures were followed.”

Solis agreed that sound quality control processes are a must.

“I’ve seen a lot of shops that have a quality control process that is being signed off on, but when we really dig into it, there are steps that are still being missed,” Solis says. “So I think it goes beyond just having a process or a sheet that somebody pencil-whips. You have to be involved whether it’s from a manager standpoint or a production manager standpoint, or from one department to the next. There has to be accountability in there. There has to be other checks along the way to make sure that the process you put in place is being followed.”

Make sure that whatever technician touches that vehicle has the proper training, Stein says.

“If the person that’s supposed to be your aluminum technician is on vacation, then nobody else touches the aluminum,” she says.

“Next, make sure that technicians access OEM repair information and use quality parts.”

Image: John Yoswick

The costs of poor-quality repairs was demonstrated by the panel at Collision Industry Conference event. From left; Erin Solis, Ron Rechein and Daniel Rosenberger

INEOS Automotive and BASF’s Coatings division have expanded their partnership so that BASF’s sustainable paint technology will be utilised in INEOS repair network and on a wider range of vehicles.

The partners will commit to a long-term strategic collaboration that enables them to exceed the industry standard in vehicle body repair and paint refinish. The partnership includes the supply of sustainable refinish solutions, expertise and latest digital colour-matching solutions and training.

Global head of aftersales, INEOS Automotive, Steve Graham says, “We are very happy to partner with BASF to develop a world-class sustainable paint program in the next few years which follows the highest quality standards in paint-work repairs for premium vehicles.”

“With BASF’s technical support and management experience in the latest body shop standards, the INEOS

Automotive network can now rely on a partner that shares our commitment to excellence in customer service.”

BASF will ensure that the most sustainable and efficient refinish practices are maintained at the highest level to the INEOS body shop network in Europe, North America, and Asia Pacific.

Senior vice president, Global BASF Automotive Refinish Coatings Solutions, Chris Titmarsh stated, “There has never been a more exciting time to be in the automotive industry and we are delighted to have the opportunity to broaden our engagement with INEOS Automotive. With our highly innovative portfolio of solutions now setting the industry standard, we look forward to aligning and complementing INEOS’ vision with our own strategic principles to drive a new, strong, and rewarding partnership.”

INEOS collaborates with BASF Coatings as a partner in surface

BASF Coatings signs agreement with INEOS Investigation into Chinese car technology

An investigation in the US has been launched to find out if Chinese manufactured cars pose a threat to security and is looking specifically at “connected” car technology.

In a statement from the White House, the U.S. Commerce Department said the investigation was necessary because vehicles “collect large amounts of sensitive data on their drivers and passengers (and) regularly use their cameras and sensors to record detailed information on U.S. infrastructure.”

The capacity for future autonomous vehicles to “be piloted or disabled remotely “will also be looked at, along with Chinese software in

cars from other countries of origin.

“China’s policies could flood our market with its vehicles, posing risks to our national security, I’m not going to let that happen on my watch,” President Joe Biden said in a statement.

“(This is an) unprecedented action to ensure that cars on US roads from countries of concern like China do not undermine our national security.”

What action the investigation could give rise to, including import bans or import tariffs has not yet been determined.

In Australia, FCAI statistics for new car sales for 2023 show China jumped above Korea for the first time in the

technology for its first off-road vehicle, the INEOS Grenadier, manufactured in Hambach, France, since 2021.

With the new agreement, BASF broadens the partnership with INEOS in the implementation and development of the body and paint program for both the INEOS Grenadier and the newly launched double-cab pick-up variant called the Quartermaster.

The partnership will bring BASF’s sustainable paint technology to INEOS Automotive.

country of origin for new vehicles in a top five that is still dominated by Asia.

Tesla, MG, GWM, BYD and the return of Chery to Australia are just some of the marques making waves. But it is China’s emergence as an auto manufacturing superpower particularly in the field of electric vehicles that has translated to a major shift in the car parc. China has almost reached one in six new cars on our roads having notched up 193,433 vehicles made in 2023 – an increase of 57.5 per cent on 2022 sales (122,845).

The Chinese foreign ministry responded to the US accusations, saying it was unjust to target any specific country of origin for vehicles.

Image: BASF

PPG recognised in 2024 Corporate Knights Clean200 list

The trophy cabinet is filling fast for PPG when it comes to its pursuit of environmental, social and governance credentials.

Making the 2024 Corporate Knights Clean 200 list is the latest achievement that recognises its pursuit of sustainability in its products.

