National Collision Repairer July 2024 by Prime Creative Media

ACKNOWLEDGED

Connect. Automate. Digitise.

When wise heads get together

National Collision Repairer ’s Symposium24 certainly brought together a host of issues the repair industry is faced with in the years to come.

But it also brought together a fabulous collection of industry leaders and thinkers who have a common purpose in wanting the best for the industry and a readiness to work together to achieve those ends.

The problems workshops face, like skills shortages and ever-advancing technology, can seem daunting, even overwhelming, at times but putting these subjects into focus is what makes them relevant.

So, while there is a chance that focussing on the problems can turn a day such as the Symposium into a sombre a air, it is a great credit that all those who took part were so solutions driven.

The speakers on the day started from a point of honesty and clear-sightedness about exactly what is happening and then quickly proceeded to what they believed needed to be done. Nobody was o ering ‘silver bullets’, however tempting, because the complexity of the issues like recruitment and retention can vary from workshop to workshop and from person to person. Instead they demand a more nuanced and incremental approach if there is going to be lasting beneﬁ ts from their resolution.

MTAA CEO Matt Hobbs who began the day with an overview of the automotive industry highlighted just how many disrupters of the industry were on the way, including new powertrains, technology and policy. But he also stressed the importance of a cohesive approach to meeting them and a clear, united voice on the policy action needed to back the industry.

Similarly, Stephen Jenkins who tackled the thorny issue of relations between insurers and workshops, stressed how important it was to have a governing document like the Code of Conduct that was relevant and e ective for this changing future.

The upcoming consultation period of the new draft gives

everyone in the industry a chance to have their say. That feedback will prove important in achieving the cohesive and representative result, that its success depends on.

In the same vein industry champion on the skills issue, ACIA director Rob Bartlett has always maintained that solving the skills issues is a long-term even generational issue.

Getting to the heart of the problem and doing it with evidencebased research rather than individual hunches, is what he and the team at ACIA have set their sights on. The resultant ﬁ ndings and advice could then beneﬁ t almost every single workshop in its ability to unravel the ‘whys’ of costly-sta turnover.

Similarly, the tone of the sessions on technology were ﬁ lled with some amazing revelations of just what cars will be capable of in the near future. This was also tempered with a note of caution that these are the same cars that repairers will have to ﬁ x. Meeting that will take some clear-sighted preparation and a lot of training.

A panel made up early adopters like ADAS Solutions founder Adrian Parkes and Hella Gutmann’s Steven Hines along with MTA NSW RTO compliance Anthony Tomassetti agreed that the Australian repair industry was currently behind in the adoption of ADAS technology. Repairify’s Director of Innovation Martin Brown, who had come all the way from the UK, highlighted just how much more-readily adopted these advanced technologies were around the world. He stressed the need to look to new expertise to ensure these repairs were not only done e ectively but safely.

The point is not whether this disruptive technology is coming, in many cases it is already here. But these people and companies are at the forefront of ﬁ nding solutions to ensure a vital industry can keep things moving.

This magazine has repeatedly vaunted the industry’s capacity to adapt to change. Broad and complex as the challenges are, it is also reassuring that its greatest asset, its people, are willing to tackle that change.

When this many of its leading thinkers are also willing to get together and talk through some of these challenges, regardless of how di cult they seem, it appears also to be an industry with an encouraging and energetic future.

Eugene Du y Editor The National Collision Repairer

Powered exclusively by compressed air, the ERGO LIFT 1000 ROLL can lift and maneuver vehicles UP TO 2500KG. With 4 support arms that swivel and lock automatically, it can be adapted to suit all chassis types. Ergonomically designed, it has a LIFTING HEIGHT OF 95CM, so you can work upright around the vehicle to avoid fatigue.

Glasurit range showcased by the best

Whether it is the ﬁercely fought out competition of the WorldSkills in France or the local workshop owner looking for the best solutions, Glasurit’s 100 Line is fast gaining a global reputation as the most outstanding waterborne basecoat line for ecoe ective paint results.

The Glasurit products from BASF will be centre stage at the WorldSkills International competition in Lyon, France in September where emerging talents from around the globe are getting to know the eco-friendly products as they showcase their skills.

This long-standing partnership between Glasurit’s and WorldSkills in the car painting category fosters talent development, promotes excellence in the automotive industry and the 100 Line products send a new message about the sustainability initiatives in the industry.

This is a theme reaching across the globe, down to the workshop where e ciency and the environmental impact of products and energy use are increasingly part of business decision making.

The 100 Line meets the highest requirements of modern body shops and focuses on eco-e ectiveness, process e ciency 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 e ciency 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 e ciency” says Kirsten Dodd, ANZ Marketing 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- e ectiveness and quality with Glasurit 100 Line. Glasurit AraClass EcoBalance

clearcoats and undercoats are 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,” Kirsten says.

“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-e ective portfolio is very exciting”.

Glasurit 100 Line and AraClass EcoBalance products are available through your locally approved Glasurit distributor. www.100line.glasurit.com

WorldSkills: Preparing the best for international competition; Page 30.

The AraClass range complements the 100 Line, the ﬁrst product on the market with a VOC value below 250 g/l, to make a system that adds to workshop e ciency.

Image: BASF.

‘See Ezy’ with Narva’s inspection light

All workshops and garages across Australia’s can beneﬁt from a Rechargeable LED Inspection Light from Narva.

No matter how big or small your workshop is, Narva will provide high performance products that will stand the test of time.

The new See Ezy light from Narva provides the toughness and functionality that every workshop needs.

Product details

Narva’s See Ezy Rechargeable LED Inspection Light features 36 SMD LEDs that produce an ultra-bright output of 1000 e ective lumens.

The See Ezy illuminates engine bays to ensure the best visibility in the workshop. With a powerful 100 lumen torch light, the direct beam increases the functionality of the product. The See Ezy can be used in a variety of settings, from engine bats, to inspecting suspension, to steering components, and also to DIY jobs at home.

Battery life

The See Ezy has three output modes which makes for a versatile piece of equipment for a busy workshop. With low, high and torch modes, the right setting for the right job ensures a long battery life.

The battery life ranges between 8 (high setting at 1000 e ective lumens) and 16 hours of continuous use (low setting producing 500 e ective lumens).

The ‘Auto turn-o ’ function also ensures battery life e ciency by automatically switching the light o after 2 hours. Before the light automatically switches o , a warning turn-o reminder, in the form of the ﬂood light ﬂashing will activate. However, if longer usage of the light is required, the Auto turn-o function can be disabled, by holding the power on button for 10 seconds. Minimising unnecessary equipment is essential for the e ciency in any workshop. The See Ezy light is a compact, yet smart device that disregards the need for attachments and adaptors. User can monitor the battery life of the light via the LED display, which illuminates once the power button is held on for two seconds.

With a simple charging system, the See Ezy has a built in USB-C charging port and compact docking station. To charge from ﬂat to maximum charge takes 5.5 hours.

Light memory

The See Ezy is a personalised torch that has the ability to remember ﬂash pattern memory. This means that the light

retains brightness memory from the last used output mode. The next time the light is used, the brightness memory is activated after ﬁve seconds.

Additional features

As well as the e cient battery life and the brightness memory, the See Ezy also has other features which make it a competitive product in the market.

The light includes two integrated heavy-duty magnets. This allows the user to conveniently position the light on a variety of metal surfaces for handsfree operation. The light also features a concealed, fold-out hanging hook for an easy hands-free operation.

The See Ezy is made out of durable materials that are designed for longevity in a tough workshop environment. The light’s shock-resistant body has been tested to IK07 levels to ensure top quality toughness. The polycarbonate lens, and weatherproof rubber housing (IP65) has also been chemically tested to resist oils and fuels.

The comfortable, ergonomically grip is designed for a periods of long term use, making it a sustainable piece of equipment.

Narva’s See Ezy Rechargeable LED Inspection Light (part No. 71322), is available from leading transport and automotive outlets nationwide.

DISASTER AVERTED.

DON’T GET CAUGHT OUT WITH A FLAT BATTERY THIS WINTER

A ﬂat battery can leave you in a frustrated or even dangerous situation and cost businesses time and money. With Projecta’s patented Rapid Recharge Technology, Intelli-Start are the only jump starters in the world that replenish their charge after starting an engine, meaning they’re always ready for your next emergency. There’s a model to suit every engine and budget. Smart, compact, powerful. That’s Intelli-Start.

The See Ezy Light illuminates engine bays for the best visibility in the workshop.

The Narva See Ezy Light is a tough and e cient workplace tool.

Images: Narva.

Driving innovation

What could be better than bringing cutting-edge paint mixing technology right into workshops, wherever they are located? With expert support from key partners, PPG has created a unique, mobile ‘MoonVan’ to showcase the groundbreaking PPG LINQ™ technologies to all corners of the nation.

Australia is a very big country and, at times, that can present real challenges. This is the issue the PPG Australia team found themselves facing with the release of the remarkable new MOONWALK® automated colour dispensing technology. This ultra precise solution for mixing ENVIROBASE® High Performance waterborne tinters forms part of the PPG LINQ suite of connected technologies aimed at transforming the reﬁnish paint shop. With such radically new technologies, seeing them in action was the key to getting a clear understanding

of the substantial gains they o er.

However, despite MoonWalk units being quickly set up at PPG Training Centres around the country, the question remained – how to reach collision centre owners/managers who were not able to drop in for a live demonstration? Due to its size, transporting a fully functional MoonWalk unit to individual repairers was simply not feasible – or was it …

European inspiration

It turns out this is a conundrum already tackled by the PPG Europe team who

also had to deal with customers spread across large distances. They settled on an innovative mobile solution, dubbed ‘MoonVan’, which has been so successful, there is now a fleet of these vehicles visiting customers all over Europe. Taking inspiration from their European colleagues, the local PPG refinish team decided to build an Aussie version of this tech-laden van. After sourcing a suitable high-roof van, Chris Edwards (PPG Business Manager Vic/Tas) and Ray England, (PPG Training Manager Vic/Tas), took charge of the logistics of the fit-out. The first step was to create an exact sized mock-up of a MoonWalk unit to determine the best placement and configuration for the interior which also had to house a next generation, DIGIMATCH ™ spectrophotometer and the VisualizID 3D colour visualisation software. At the same time, Chelsea Hilsberg, Senior Marketing Specialist, from the Refinish Marketing team at PPG’s headquarters in Clayton, set about designing the eyecatching interior and exterior graphics.

“We wanted to recreate the success of the European MoonVan design but put a local spin on it. We used some cool, lunar landscape images around the van’s interior to help create a sophisticated appearance that invites people inside where the new PPG LINQ technologies are on display,” Hilsberg says. When it came to completing this bespoke vehicle, says Chris Edwards, having a network of customer partners who span a wide variety of di erent sectors, gave PPG the opportunity to tap into organisations that o ered the speciﬁc skills, expertise and cando attitude.

“We quickly realised that a lot of this work was quite specialised so it was about getting a number of PPG partners involved who could get the job done to the level required. What is really striking now is the overall quality they have achieved – it ticks all the boxes.”

ACE of trades

For decades PPG has been a strong supporter of the TAFE network, including Kangan Institute’s excellent facility at the Automotive Centre of Excellence (ACE) in Melbourne’s Docklands precinct, says Edwards: “When we sounded out the ACE team, they were keen to be involved with the MoonVan project. As

a result, a small group of enthusiastic apprentices, led by a TAFE teacher, were given the valuable opportunity to hone their skills on a ‘live’ job. After first removing any unnecessary fittings and trip hazards from the interior, the aim was to cover over the van’s standard ribbed floor. Using an aluminium substrate, they were able to measure up and fabricate a flat floor throughout the rear compartment so that it not only fits neatly, it also looks very classy.”

Shooting for the stars

Centaur Products Australia is one of those companies which you get the feeling could turn its hand to almost

anything. For over three decades it has produced a variety of products and services for the OE automotive and recreational vehicle industries, along with other sectors. More recently, Centaur has been busy manufacturing its range of cleverly designed caravans, as well as innovative ‘Pods’ for police work. These days, the family business is headed up by highly experienced engineer, Al D’Alberto, and his racing driver son, Tony D’Alberto. While the MoonVan project was right up their alley, that doesn’t mean it was a simple job according to Al D’Alberto.

“We have had a very long and mutually successful partnership with PPG so we were more than happy to help out with completing the rear of the van. It was not a simple task because it’s not a ﬂat surface inside the van and there were really no drawings or plans. It was a one o project that used all of our skills in the one job. We have a very strong team and it was a real team e ort that came up with some great solutions. Basically, we incorporated some of the materials we use in our caravans in order to cover some of the more complex areas. Using a conventional method would have meant boxing out a lot of

Ray England and Chris Edwards show o the highly popular PPG MoonVan.

The MoonVan was the centre of attention at the recent Collision Repair Expo in Melbourne.

The ingenious use of space allows the cutting edge paint technology to be housed in the spacious van.

the area so we could get flat surfaces but that would have closed the van in and made it feel smaller. Instead, we used what we call a soft feel material which is a marine grade material, to fit directly over the complex areas of the van’s internal surfaces. When you look at this job, it’s a bit hard to be modest because it’s such a great fit out. It has turned out to be a showpiece for what our business is capable of.”

Making a FleetMark

True to its name, FleetMark is responsible for leaving a high-quality mark on fleets of all shapes and sizes. FleetMark Group General Manager Stuart Farrow, says its fleet branding expertise leans more towards livery on large transport vehicles for wellknown names such as Linfox, Toll, Coles, Woolworths and Metro Trains but applying marketing graphics to MoonVan definitely fell into its regular scope of work.

“With ﬂeet graphics, we have all the design and printing capabilities in-house, along with the skills needed to apply it, “ Farrow says. “We have had a 30-year partnership with PPG so it was nice to be part of the MoonVan project. Preparation is one of the keys to these jobs. We use speciﬁc materials to clean the vehicle and ensure there

is no residue that could a ect the end result. Once we have approval for the graphics, we print it onto high quality adhesive ﬁlm and laminate it with a protective layer that shields the graphics from things like UV, washing degradation and scratching, before applying it to the vehicle. It’s a specialised process and we have

skilled people who manipulate the onedimensional graphics onto the threedimensional curves and recesses of a vehicle. They are almost artists who have an amazing feel for what they do.”

MoonVan mobility provides a PPG LINQ to customers

With its ability to travel far and wide, MoonVan is giving the PPG team a unique tool for generating extra excitement about the new technologies which have been so neatly packaged inside, says John Hristias, PPG Reﬁnish Sales Director Australia: “The MoonVan concept is all about reaching more people, particularly those collision centres in regional and rural area. PPG LINQ has sparked enormous curiosity across the Australian market and the mobility of MoonVan helps us meet that demand by taking the technologies directly to individual repairers or groups of repairers, no matter where they are.”

To register your interest in MoonVan or in the PPG LINQ technologies, simply contact your PPG distributor, your PPG territory manager or the PPG Customer Service Hotline on 13 24 24 Aust.

Demonstrations at the Autuomtive Centre of Excellence at Kangan Institute.

Al D’Alberto with the MoonVan.

A legacy to stand the test of time

A career in the automotive repair industry is guaranteed to be a challenging endeavour. For the Maher family, this challenge has been met with ﬁerce determination to create a family legacy that is underpinned by loyalty, respect and adaptability.

For 60 years, L&M Smash Repairs has been a Western Sydney institution for automotive repairs. Known for their friendly and fair demeanours, the Maher family have grown and expanded their business over six decades, all while keeping the business in the family name. Bill Maher paved the way for his son, Gary Maher, and his grandson Dan Maher, to excel in the industry.

NCR spoke with Bill’s grandson, Dan Maher, about Bill’s legacy and the evolution of L&M Smash Repairs.

The early stages

The legacy of Bill Maher all began in the mid 1960’s in a backyard in West Pennant Hills in Sydney. From a backyard workshop, to a chook shed in Dural, and ﬁnally to a workspace in Seven Hills where it remains today, the history behind L&M Smash Repairs is one to call a true Australian legacy.

Starting from humble beginnings on a ﬂower farm, Bill’s love of automotive quickly took hold, and his pursuit of

success in the industry was driven by strong will and determination.

“He was known for his approach to life. A sort of grabbing life by the horns and giving everything a red-hot go,” Dan says.

“In an industry as tough as ours, it is a real testament that his business is still where it is today, with his family running it,” Dan says.

“For a man that was taken from us over 20 years ago, to hear his name mentioned by clients, assessors, friends, and colleagues, he is a man that certainly left a lasting impression,” Dan says.

Known as a man for making a lasting impression among his clients, friends, and colleagues, Bill was a kind-hearted and generous man that valued respect and loyalty.

“He was a joker, kind-hearted, loud, large and intimidating man. He expected everybody to work hard with early starts and over time including late nights, he was always driven to be successful,” Dan says.

With a rocky start in business, Bill made the most of the cards he was dealt, after his business partner pulled the pin shortly after the business was established.

“The most creative business name they could come up with was L&M. After Leeds pulled the pin, Bill had only just paid for the new carbon copy invoicing books with the L&M name printed all through them, so changing the name was never an option,” Dan says.

So, the business remained as L&M Smash Repairs, and Bill’s desire for success grew even more.

From simple beginnings repairing and restoring old Holdens and caravans, to picking up contracts with local dealerships, Bill always had a vision for the future.

“Pop would send Dad overseas to train and to scout for new equipment and repair technology,” Dan says.

“That process has been carried on and continued over the years and has gotten us to where we are today, with highly trained sta in a facility ﬁlled with the latest equipment and technology.”

A family a air

Known for his loud, proud, and in-charge personality, Bill made sure the workshop was a family a air.

“Just about all of the family has been involved in the business in one way or another. It has employed all of my aunties, my uncles, cousins, and brother,” Dan says.