Compiled from approximately 8,000 global firms, the annual Clean200 list ranks the 200 publicly traded companies that have the most sustainable total revenue, with a minimum of 10 per cent of their revenue coming from sustainable sources.

For 2024, PPG ranked No. 161 overall in sustainable revenue with just under one fifth, 19 per cent of sales from products with third party sustainability certifications in 2022.

PPG has also taken out a place on Barron’s 100 Most Sustainable US Companies list where it ranked 43rd out of the 1,000 largest publicly traded companies in the US for its performance in a wide range of Environmental, Social and Governance indicators.

PPG is also the only paint and coatings manufacturer to make the Barron’s 100 Most Sustainable Companies list.

The latest accolade follows a substantial list of mentions and listings highlighting the company for its environmental, social and corporate culture

PPG was listed by JUST Capital in its America’s Most JUST Companies list for 2024 for the sixth time last month.

This followed retaining its place in Fortune Magazine’s ‘World’s Most Admired Companies’ where it was ranked was ranked number two in the chemicals industry and scored best in ‘people management’ and ‘social responsibility’

In January PPG notched up a place on Newsweek’s America’s Most Responsible Companies list, the annual assessment of the top 500 US players for the fourth consecutive year PPG.

Meanwhile PPG has set an environmental target to achieve 50 per cent of sales from sustainably advantaged products by 2030.

PPG’s assesses the sustainable attributes of its products based on energy efficiency, emissions reductions, toxicity reductions, resource efficiency and a paint or coating’s useful lifetime.

PPG’s product development and innovation strategy.

“We are committed to minimising our own environmental footprint, as well as our customers’, and finding solutions to increase the useful lifetime of their most valuable assets. This recognition reinforces our commitment to meeting our 2030 targets and driving toward a more sustainable future.”

PPG and the PPG Foundation also invested more than US$17.5 million in 2023 to support more than 450 community partners and programs that are focussed on advancing education and delivering community sustainability.

Major investment in Pakistan

Dutch coatings giant AkzoNobel has continued its expansion into Pakistan with a new manufacturing plant that comes with its own forest to boost its sustainability credentials.

The AUD$43 million investment in the site spread over 10 hectares and employ nearly 200 people, will produce a range of coatings including automotive and specialty coatings.

The Faisalabad location also has a 500m square forest spanning with more than 1,400 native trees and shrubs aimed

PPG Vice President, Global Sustainability Diane Kappas says sustainability is at the front of at becoming a self-sustaining ecosystem over the next two years.

AkzoNobel Pakistan CEO Mubbasher Omar says the site, has been constructed to comply with the company’s strict environmental standards, including as renewable energy generation and energy efficient design.

“Our investment in this greenfield site reaffirms our commitment to grow in Pakistan,” Omar says,

“It will fuel our ambition to diversify with sustainable innovations and enter

new segments in the domestic market, while also providing new opportunities to delight customers beyond Pakistan.”

“We’ve also integrated agile manufacturing to accommodate future expansion in production volumes, thereby allowing AkzoNobel to be more competitive in the market,” continues Omar. “It’s the next step in continuing to build on the company’s 60-year track record of delighting paints and coatings customers in Pakistan with world class solutions.”

PPG continues to fund community programs aimed at education and the environment.

Image: PPG

Aussie Muscle without the premium

The opportunity still exists to own one of the holy grails of Australian performance vehicles without the attendant price tag that goes with the legends.

Look back 50 years to find tripleWeber Chargers, the XU-1 Torana and evocative GTHO Falcons. Move into the 1980s and Holden became dominant via HDT’s ‘Blue Meanie’ VK and the ‘Walkinshaw’ VL. Both, not long ago, would sell in exceptional condition for more than $300,000.

Our current century has seen a rash of Contrived Collectibles – models

deliberately limited in their deliberately limited in their availability to extract that final atom of collector interest from brands about to vanish. Some, like the fabled W1 Maloo GTS-R (four made) and the Monaro HRT427 (just two of those ever built) will likely remain unaffordable, but below them the wondrous W427 sedan can still be found at $250,000. High-profile collector cars have

HOLDEN

proven during the past 40 years to be rewarding and sustainable investments, but yhey do suffer peaks and troughs in a volatile market. Enjoying locally produced excitement without risking your home equity is still possible though, and cars carrying lower levels of risk remain interesting. None of our selections should cost much above $50,000 and could be much cheaper.