“It has always been about “the family” and that all stared with Nan and Pop.”

Generational gifts

For a brief period of time, the three generations of Maher’s, Bill, Gary (Bill’s son) and Dan, worked together from 2002-2003. Before Bill’s health took a turn, Dan was a ﬁrst-year apprentice under Bill and Gary’s guidance.

“I do like listening to everybody’s stories about Bill. People sometimes draw some parallels between us, I reckon we would have worked well together,” Dan says.

An old school mindset of working hard and earning respect was, and still is a strong value at L&M Smash Repairs.

“Being a driven businessman, he expected his workers to work hard. He was an early riser so that meant everybody else was too,” Dan says.

“But to those that did right by Bill earned a spot at his table and were rewarded with his friendship and approval which was a coveted label.”

Bill’s ability to connect with both customers and strangers made him a respected and likeable man. He created a rapport with customers that resulted in a loyal client base.

“Everyone said Bill had the gift of the gab, everybody even complete strangers ended up being his ‘little buddy,’” Dan says.

“He would learn the languages of the local migrant residents in Western

Sydney and he prided himself on knowing how to say ‘hello’ in many di erent tongues. His signature ‘gratzi’ in his loud, deep, thick Australian accent still rings in my ears to this day.”

Rolling with the times

If there is anything that L&M Smash Repairs has done well, it is adapting to the climate of the time. From 1970 to 2000, the industry underwent signiﬁcant changes, from technology, to equipment, to the creation of the internet, change was never too far away.

Being ahead of the competition was another strong suit of Bill’s. By embracing change and adapting quickly, he always attracted new sta who were willing to be part of the energy he brought to his workshop.

“Back in those days ﬁnding sta wasn’t an issue, we would have people knocking on the door every day

Bill Maher in his o ce at L&M Smash Repairs.

Images: L&M Smash Repairs

L&M Smash Repairs storefront in the 1970’s.

Bill’s son, Gary Maher in the o ce with one of their ﬁrst computers.

The workshop was always a family run business. Bill pictured with his wife.

L&M Smash Repairs in 2024.

looking for a start at L&M,” Dan says.

“Having the right team in each department was his key. With Dad in the o ce running things, blokes like Harry Pearce overseeing Panel Shop Operations and high-level long-term painters like Roy Freeman and Andy Maglecic running the Paint Shop, operating a successful collision shop has always come down to having the right people.”

L&M Smash Repairs in 2024

Dan, and his father, have continued the Maher name in the automotive repair industry. L&M Smash Repairs currently employs 19 full time sta , and ﬁve apprentices.

Like Bill, Dan makes sure that he gives clients the same face to face engagement that initially made the workshop a local success.

“I make sure people get that personal touch,” Dan says.

Even though Dan has been running the show for a few years, the progression from apprentice to tradesman was a memorable moment for Dan.

“I remember it like it was yesterday.

On day one, I asked Pop ‘ok mate which car you want me to ﬁx?’. Dad laughed and said, ‘You’re not ﬁxing anything, go sweep the workshop out.’ Plot twist, my OCD liked sweeping and cleaning so it wasn’t so bad for me,” Dan says. Dan’s drive to be the best in

the workshop fuelled his desire to learn everything he could about the automotive trade. However, it took him a few years to be on an even playing ﬁeld with the rest of the tradesmen.

“When started doing the repairs I’d ﬁnd myself dripping in sweat, making a mess, covered in dust and oil. I’d look over at my tradesmen and they’d be cool, calm, clean and have ﬁnished their job. I wanted to be better than all of them,” Dan says.

One day, everything clicked into gear, and Dan’s persistence paid o “Fast forward a few years, and was repairing a chassis with my tradesman, and we were having a hard time agreeing on what needed to be done to ﬁx the issue,” Dan says.

“We went on and on about it so we measured it and I was right, he was wrong, so that made me the best and smartest tradesman in the world.”

“I have never considered doing anything else outside of being a panel beater. It was more of a birth right.”

Well received

L&M Smash Repairs has garnered an impressive resume, with a perfect 5-star score on Google Reviews, to investments in the latest technology, to achieving I-CAR Gold Class Status.

“My Mrs won’t even grab a co ee from a café unless it has 4.5 stars or more,” Dan says.

“Engaging the customers from the

earliest stages and extracting their actual needs is the key to meeting their expectations. We ask them to submit their feedback once the repair is done, and we are happy with the comments we receive.”

With quality customer service, a loyal workforce, training, and specialist services at the forefront of the shop, the business is a united front.

The workshop has been I-CAR Gold Class Accredited since 2006, and is an EV certiﬁed repairer. The shop is also OEM trained for Subaru and General Motors.

“We have tooled and trained for electric vehicles. But with EV sales dropping who knows where that market is headed. Regardless, there are tens of thousands of them already on the road and we are already prepared to take on that market,” Dan says.

With jobs relocated to L&M Smash Repairs from all over Sydney, they have made a name for themselves as some of the best in the industry.

Dan highlights how the team is the glue for the smooth operations of the business.

“We have highly trained long-term employees we look after, invest in and reward. Mark and have been here for 22 years. We have long termers who have been with us for over 15 years. Building a strong team is the key to success in business,” Dan says.

Advocates

for the industry

L&M Smash Repairs’ mission statement is to provide the best possible collision repair and automotive services following three key objectives; repair quality, estimate accuracy, and speed of repairs, all at a fair and reasonable cost.

“We are 100 per cent an independent repairer,” Dan says.

“We are advocates for the industry and are pushing for realistic labour rates, better processes, improved standards and licencing to help lift the average quality of collision repairs and safety standards to beneﬁt the consumer.”

A challenging climate

The current climate in the automotive industry makes business growth a point of contention for many workshops. With the sustainability of the industry without reform and with apprentice numbers

and sign-up rates dwindling, and over 45,000 tradesmen short nationally, expansion is a di cult bet to make.

“One day I’d like to consider relocating to a larger and newer facility to expand our ﬂeet repair service. I’d like to keep our workshop on Station Road and turn it into a restoration facility,”

Dan says.

The skills shortage is making it harder for workshops to ﬁnd both qualiﬁed and entry level workers.

“During the pandemic we had an ad on Seek for a panel beater for 12 months and the salary ﬁgure was unlimited. We had zero applications,” Dan says.

“Apprentice numbers have collapsed and TAFEs in Western Sydney have all been shut down,” Dan says.

“We have two workers from the Philippines, who are both still with us. They have ﬁlled gaps in our labour supply, but international workers aren’t a long-term sustainable answer to the shortage.”

“We have 5 apprentices that we are getting up to speed. We are making room for the next generation of bodyshop experts.”

“Shops that don’t have any apprentices need to have a long hard look in the mirror in my opinion,”

Dan says.

Remaining true to legacy

Staying true to Bill’s legacy on creating a respectable working environment is something that Dan Maher still taps into in 2024.

“It’s a matter of ‘if they look after you, then look after them’ kind of deal,” Dan says.

“Sta that meet our expectations are rewarded with bonuses, events, holidays, 2 yearly pay rise opportunities, and the ability to progress within the business.”

“Our sta are along for the ride. We want to share our success with our sta , without them we have no product, service or business.”

Daniel Maher’s advice for young business owners entering into the repair industry rings true to the strong family values that were cemented by Bill.

“Run a proﬁtable business, not a revenue generating business. Revenue is vanity, Proﬁt is sanity.”

Bill always encouraged investing in the latest equipment and technology.

Dan Maher with his children, Layla and Billie.

A mural of Bill in the workshop.

The workshop interior in the 1980’s.

L&M Smash Repairs are I-CAR Gold Class Accredited.

Faith in a changing future

Major challenges in the years to come with technology and recruitment, as well as some incremental steps to meet these challenges, were all on the table at the key repair industry gathering, Symposium24, hosted by NCR.

Where the industry is heading

The ﬁrst speaker of the day was the Motor Trades Association of Australia’s (MTAA) chief executive, Matt Hobbs. Stepping into the MTAA chief executive role in January, Matt Hobbs has paved his own way for making a mark in the industry.

The MTAA represents autobody associations across the six Australian states and two territories.

Hobbs brings a breadth of experience in the automotive industry, including senior executive roles with GM Holden, General Motors and Nissan Motors internationally.

Hobbs wants an incentive system that provides assurance and stability to businesses and encourages them to reengage in the apprenticeship and traineeship system and the incentive scheme was critical in helping o set additional costs.

“With the advocacy and the training we

do, as well as our apprentice programs, either directly or indirectly, the MTAA is a great place for businesses to get advice, people and to develop skills across the whole sector,” Hobbs says.

He says the MTAA are advocates for the whole industry, and will continue to support repair shops in navigating a new electric future.

Hobbs outlined the key issues in the industry, identifying the lack of infrastructure in place to support an EV transition, the lack of EV skills with some repairers, and the overall skills shortages as the main challenges.

He also rea rmed the reinvigoration of the Australian Motor Body Repairers Association (AMBRA).

Hobbs spoke about the National Vehicle E ciency Scheme (NVES) and the Insurance Council of Australia EV report, emphasising the changes in Australia’s car parc may take a few years but repairers needed to be ready.

“The industry as an eco-system needs to be ready to repair these cars,” Hobbs says.

“EVs are being written o at a much higher rate than other vehicles. Partly because of the technology, partly because of the batteries and the cost to repair them.”

Hobbs also highlighted the disconnect between the car companies and government regulations. Hobbs ensured the audience that the MTAA are there to support the industry.

The MTAA are conducting research into forecasting what the future of Australia’s car parc will look like.

The research has shown the growth of Chinese electric vehicle companies such as BYD, and the unpredictability of car companies’ policies.

“There are so many new Chinese electric vehicles companies coming. We have also seen car companies deviate from what we thought they would do. For

example, Toyota announced recently that they will only sell Hybrids for passenger cars,” Hobbs says.

The MTAA has commissioned a Body Repair Education Series that will be released in six parts each month, starting in July 2024.

Shining a light into the future

The Symposium was headlined by Repairify’s director of innovation Martin Brown.

Martin Brown has decades of automotive industry experience behind him. Having kept a close eye on the development of technology, Brown drew some valuable insights into where we might be in the years to come.

Repairify has o ces across the world, and has recently set up shop in Australia. With Repairify, you get access to OEM and OEM compatible diagnostic and programming tools, ADAS calibrations and all the help you could need at the touch of a button.

“Repairify has bridged the gap between the OEM’s piece of equipment, the certiﬁed technicians, and the diagnostics port. Essentially, we aim to reduce key2key time,” Brown says. For an industry veteran who can recall when the most sophisticated thing in a car was the electric windows, Brown is still amazed but undaunted by the ever-increasing sophistication of modern vehicles.

“There is a certain level of investment required in collision centres to prepare for all of the tasks, such as ADAS, and the programming of new modules,” Brown says.

The investment in the expertise and equipment to be ADAS ready holds a valuable lesson for Australia where it is rapidly emerging, as an opportunity for workshops to embrace it.

“The technical data and repair information tends to come out a little bit slower with deals imported from new markets and manufacturers,” Brown says.

“Being prepared and equipped with the right resources for the new technology is essential.”

Brown emphasised the importance for workshops to identify the challenges and new technology in

the automotive industry will bring.

“Now’s the time to get in on this because if you’re going to invest now, then you are in a good place to take on the work, perhaps also for other collision centres around you and make sure that you recoup the investment relatively quickly.”

Next milestone for Code

The gathering also heard that the MVIRI Code of Conduct, the key governing document between insurers and repairers will shortly be rewritten and open for industry consultation.

The chair of the Code of Conduct Committee Stephen Jenkins who is also chief legal counsel for the MTA NSW emphasised the rapid change the repair industry is undergoing and the need for a functioning and relevant document adding clear and known parameters to insurers and workshops.

“This industry is completely ﬂipping in the space of a few years,” Jenkins says.

“For small businesses the (current Code of Conduct) document is old, it’s complicated and doesn’t serve its purpose, more importantly it doesn’t serve the purpose of repair businesses over the next 10-15 years.”

He said the pace of change and the inﬂux of new technology, as for instance with new entry of multiple new Chinese automotive brands, made an outdated Code even more pressing.

“What’s it going to look like in a ﬁveyear’s time? And yet we are bringing technology into the industry now that isn’t even documented yet and repairers still have to make it work.”

Jenkins hopes a legal ﬁrm commissioned to rewrite the code will be appointed before the end of the June and that following consultation period a ﬁnalised new code could be ready by the end of the year.

But he said the success of the code depends on the insurers and repairers collaborating and emphasised the importance of feedback from all sectors of the industry during the consultation period, likely to occur during this quarter of 2024.

Challenges and opportunities in technology

The Symposium was designed to be an interactive and innovative day that allowed professionals and experts from an array of di erent backgrounds to talk about their perspectives on the industry.

Matt Hobbs from the MTAA. Image: MTAA. Martin Brown from Repairify. Image: Repairify.

Rob Bartlett from the ACAI. Image: ACIA.

Stephen Jenkins from the MTA NSW. Image: MTA NSW.

About a hundred industry leaders attended Symposium24.

Image: Prime Creative Media.

Symposium24

The Technology in Collision: Challenges and Opportunities panel covered the topical issues of facing the collision repair industry.

The panel consisted of founding director of ADAS Solutions, Adrian Parkes, Motor Traders’ Association of NSW, RTO compliance and operations manager Anthony Tomassetti and Hella Gutmann ADAS Calibration Equipment territory manager Steven Hine.

The panel of three discussed the challenges and opportunities from their unique perspectives in the industry.

Anthony Tomassetti’s main concern for the industry was the increasing level of skills gaps and the lack of education and ongoing training for repair technicians.

“At the MTA NSW, we are aiming to grow both the collision repair industry and businesses. The new technology requires training and upskilling, it is vital for the future of the industry,” Tomassetti says.

Stephen Hine identiﬁed the major trends in the industry as not only the ADAS calibrations, but also the interconnectivity of vehicles to other vehicles, to infrastructure and to networks.

“The new technology is a challenge, but it is also an opportunity to learn and grow in the uncertain areas that are presented in the industry at this moment,” Hine says.

“When you are an early adopter, you can be at the forefront of the change.”

Adrian Parkes highlighted the shortage of industry training outside of TAFE and institutions.

“Learning about ADAS and other technological advancements is something you cannot learn at TAFE. There is limited training in Australia. In

the United Kingdom there is a di erent methodology around industry training,” Parkes says.

The lack of a pathway for the industry after TAFE is an area that Parkes said needs to be improved for the Australian collision repair workforce.

“At ADAS we partner with the MTAA for training on the new systems, however the uptake for training is not very good,” Parkes says.

Although there are skills shortages and a lack of uptake in upskilling in the industry, there are education opportunities that are addressing these challenges.

“It is good to know that the issues are being addressed. The access to the high tech equipment and knowing that help is there in the industry is a positive step. However, it is not in the numbers there needs to be,” Hine says.

The panel were united in agreeing on the ongoing level of training that is needed in the industry.

Finding the right people to ﬁll the gaps

The Skills Gap and Recruitment: Issues and Solutions panel saw ﬁve industry veterans take to the stage to discuss the potential answers to the nation-wide recruitment issue. The session was MC’d by ACIA’s Rob Bartlett.

The panellists were Mark Lockwood from Capricorn Society, AMA Group chief people o cer, Alison Laing, 3M Collision Repair Specialist and Educator, James Lawson, AutoRecruiter managing director, Fred Molloy, and TAFE NSW autobody repair and surface coatings teacher, Carl Tinsley.

Capricorn is a member driven organisation that currently has 29,000 members and over 2,000 of those are in the collision industry.

“We are a voice for our members to ensure their voices are heard,” Lockwood says.

“From our market research, it is evident that sta retention and recruitment is a challenge. We are very much about maintaining homegrown talent.”

“At Capricorn we are always trying to make sure we connect our members

in the best way possible for their businesses.”

Alison Laing has been in the industry for over thirty years and emphasised the struggle in recruiting sta over the past 12 months.

“At the AMA Group we think about how we approach our team under a couple of di erent pillars. First and foremost is about our team being safe both physically and mentally,” Laing says.

“We also think about how we attract and develop future and current team members. We also think about our leadership style, and how we engage our team and keep them connected. Reward is also important,” Laing says.

James Lawson outlined how 3M wants to be a support for the industry as it navigates the skills shortages.

“At 3M we try to drive e ciency in the workshops. We try to drive up productivity with the people who are already in the industry to maximise and celebrate what is already there,” Lawson says.

Carl Tinsley emphasised the barriers for apprentices entering the automotive industry.

“It isn’t about recent school graduates not entering into TAFE, it is that they aren’t choosing our industry to enter into,” Tinsley says.

“The students who come to TAFE from school are usually the disruptive ones in class. A proportion of them also have learning di culties. However, we ﬁnd that once we get them enrolled in a hands-on environment, they take on a whole new attitude which is great to see.”

“Mentors are so important, students want training and socialisation. We need to ﬁnd a way to provide that in the workplace.”

Fred Molloy recruits across di erent sectors, including automotive, and he highlighted the industry as the most challenging to recruit.

“The collision repair industry needs the international workers. Workshops need to plan ahead for recruiting overseas workers,” Molloy says.

“Long term planning is essential. Being aware of the visa requirements and procedures is important in making sure that workshops aren’t continually short of sta .”

Repairify’s team at the forum included the UK’s Martin Brown and Australian GM Tristan Sender. Image: Prime Creative Media.

The path toward retention

A new ACIA report has highlighted the severity of the skills gap in the repair industry, showing more than half of advertised jobs remain unﬁlled. But the literature review also gives a sharper focus to what may be causing the problems of retention and where solutions may lie.

The Australian Collision Industry Alliance conducted the study in collaboration with Gri th University Business School as a key part of its strategy to assess the gravity of the problem and develop solutions for the collision repair industry.