HSV CLUBSPORT VR-VT

CLUBSPORT IS the model that saved HSV from oblivion. Launched 18 months before Australia’s second-worst recession, Holden Special Vehicles was in perilous waters by 1990 when the VN version arrived. It was described by one magazine as back to basics, but still cost almost $35,000. What it did for HSV though was create a client base that would keep coming back at each model change for the newest version and put more cars into the used market.

By 1993, when Holden mildly reshaped its VR Commodore, life had become a little easier for HSV. A Clubsport by then would cost $45,000, yet during 24 months of production 1117 VR Clubbies were sold.

Three years later, the VT Clubsport arrived and despite being priced $10,000 above the VR, sales of HSV’s final 5.0-litre climbed past 1600. That total included 174 cars produced to commemorate HSV’s 10th Anniversary. Later cars are in general cheaper, with VRs often beset by overpricing. Low-kilometre VS or VTs still have a collectible future and offer more car for your money

HOLDEN V2MONARO CV-8-R

In original HK form, the Monaro was shaped around a broad expanse of lateral glass and the perfect pillarless profile.

In V2 form, thanks to a need to meet safety standards, the Monaro was dominated by big hips and a central pillar that left it looking way too much like the SS sedan.

The Monaro’s bacon was meant to be saved by model sharing with Pontiac in the USA and Vauxhall in Britain, but those economies of scale evaporated and with them, any hope of a VE-based version.

More than 14,000 Holden and HSV badged Coupes were produced and from the surviving population we have chosen the CV8-R. Only 320 of these Series III cars were reportedly built.

Vendors who pitched their cars at untenable prices are bringing them back to reality and sparking buyer interest at around $50,000. Don’t procrastinate though, because these are desirable cars and lower prices may not hang around for long.

DURING 2001 sought to revive its iconic Monaro nameplate, but with a body that oozed disappointment.

with Cliff Chambers

TOYOTA WAS a long time waiting for its shot at the local performance car market and as soon as it did, the market turned sour.

The TRD Aurion is an exciting drive, but caution is required with 241kW from its supercharged 3.5-litre engine funnelled through a pair of overworked front tyres. There were electronic aids intended to stop the driver’s arms being ripped, Auntie Jack style, from their sockets, but they could only do so much.

Once grip was established, the TRD Aurion would match acceleration times with all but the gruntiest of local V8s. Zero to 100km/h occupied just 6.1 seconds and 0-400 metres took 14.2.

Despite its potential for rapid travel, TRD’s Aurion remains viable as everyday transport. Comfortable and with the features expected from a mid-range prestige model.

Cars currently available show leather trim that is still in good shape, with paint and body plastics holding up as well.

The used market hasn’t been kind to TRD though, and that’s good news for those wanting an Aurion. Cars showing highish kilometres cost less than $10,000, while those at 120K or less sell for around $20,000.

BACK IN the 1980s, private performance organisations including Dick Johnson Racing in Queensland, had a shot at producing six- cylinder turbocharged Falcons to fill the void when Ford Australia abandoned V8 power.

Their efforts were largely ignored by a market that didn’t like Aussie-badged turbos and the shelf remained empty until Ford in 2003 built its own turbo-six Falcon.

New in 2008, an FG version of the XR6T with manual transmission and Brembo brake upgrade cost around $48,000 plus on-roads. Performance included 0-100km/h in 5.2 seconds from a car with six- speed automatic and an even more impressive 80-120km/h time of 3.1 seconds. That was 0.7 faster than the more powerful XR8. Adding 15 years and 200,000km to an XR6T can bring faded cabin plastics and paint starting to delaminate, but those factors don’t affect performance. They just make a car with cosmetic issues more affordable than one that hasn’t as yet become prey to sun damage.

Turbo manuals had an appetite for clutches, so the six-speed automatic with its snappy sports shift will likely cost less in maintenance and is as quick.

AFTER A seven-year absence, the Falcon GT reappeared in 2003 as part of the Ford Performance Vehicles range.

Having famously trumpeted in 1975 that its XB would be the final Aussie-build GT, Ford shamelessly turned to building ‘commemorative’ models before returning the badge to its regular line-up.

BA GTs sold well, with production data showing 1306 basic BA GTs built, plus 1103 of the GT-P with Fairmont-level trim and extras like dual-zone air-conditioning.

The imported, fuel-injected 5.4-litre V8 produced 290kW, with five- speed manual or four-speed automatic transmission. Although these engines deliver similar power to a GTHO Phase 3, the BAbased GT feels nothing like its rampaging, race-bred ancestor.