It found only 44 per cent of advertised jobs in the automotive industry were ﬁlled in the past year.

The report, a literature review, was commissioned by ACIA and conducted by the Centre for Work, Organisation and Well Being at Gri th University under Professor Paula Brough and her team. It is the ﬁrst stage of a major research program aimed at capturing a clear picture of the current industry.

Professor Brough described the combinations of the loss of experienced technicians, older workers retiring or moving on and an early drop-o rate for new apprentices as “alarming”.

The report, authored by Brough along with Professor Ashlea Troth and others, studied existing workplace literature to establish the key causes and costs of

this high turnover and to categorise the driving forces undermining retention.

The study looks at a wide range of reports on turnover trends for the industry including the AAAA’s that found half of all workshops lost a technician in 2022 and a Labour Market Update from Skills Australia that found vacancies ﬁlled for Automotive and Engineering Trades Workers fell from 43 per cent in 2021, to 27 per cent in 2022.

The report says an 11 per cent growth in the number of shops and worldwide pressure for the skills would also exacerbate the issue into the future. ACIA board member Sarah Moynihan who is also Head of People, Culture & Change at Fortress Collision Repair Services says the report concentrated the known experience of many industries on sta ng issues and gave

Images: ACIA.

training opportunities, ﬂexible hours, and the use of the workshop out of hours not o ered by one in three workshops.

Moynihan said the work environment element alone had many complex facets including a culture of mentoring and training, work-life balance as well as diversity and how people feel at work.

“People want more from their workplace, so we wanted to advise the collision industry on the best way to do this,” she says.

Moynihan says each group subject to high turnover, whether they were experienced workers or uncompleted apprenticeships, need investigation and tailored solutions.

“We can all see what the

is,” Moynihan told a presentation at NCR’s Symposium24.

“We need speciﬁc answers, and we need the evidence to explain the ‘why’. If we understand the barriers, we can identify the strategies to overcome them. As for example, having career pathways implemented at large and small workshops.”

The report identiﬁed two groups of factors that directly impact employee turnover and retention in this industry, Work Environment Characteristics and Employee Characteristics.

Out of the diverse reasons for turnover, the report also identiﬁes eight key areas where the problems can be addressed including, pay, bonuses, ﬂexible work hours, training management style, career paths and a special attention to Gen Y workers.

The report recommends to increase retention, the dissatisfaction factors that current employees have with aspects of their workplace need to be identiﬁed and addressed.

It identiﬁed; “While a stand-alone ‘piece rate’ reward structure was identiﬁed as not helpful, it could be considered further for the Australian context as an additional incentive to base pay.”

But it also found non-cash beneﬁts at workshops were widely underutilised, with other solutions including industry

“A lot of young people want to excel very quickly so a four-year apprenticeship makes it very di cult particularly on lower wages, so how we can support them will be important.”

Brough noted in the report the female workforce was an often-untapped resource but also noted it could be a business opportunity.

Brough cited the example of a repair workshop in Bristol, UK that is sta ed by all female technicians and this sends a strong message to its clientele and prospective recruits that has proved successful.

“Having a diverse workforce is a reﬂection of a diverse customer base,” she says.

But she says what these models look like in Australia needed further investigation.

“We could see there were examples across Australia (of improved and diverse culture) but how far that has

Next Steps

been developed and to what extant was not clear. We asked, is this an example that should be championed?”

The report recommended that the exact steps to take and what ‘success’ looks like should frame future action. It will need to establish how much of the advice industry is utilising now, where the hotspots are for high turnover and what successful examples of counteracting these look like.

The ACIA has reported that the next stages in the long-term research program will conduct in-ﬁeld data capture and analysis, benchmarking, policy review, recommendations, and best practice identiﬁcation and information.

The ACIA and Gri th University are currently working on scoping phase two of the research program, which will be a deep dive on the speciﬁc factors raised by the phase one literature review.

“Members of the ACIA want to know what works ultimately, rather than throwing hopeful darts at the problem,” Moynihan says. “With a multi-phase report program, we can narrow the focus to just those things that work, and those things that are really getting in the way of the sustainability of the industry’s workforce needs.”

“Good information is so vital to making cost e ective decisions about programs and industry support. The ACIA is committed to making this information freely available to the industry and stakeholders, as it continues to develop its role in promoting the collision industry as a great place to have a long term and varied career.”

1. Identigy what the industry is doing now to address retention.

2. Identify places and occupations of acute need for employee recruitment and retention.

3. What is working? Identify instances of best practices for recruitment and retention.

4. Trial best practices in turnover ‘hotspots’

5. Consider wider policy context including skilled migration and training.

Source: ACIA report/ Gri th University

Both workplace and employee factors are important to investigate in understanding employee retention.

collision repair a new sharper focus on the problem areas and solutions.

problem

The ACIA’s Sarah Moynihan has overseen the alliance’s drive to get concrete data on the skills issue.

The imperative of a coaching culture

Sta retention and employee satisfaction are some of the key elements of a thriving workplace and a new style of leadership could be the answer to achieving it.

In an environment of sta ng shortages, retention issues and wage inﬂation, the collision repair industry faces a critical question: how do we do things di erently to overcome these challenges?

The Axalta Drivus team, renowned for its work on business improvement, has been working with customers to address sta ng issues, focusing on how to build a stable and reliable team. Axalta Drivus Business Manager for Australia and New Zealand, Robin Taylor, is passionate about the topic and ﬁnding solutions for businesses.

“I often see a command-style leadership in many of the shops I visit. It’s directive, autocratic, ﬁxated on task e ciency - and not utilising the team’s full potential.”

At the core of the Axalta Drivus team’s work is the cultivation of a coaching culture—a paradigm shift away from short-term ﬁxes toward

empowering management with the skills to champion sta retention and establish themselves as employers of choice.

But what exactly is a coaching culture? Picture a bodyshop where team member’s skills are harnessed, supporting one another, exchanging expertise, and proposing solutions.

The most reported beneﬁts of a coaching culture are enhanced team and employee performance and higher retention rates of valued sta . This ultimately leads to increased productivity and proﬁtability.

“Coaching requires us to change our approach and the way we think about our people, to recognise and understand they have more potential than their current performance,” Robin says.

The Axalta Drivus team encourage all business owners to reﬂect on their own business: Which employees have

the Axalta Drivus team are running a “Coaching for Performance” workshop throughout Australia and New Zealand over the coming months. This course is open to any repairer who is interested in transforming their workplace, one coaching session at a time.

For more information visit axalta.au/drivustraining

Coachng can lead to better outcomes.

Home is where the heart is

Skilled migration is often seen as a solution to ongoing recruitment issues, but few would see it as a simple solution. Fix Auto Morley and Fix Auto Malaga City owner Travis Arnold shows thinking and investing long-term can yield better results.

In Western Australia the skills and the housing crisis seem to have combined into a perfect storm. On one hand, immigration is often blamed for housing issues but there is a deﬁcit of skills needed to build new housing. The automotive repair industry is feeling the skills shortage acutely but even if it arranges skilled immigrants to ﬁll the vital roles, the housing crisis means they may have nowhere to live when they arrive.

For Travis Arnold this is the nub of the problem and he embarked on an innovative and dedicated journey to ﬁnd his own solutions. This began not only with him investing in a trip to the Philippines in 2022 to make sure the best -possible recruits were secured but to some unusual commitment to ensure they are housed and happy when they are here.

Rental stress

The expense, red tape and delays of utilising skilled migration as an answer to the recruitment challenges, was in some ways only the ﬁrst problem for Travis Arnold, which came down to the critical issue of housing.

“The problem is that trying to get a rental is flat out impossible at the moment. I think our vacancy rate is like less than one per cent,” he says. With single bedroom flats often beyond the price range of new workers, they must find shared accommodation from the few options available or look to their employer to help find a place.

“The houses that I’ve rented, just had to pay the whole six-month lease in advance,” he says.

Travis says this adds to the risk for the business owners if there are delays in the skilled workers arriving from overseas or

if their situations don’t work out and they go home, leaving gaps in accommodation that still must be paid for.

“I’ve gone and rented a couple of properties, and the rents have since gone up by 20 per cent.”

But in an e ort to protect the workers from being overwhelmed by this housing crisis when they pay for their own accommodation, Travis has not passed on the rent increases.

“I want their ﬁrst experience in Australia to be a good one, I don’t want these guys to come over and say, what’s the point of being here with this cost of

living, I may as well just go home.”

Travis sees the issue of housing as so critical to worker stability and retention that he has decided to invest signiﬁcantly in their support.

“The short-term solution is I’ve actually decided to cover the di erence in the increase. The long term is, we’ve just invested in a development block.”

This bold plan involves investing in a central block in Perth, that has a house on it that can accommodate the ﬁrst of his workers, who has been with him for more than a year. Then he plans to subdivide the land and build units that have

the potential to house up to six other Filipino workers.

Travis believes the housing issue in Perth is likely to be a long-term one and the investment in housing, though substantial is worthwhile.