FPV GTs handle and stop with utter civility, yet still manage to rattle suburban windows when the V8 reaches its redline. They also cost much less than an excellent XY.

When new, the Fairmont trimmed GT-P was $9000 more expensive than a standard BA GT. However, that gap narrows in a used market where distance travelled has become more significant than features when setting a selling price.

More manufacturers join EV push

Nissan and Honda are among the latest group of auto manufacturers hoping to gain traction with EV sales after they announced a strategic partnership in the field.

The partnership has solidified the identification from major car companies that the future of the automotive industry will embrace electric vehicles and technology.

According to Honda Australia, to further accelerate efforts toward carbon neutrality and zero traffic-accident fatalities, it will be essential to strengthen environmental and electrification technologies as well as software development.

The two companies have reached the understanding based on the belief that it is necessary to combine their strengths and explore the possibility of future collaboration.

The scope of the feasibility study includes automotive software platforms, core components related to EVs, and complementary products.

President and CEO, Makoto Uchida highlighted the importance of preparation

for the changing landscape of the industry.

“It is important to prepare for the increasing pace of transformation in mobility in the mid-to-long-term, and it is significant that we have reached this agreement based on a mutual understanding that Honda and Nissan face common challenges. We look forward to further discussions and aim to find win-wins for sustainable growth,” Uchida says.

Honda director, president and representative executive officer, Toshihiro Mibe further explained the strategic partnership.

Mibe says, “In this period of once-in-acentury transformation in the automotive industry, we will examine the potential for partnership between Nissan and Honda. Our study criteria will be whether the synergy of the technologies and knowledge that our companies have cultivated will enable us to become industry leaders by creating new value for the automotive industry.”

BMW and Volvo have also recently announced their commitment to

Toyota fires up mining industry with hydrogen

Toyota Australia has continued its pursuit of sustainable hydrogen solutions with a partnership with the mining industry and producing its locally assembled EODev GEH2 hydrogen fuel cell stationary power generators.

The first GEH2 generator was assembled at the company’s site at Altona in Victoria and was delivered to mining giant Theiss. The 110kVA GEH2® power generator has been designed by EODev (Energy Observer Developments) with the support of Toyota Motor Europe and uses the same Toyota Fuel Cell

System that powers the Mirai FCEV.

In October 2023, Toyota Australia announced it was partnering with EODev to assemble the generators at Altona and make them available through its local retail partner Blue Diamond Machinery (BDM). It will also export units to New Zealand with Toyota New Zealand acting as the distributor in that market.

Toyota Australia President and CEO Matthew Callachor said it was a part of Toyota’s multi-pathway approach to decarbonisation by providing Australian customers with a range of technologies and mobility solutions.

improving electric vehicle manufacturing and charging capabilities.

Volvo has partnered with Breathe Battery Technologies to become the first car company with access to the latest version of its patented, algorithmenabled charging software for use on the automaker’s new generation of fully electric cars.

The time to charge from 10 per cent to 80 per cent is expected to decrease by 15-30 per cent depending on the battery pack type.

Volvo says the charging time improvements will last for the full life cycle of the batteries without impacting their condition.

According to an OEM news release, BMW of north America has added Shell Recharge Solutions as a second eMobility provider to provide EV customers with easy access to Shell Recharge, ChargePoint, EVgo, EVConnect, and Blink charging stations via the My BMW App.

Under the new agreement, BMW says EV drivers will have access to more than 100,000 public charging points in the U.S. and Canada.

Image: Toyota

Mercedes-Benz in world’s first X-ray crash test

Mercedes-Benz has performed a world’s first X-ray crash test, a new technological advancement leading the way for further development in automotive crash safety technology.

A crash barrier collided with the Mercedes-Benz C-Class saloon vehicle at 60km/h, at the test undertaken at their headquarters in Stuttgart, Germany on March 13.

A linear accelerator served as an X-ray camera to test the damage caused in the crash.

Mercedes-Benz AG, director of vehicle safety Paul Dick, says the world’s first X-ray crash shows that X-ray technology gives new insights.

“We learn what happens inside a vehicle and to the dummies during an accident. The X-ray images also offer the opportunity to further improve the model quality of the digital prototypes,” he says.

Together with the Fraunhofer-Institute for High-Speed Dynamics, the EMI (Ernst Mach Institute) in Freiburg, MercedesBenz has now carried out the world’s first X-ray crash with a real car. On board was

one SID II dummy on the left-hand side facing the impact. This is a test specimen with a female anatomy, specially designed for side impact tests.