Settled

The stability of the housing has the added advantage of giving stability to the workers and a sense of permanence, he says. This is vitally important for workers so far from their homeland and families, particularly when cultures like those of the Philippines are so family centred.

“The long-time plan is, I can rent these properties to these guys so they can actually have an opportunity to bring their families here.”

Having his workers together in relative proximity not only helps overcome loneliness and isolation but helps them support one another and begin to imagine a long-term future in Australia.

“I said to them in the long term, you and your families could all be living next door to each other, and they are happy about that. A few years down the track and they can see they will all sort of stay together, like the kids can go to school in the same suburb so on, which I think is pretty important to them.

“We invest all this money and all this e ort into bringing these guys out and retraining them and trying to get skill sets up to the Australian standard. It’s a lot of money and you don’t want it just to fall over because these guys can’t fulﬁl their dream of bringing their family out or even getting a rental.”

Family values

True to ethos of the Fix Auto Network, which encourages the values of a family run business, Travis tries to embed this

in the lives of his sta based on the principle that those happiest in their work will give the most back.

“It is very much like a family business, especially for these guys that are living together. They’ve got a car which they share and pick each other up,” he says.

“But It’s bigger than just providing a happy workplace, you’ve got to try and give these guys a supportive environment and not just these guys, the local guys and the apprentices. You want to try and make sure that they’ve got a happy life outside of work, so they’re happy at work.”

While there are many factors outside of work that are beyond the control of a business owner, building the basics of a support and stability can not only ensure the skilled migrants stay for the long term but encourage the best attitudes at work and a commitment to developing.

These are the qualities crucial to Travis in deciding how he chooses the recruits.

“Because smash repairs is a team sport. We all do it di erently, but to me, it’s very much about attitude and being a team player over ability. I’d rather have someone with a little less ability that has a good team work ethic. It goes a lot further. And when you’re trying to instil all these processes in place, if you’ve got long-term guys, it’s far, far better.”

This is why he has focussed on keeping his workers for the longer term

and along with a focus on in-house training and development that beneﬁts the workers and potentially the business into the future.

“The other thing is there’s obviously opportunities for growth. There’s always going to be need for a production manager or an estimator or a parts manager and so on. I’d always rather recruit those positions from within and from people that know the business.”

Commitment

Travis is the ﬁrst to say the whole process of getting skilled workers is not simple or quick, but he does believe it o ers solutions for businesses willing to dedicate the time and e ort.

“The amount you pay per person to get them over, can be quite costly. I think if you’re going to look at this long term, you need to start investing in property, which is hard and people are going to say, that’s a lot of risk. But getting into business to start with is a lot of risk. The risk factor never goes away.

“If you can take a really long-term approach, ﬁgured you can’t lose long term on residential property. If businesses can be in a position where they can do that, they will also have their own housing and accommodation. I’d recommend it, it’s worked for me, and I want to continue on with the programme.”

Fix Auto Morley and Malaga City have adopted a new approach to ensure their skilled migrant workers feel at home.

Images: Fix Auto.

Travis Arnold with some of his team. He believes ensuring workers are settled and supported is a strong step toward long-term retention.

The workers bring with them a range of skills but at Fix Auto Morley it is their attitude and willingness to learn that is key.

A passion for paint perfection

With more than two decades experience in the automotive industry, David Azzopardi represents the diverse and changing career pathways the industry can o er and the organisations, like SAPE Group, that can make them happen.

David Azzopardi recently culminated his decades in the automotive repair industry with a step into management at the SAPE Group, but the journey has been cumulative and brings with it the original passion he had for automotive and ensuring repairs are done right.

“I got into the automotive repair industry because I’ve always been passionate about cars, especially their paintwork. Fixing up paint problems and seeing the joy on customers’ faces when they got their vehicles back looking as good as new was a big motivation for me.”

The journey in the automotive repair industry began back in 2000 with a four-year apprenticeship at Linbar Smash. He then worked at Medicar

Revesby before completing stints at Hills Repair Facility Seven Hills with John Guest before joining Capital Smart under the new management of Jim Vais and Trifon Vais. He then worked at MVR Motor Vehicle Repairs with Vince Ruggiero.

This experience and diversity then set him up to embark on more technical specialisation with the SAPE Group, where he specialised in di erent paint systems like Glasurit, Baslac, Spies Hecker, Cromax, Duxone, and HB Body.

Not alone

Key to his development has been the support along the way, something he says he has found a particularly strong part of the culture at the SAPE Group.

“SAPE stands out because they’re really dedicated to helping their employees grow and making sure their customers are happy. They’ve always been there for me, answering my questions and supporting me whenever I needed it, which has really helped me grow both personally and professionally.

“The pivotal moment that propelled me towards a management role was the realization of the opportunity to not only expand my professional horizons but also to contribute to the growth of the organization, implement systemic improvements, and acquire new knowledge.

Azzopardi singles out Tony Maher, National Sales Manager at the SAPE Group, as a particularly valuable mentor on this journey.

“He has been a major inspiration to me in my career. Over the years, he’s o ered constant support and priceless guidance, really helping to shape the path I’ve taken in my professional life.”

Trusted

brand and trusted support

Azzopardi believes given the challenges repair shops face, the need to back them up with expertise and support is one of the strongest opportunities to build partnerships and growth.

“Repair shops often struggle with issues like pricing, getting support when they need it, and getting timely assistance,” he says.

“SAPE really tackles these problems head-on by making sure they o er comprehensive support, building good relationships with their clients,

and coming up with innovative technical solutions to the problems the industry faces.”

He has recently taken on the role of Sales & Technical Manager with the HB BODY brand, products he believes have a great opportunity to grow in Australia,

“My main focus with HB BODY will be on dealing with customer inquiries, giving them thorough support, running training sessions, teaching about our products, and o ering help whenever it’s needed.”

Established and renowned in Europe for more than four decades, HB BODY Group has grown into a leading automotive brand established in 75 countries and o ering one of the widest ranges in the market and Azzopardi can only see this growing in Australia.

“The team behind HB Body is topnotch—they’re experts, dependable, and always ready to lend a hand, which means customers are always happy,” Azzopardi says.

“I’m really excited to dive into this role and help the brand reach its maximum potential.

HB BODY Marketing Director Mariza Vasileiadou says they are delighted to

welcome David as the representative of the HB BODY brand in Australia.

“With his extensive experience and profound expertise in the automotive reﬁnishing industry, David brings a wealth of knowledge and substantial value to our brand. His proven track record and dedication make him invaluable to our team,” she says.

“This strategic partnership with the SAPE Group marks a signiﬁcant milestone in our e orts to enhance our global presence. We are conﬁdent that this collaboration will enable us to expand our reach, strengthen our market position, and deliver exceptional products and services to our customers in Australia.”

One of David Azzopardi’s ﬁrm convictions garnered from the decades of experience and key to his future role, is a belief in building ongoing professional relationships.

“Good relationships are super important; they help suppliers and customers work together smoothly. When you have strong relationships, it builds trust, makes communication easier, and in the end, results in better service.”

Diverse roles in the automotive industry have brought David Azzopardi to leading the team for SAPE Group for HB BODY products.

David enjoys the Collision Repair Expo with a special delegation from Europe for HB BODY.

Six nations, one passion at the cutting edge of skills

If the commitment and expertise of young automotive trainees was ever in doubt, four intense days at Melbourne’s Kangan Institute should inspire conﬁdence in the next generation of spray technicians.

Leading automotive training centre, Kangan Institute hosted a special delegation from six nations across the Asia Paciﬁc region last month, who with the support of BASF were preparing for the global WorldSkills in France in September.

The Global Skills Challenge serves as a platform for young professionals to not only demonstrate but test their expertise in a host of ﬁelds, including automotive reﬁnishing at the highest level.

The super-skilled youngsters from a diverse range of countries, including Japan, Korea, Taipei, UAE and Australia were each accompanied by a specialist and a translator in preparation for the grand ﬁnal event in Lyon.

BASF has reciprocated this commitment hosting the nations with the opportunity to use and grow familiar with their premium reﬁnish range of products, including Glasurit AraClass EcoBalance clearcoats and undercoats and the Glasurit 100 Line basecoat system.

BASF is also giving them access not only to its RCC centre in Sydney but also to spend time in their headquarters in Munster, Germany to prepare for this year’s global event.

Multiple painting and finishing tasks over the four days of preparation, including colour matching and finishing specific tasks like new guards and new bonnets, were critically assessed by the team experts. Some of these tasks involved intense six-hour days but competitors took it all in their stride.

BASF Asia Paciﬁc Training & Services Manager, James Green, says the young technicians all shared an outstanding commitment to make the most of the challenges the competition opened up for them.

“This is not only an opportunity for them to use Glasurit’s eco-e ective range of products, but more importantly it’s about getting them competition ready,” he says.

He says the six nations brought candidates who were highly competitive, and career focussed with many of the contestants training full time compared to an industry aligned partnership such as an apprentice system.

James believes the excitement and the rewards of competition are a valuable way to foster engagement for young people in the trades and highlights the passion driving some of the best future talent.

“It all depends on how much time they can invest into developing their skills and knowledge in reﬁnish products and processes,” James says. BASF o ers candidates the hours for training and practice, along with TAFE o ering extra hours per week.

It takes commitment but James says competition can be career conﬁrming for the disciplined and skilled.

“As someone training the next generation of reﬁnish technicians, you have to make it fun, but you also have to obtain a high level of engagement.”

The WorldSkills is also developing its green credentials, and this ﬁts well with BASF’s movement toward eco-friendly products for the automotive industry.

“Part of the plan is for WorldSkills to have a global and environmentally sustainable competition, and this is why supplying Glasurit’s latest eco-e ective range of clearcoats and undercoats has been ideal,” BASF head of coatings ANZ, Kishen Khosa says.

Kishen says BASF are passionate about supporting events like the Global Skills Challenge that nurture and celebrate emerging talent in the automotive industry

Flying the ﬂag for Australia is third year apprentice, Kynan Bonnani from Boxalls Automotive Industries in Pendle Hill, NSW who demonstrates that

artisan-like passion for the quality of his work.

“It’s all about seeing that ﬁnal ﬁnish,” Kynan says.

“Some panel repairers talk about the feeling of a ﬁnished job but for a painter it’s even better, once you see a that shiny paint, it is something else.”

Kynan says he has inherited a passion for automotive from his father who owns and runs Boxalls and is eager to learn more as the industry changes.

He says the competition was an ideal way to work with Glasurit’s water-based products and sees it as a direction for the future.

“It’s better for the environment and it is the way everyone is going.

Over in Europe everyone is using water-based products.”

BASF will be the exclusive sponsor for the Car Painting category, where 24 countries are registered to compete.

They will also be the global silver partner of the WorldSkills Competition with its premium reﬁnish paint brand Glasurit.

From September 10–15, over 1,500 participants from more than 65 countries will compete in 62 skill competitions at WorldSkills Lyon 2024 to promote worldwide vocational education and training, whilst showcasing current and future employment needs.

Yuto Hoshino, 22-year-old participant from the Aichi Province in Japan, says it is all about honing his skills.

While working at Toyota in Japan, Hoshino was told he had a talent for car painting, and that is what encouraged him to join the WorldSkills Competition.

“I had no experience in painting before working in the automotive industry, but I am really enjoying it so far. At the moment, I am dedicating all my time to training for the Competition,” Hoshino says.

Hoshino and his team, which consists of a translator and a judging expert, are enjoying their stay in Melbourne.

“The people here are nice, everything is very accessible, so we are having a great time here.”

Hoshino praised the facilities on o er at the Kangan Institute.

“It is a great institute with the spray painting and drying booths, it is well equipped for what we do,” Hoshino says.

“The only thing missing is Japan’s humidity, it is a bit cold in Melbourne!”

Candidates from six countries were a picture of concentration at the preparatory WorldSkills event.

Experts from across the region assess the workmanship of the candidates.

Images: Prime Creative Media.

The Melbourne event gave the competitors hands-on experience with Glasurit products before they battle it out in Lyon, France.

Australian candidate in the elite skills competition Kynan Bonnani spoke of the unique joy in delivering a superb paint ﬁnish.

The complete repair

The advance and uptake of ADAS systems means few repairs are fully complete without calibrations. The know-how is now a vital part of e cient and safe repairs on modern vehicles.

Distracted driving is continuing to be on the rise, even if the incidence and severity of crashes have shown signs of declining with the rapid adoption of Advanced Driver Assistance Systems (ADAS). Ironically, some drivers’ greater reliance on ADAS has made them less vigilant. Customers often assume that even when they are preoccupied, the ADAS in their repaired vehicles would keep them safe. This demonstrates how important it is for collision repair specialists to precisely calibrate ADAS in compliance with manufacturer speciﬁcations.

In order to handle ADAS repair considerations and calibration methods, I-CAR Australia has been diligently improving its curriculum and materials. We cover both static and dynamic calibrations in our extensive training,

which includes practical sessions. This article explores the need for ADAS training, who should take it, and what our hands-on, virtual, and online courses entail.

Understanding ADAS features

Both driver convenience and vehicle safety elements are included in ADAS systems. These technologies are essential for a variety of tasks, including parallel parking assistance and blind spot detection. Driver monitoring systems that use facial recognition technology to alert drivers who are distracted are among the newest innovations. As ADAS technology advances, more cars will have numerous systems installed, which will increase the frequency of repairs requiring one or more system calibrations. The inconsistent naming of ADAS

functionalities is one of the ﬁrst issues encountered. Although there are only a few dozen di erent varieties of ADAS, they go by hundreds of names. The vehicle manufacturer may refer to emergency braking systems as precollision system, forward collision warning system, or autonomous emergency braking. It is faster to retrieve service information if you are familiar with the OEM’s special terminology. As a point of reference, the Society of Automotive Engineers (SAE) has established standardised ADAS naming rules in recognition of the necessity for standardisation. Throughout the repair procedure, e ective communication is ensured within your operation by using uniform terminology for the various forms of ADAS.

Consult the vehicle manufacturer’s

service literature to find out where ADAS systems are located on a particular vehicle and when and how calibration is needed. A thorough grasp of ADAS system operation is essential for guiding repairs, particularly when confirming system performance on a post-calibration test drive. The owner’s manual for the car is another important resource, even though OEM service information also o ers specifics about ADAS functionality and description.

in calibration processes. As a result, the sector is seeing a rise in the number of ADAS professionals. These experts maintain current knowledge of scanning, ADAS repairs, and calibration techniques, guaranteeing precise and e cient calibration procedures.

can compromise ADAS operation. The performance of sensors embedded in a damaged panel, for instance, may be impacted if it is not replaced. Because of this, ADAS-trained personnel are essential to maintaining repair quality and guaranteeing client safety.

calibrated correctly.

Even skilled technicians need to do extensive research before beginning any calibration. Taking into account that a technician can have prior experience, it is crucial to check the OEM website for updates or modiﬁcations to repair protocols, guaranteeing precision and compliance with manufacturer guidelines.

Must-have ADAS expertise

Understanding that ADAS calibrations are time-consuming and require speciﬁc knowledge, training designed for technicians interested in learning the ins and outs of Advanced Driver Assistance Systems (ADAS) has been developed by I-CAR. While it is necessary for all collision repairers to comprehend ADAS repair issues, it might not be possible for every technician to receive in-depth training

Participants that take part in the many online modules and programs available at I-CAR Australia, as well as our industry training alliance partners, come from a range of backgrounds in the collision repair industry. Although larger companies occasionally assign non-structural professionals to perform calibration responsibilities, workshop management still look for training to ensure their personnel have the necessary skills. Furthermore, understanding calibration processes is crucial when collaborating with other suppliers. High-quality and reliable calibration services are assured when providers are evaluated based on their facilities, documentation practices, and personnel.

In addition, ADAS training has unanticipated advantages for quality control. One of the last quality tests in the repair process is an ADAS calibration, which enables skilled technicians to see any inadequate workmanship that

ADAS resources

We encourage experts in the sector to investigate training possibilities provided by our Alliance partners, in addition to I-CAR Australia courses. You can access all the information regarding to ADAS training as well as many other courses associated to the automotive collision industry on or web page. Professionals in the sector must be knowledgeable and current as ADAS methods and technologies continue to develop. Through the utilisation of I-CAR Australia’s training programmes and resources, collision repairers can further develop their proﬁciency and guarantee superior repairs for their clientele. As we assist you in learning ADAS repair and calibration techniques, we look forward to having you in one of our interactive, virtual, or online classes.

For more information on training courses go to i-car.com.au

The range of cameras and sensors has increased on modern vehicles ensuring greater safety if they are

The right ADAS equipment must be supplemented with the skills to use them correctly.

Young and raring to go

With an Apprentice of the Year title under his belt at just 17, Josh Coats proves that you are never too young to start pursuing your dreams.

Specialising as a panel technician, Melbourne native, Josh Coats has made a name for himself as one of the most promising apprentices at the Sheen Group.

At just 17 years old, Josh is halfway through his four-year apprenticeship, and is set to be fully qualiﬁed by 19 years old.

With a signiﬁcant head start in the automotive industry, Josh has set himself up well for navigating the industry once he becomes fully qualiﬁed.

Recruitment and retaining sta has been an industry-wide issue. The Sheen Group has focussed on the grass roots level of recruitment, and Josh is one of their success stories.

“I was ﬁrst introduced to the industry by Tony Todaro from Sheen. Tony came to speak at my school about the opportunities in the repair industry. I thought it sounded really interesting, so gave it a go,” Josh says.

“I did a school-based apprenticeship for a while and as soon as they

could, they signed me up for full-time employment.”

Despite being the ﬁrst person in his family to enter the automotive industry, Josh embraces the challenges that come his way.

“I like cars and I have always wanted to get into some part of the automotive trades. I was lucky to ﬁnd a workplace and division of the industry that I enjoyed. I found my spot in the collision repair industry,” Josh says.