Member of the board of management of Mercedes-Benz Group AG and chief technology officer, Markus Schäfer, says, “The Mercedes-Benz X-ray crash sets a milestone in the development tools of the

Mercedes- Benz hopes the new technology will further add to automotive safety.

conclusions for the further improvement of vehicle safety.”

According to Mercedes-Benz, this technology demonstration at the EMI research crash facility in Freiburg has shown that high-speed X-ray technology can be used to visualise highly dynamic internal deformation processes. Previously invisible deformations and

Renault wins in Geneva

In a sign of the shifting focus in the global car parc, more EVs are taking out the top prizes in international motoring competitions

Renault’s Scenic E-Tech electric is the latest winner, taking out The Car of the Year 2024 at the Geneva Motor Show on Monday, 26th February.

It followed last week’s announcement by automotive network, Drive, which crowned the Kia EV9 the 2024 Drive Car of the Year, the first time in the award’s 18-year history a fully electric vehicle has been named the overall winner.

The Kia EV 9 was also one of the finalists in Geneva along with the BMW 5-series, BYD Seal, Peugeot

E-3008/3008, Toyota C-HR, and Volvo EX30.

The trophy winner was chosen by a jury of 59 motoring journalists from 22 countries.

It is the seventh time Renault has won the award the first time since 2006 and its first with an electric vehicle.

The Kia EV6, another electric vehicle, won in 2022.

The awards which are organised by nine different European motoring magazines where EVs make up about 13 per cent of new vehicles and a further 9 per cent are plug in hybrids. In Australia in 2023 new EVs made up 7.2 per cent of sales.

Renault CEO Fabrice Cambolive says winning the prestigious ‘The Car of the Year’ award is a great source of pride for everyone at Renault Group and the Renault brand.

“This recognition demonstrates that we have made the right choices: recordbreaking range, generous and inviting roominess, all with a closely managed environmental footprint,” Cambolive said.

“When you add in the driving pleasure and ‘voiture à vivre’ equipment such as the new Solarbay panoramic sunroof or the latest generation OpenR Link system with integrated Google systems, Scenic has all the right features to shore up its position on the European EV market.”.

Image: Mercedes-Benz

When rewards come with ease

For fifty years Australia’s largest automotive cooperative Capricorn has believed in the power of the collective. One of the most practical demonstrations is being able to return value back to its Members in its long running Rewards Program.

Capricorn Members have long enjoyed access to one of Australia’s most generous rewards programs, and now that program has gotten even better with the launch of Rewards+.

Rewards+ gives Capricorn Members the opportunity to use their reward points to buy (almost) anything they want from any shop they want.

Rochelle Funneman from Shmick Auto Electrics is one of the first Capricorn Members to take advantage of the Rewards+ program.

“I had a heap of reward points on my account and I really wanted to use them to purchase items from a local store, which I wasn’t able to do previously” Rochelle says.

“Supporting local is really important to me so when I got the email announcing the launch of Rewards+, I rang Clyde, my Area Manager right away”.

“I went down to the local electronics shop that weekend and bought a 98-inch TV, soundbar and a new TV cabinet, all using Rewards points,” she says.

“The process was so easy, once we had picked out the items we wanted, I sent the invoice off, within two hours it was approved. I was expecting some back and forth, but there was none, it was so easy. Payment was done by the end of the week and we picked up the goods as soon as we could.

“It was great to be able to reward myself and my family for all the hard work I do with the business.

“I will be telling all my friends who are Capricorn Members to do this – I know some of them will also be really keen

experience,” Jacky says.

“Rochelle’s story is the exact thing we hoped to achieve with Rewards+, a program which gives members flexibility and creativity in how they use their Reward points”.

Capricorn Society was established in 1974 by a small group of Western Australian service station owners to increase their buying power and level the playing field. Now nearly 50 years later, Capricorn has over

Rewards+ allows Capricorn Members to available on Capricorn’s standard rewards platform. Products need to be tangible, worth more than $5000 and Members must have the full value of the item in points at the time of submitting the redemption request. Travel and services are excluded.

Participation in the Capricorn Rewards Program (including Rewards+) is subject to terms and conditions For more information please visit www.capricorn.coop

Shmick Auto Electrics’ Rochelle Funneman is thrilled the Rewards+ program has enabled her to pick out and enjoy a 98-inch TV.

Image: Capricorn

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