“It also helps to like and get along

NCR recognises the ongoing support of IAG for the Future Leader’s series, along with the continued support of I-CAR in developing industry skills.

with the people around you. I like the guys, and they like me.”

With a vast array of skills to learn and develop in everyday work, Josh works alongside other tradesmen as the only apprentice in the workshop.

“I started enjoying the work straight away. I have been lucky to ﬁnd work that I like and with people that are willing to help me develop my skills,” Josh says.

Josh highlights his tradesman as a guiding ﬁgure during his apprenticeship.

“My tradesman, Matt Johnson is someone I look up to. As I gain more experience, he is someone I want to be like. He is a great teacher and has taught me a lot,” Josh says.

“He knows it all and can do a bit of everything. He can spray paint as well being a great teacher in panel beating. I am learning a lot from him. He is a good bloke too which helps.”

With two years’ experience in the industry at 17 years old, Josh’s dedication and determination make him a positive role model for his peers and those looking to get into the industry.

“I have had a few young kids ask me about the industry. I will always encourage people to try it out. My experience has been great so far and I am keen to pass that on,” Josh says.

Leading by example is essential in any workplace, but particularly when you’re still learning the ropes. Although Josh is still in the early stages of his career, he identiﬁes a few key leadership qualities that have been instrumental in his growth.

“Someone who is calm and doesn’t panic in stressful situations makes a good leader. Someone who can give clear instructions and can lead with conﬁdence,” Josh says.

Josh has his eyes ﬁrmly set on the future, with short-term and long-term goals in sight.

“My short-term goal is to finish my four-year apprenticeship, which will be in the next two years. I can’t wait to finish my apprenticeship and be fully qualified,” Josh says.

“My long-term goal is to keep learning as much as can, and hopefully, one day, I can open up my own business.”

Josh’s advice for the younger generations and anyone interested in joining the automotive trade is simple yet embraces the automotive trades welcoming and fair go ethos.

“If you’re thinking about it just try it out. Chances are you will really enjoy it. It is a good alternative to school.”

Josh Coats outside a Sheen Group repair shop.

Images: Sheen Group

Josh hopes to be a qualiﬁed panel technician at 19 years old.

Josh with Sheen Group Area Manager, Zane Lee (left) and the Bayswater workshop manager Gino (right).

Josh at the Industry Excellence Awards 2024.

Vital

repair roles ‘must’ be on list

Voices from the repair industry have been consistent on the roles they want included in the federal government’s key skills migration list to help address the severe sta ng crisis confronting the collision industry.

The Motor Trades Association of Australia (MTAA) has submitted a response on the Core Skills Occupations List to show key professions like panel beaters and spray painters meet a payment criterion and should be open to Skills in Demand visa.

To be eligible an occupation must show a reasonable proportion of the market can pay above the Temporary Skilled Migration Income Threshold that increased to $73,150 from 1 July.

The MTAA commissioned Deloitte Access Economics to analyse full-time workers’ earnings in nine selected automotive occupations against the income threshold.

The analysis revealed that more than 30 per cent of the market for full time workers pay above the TSMIT for eight of the nine occupations reviewed.

It found panel beaters, vehicle painters, motor mechanics, vehicle body builders and trimmers and motorcycle mechanics all demonstrated remuneration exceeding $73,150 for over 30 per cent of full-time workers.

MTAA CEO, Matt Hobbs, said he believes this data underscores the importance of these occupations in the Australian automotive sector and supports their inclusion in the CSOL.

“The ﬁndings from our commissioned analysis highlight the signiﬁcance of various automotive occupations in meeting Australia’s skill needs. We urge Jobs and Skills Australia to consider these insights in shaping policies that support the vitality of our industry and address skill shortages e ectively,” Hobbs says.

“As electric vehicles continue to grow in popularity, so too do the demands for skilled technicians capable of servicing

and maintaining these advanced vehicles. The increasing adoption of EVs underscores the urgent need for upskilling within the automotive sector to ensure a proﬁcient workforce capable of meeting the evolving needs of consumers and the industry alike.”

All eyes will now be on the Department of Jobs and Skills on how it shapes the Core Skills Occupation List, following multiple submissions from the collision industry that also included one from the Australian Collision Industry Alliance.

The ACIA also wants panel beaters, vehicle painters, and general motor mechanic along with automotive electricians on the CSOL list to meet the demands of technological advancements, including electric vehicles.

In its submission the ACIA highlighted chronic shortages in all these trades with a 26 per cent ﬁll rate for panel beaters, 29 per cent for vehicle painters and 38 per cent for motor mechanics.

Their submission highlights workshop skills challenges have been exacerbated by high attrition rates and an aging workforce, low entry levels, and inadequate training with

some estimates in 2023 indicating the automotive industry is short 40,000 workers, including 27,000 qualiﬁed technicians and 13,500 apprentices.

At the same time the complexity of modern vehicles is increasingly demanding more advanced skills in computerized and electronic equipment in order to ensure repairs are completed quickly and with minimum disruption and keep vehicles on the road.

The ACIA has also emphasised the need to supplement the local workforce with skilled overseas technicians due to persistent shortages. It has argued that migration was a “temporary but crucial” measure to address immediate needs.

It also highlights Australia’s need to prioritise the skills comes against a background of a global shortage of collision repair technicians, with the United States projecting a shortfall of 642,000 technicians by 2024. This global pressure could exacerbate further demand and competition for the needed skills.

The federal government will now proceed to develop a report with the commissioner before a ﬁnal list is released by the Minister for Immigration.

Fifty years of supporting industry

Half a century of stories from the automotive sector will be one of the highlights as Capricorn prepares to celebrate its ﬁftieth anniversary

The celebration of Australia’s largest automotive cooperative formed in 1974 will be themed “50 Years Strong” and plans to highlight stories from di erent people across the Capricorn community.

Frank O’Connor, the inaugural General Manager of Capricorn who tells the story of Capricorn’s humble beginnings, Rex Goodchild, a Capricorn Member and Preferred Supplier since 1986, as well as Stuart Charity, CEO of the AAAA, are just some of the multiple stories it will tell in words and video on a dedicated web page. Capricorn was formed in 1974 by 17 Golden Fleece service station owners who met at a training session and decided

to form a buying group with the common goal of buying cheaper parts.

Fifty years later, Capricorn has over 28,000 Members and 2,000 Preferred Suppliers across Australia and New Zealand.

Capricorn Group CEO David Fraser says this anniversary pays tribute to everyone who has supported the organisation over the past 50 years.

“50 Years Strong is about our Members, our Preferred Suppliers, our team and everyone in the wider Capricorn community who has been a part of the journey,” Fraser says.

“Capricorn has created a community within the automotive industry that extends beyond business relationships.”

“As part of the celebrations, I’ve had the opportunity to reminisce about the

More Gold Class kudos for Western General

The Geelong Collision Centre has become the latest in a major Victorian collision group to notch up the prestigious training accreditation I-CAR Gold Class Collision status.

The Geelong Collision centre is part of the Western General Bodyworks Group with ten outlets across Victoria and the eastern seaboard.

Western General Bodyworks Group director Danny Buzadzic has previously described the Gold Class training as a paradigm shift for each workshop that had the advantage of enhancing the specialist strengths of each of their outlets.

“Entering the Road to Gold Program was a strategic move to elevate the standards at Geelong Collision Centre,” Buzadzic says. “My decision was fuelled by an unwavering commitment to delivering excellence to our customers. recognised that Gold Class status is

not just a badge but a testament to our dedication to ensuring that every repair we undertake reﬂects the highest quality and professionalism.

He says the framework and relevance of the training ensure the team’s skills and knowledge remain at the forefront of the collision repair industry.

“The relevance of the content to real-world repair scenarios has made the learning not just informative but immediately applicable in our daily operations, ensuring that the acquired knowledge translates into realworld results.

“It has become a cornerstone of our commitment to ensuring all of our sta are at the forefront of the collision repair industry.”

The training has the advantage of increasing the conﬁdence of sta in handling modern repair challenges,

good times, but also the challenges the community has faced. It’s been a wonderful opportunity to celebrate and reﬂect on the role of Capricorn. We’ve never lost sight of our purpose, why we exist, why we started.”

“We’re here to help and support Members to be stronger businesses, to be more sustainable. The vision of the original 17 remains as Capricorn’s purpose today, a commitment to working together and understanding the beneﬁt of strength in numbers,” Fraser says.

“50 Years Strong is all about the people who share this commitment and dedication, from the local mechanic Member to large nation-wide Preferred Suppliers and the employees on the road or in the o ce. Capricorn’s success is an achievement for all those in the industry.”

while the certiﬁcation showcases their dedication and competence, enhancing job satisfaction and a positive work environment, Buzadzic says.

“Overall, the beneﬁts are tangible — a more skilled and conﬁdent team ready to provide top-notch repairs. Moreover, the commitment to continuous learning embedded in the annual Gold Class renewal ensures that our shop remains abreast of the latest industry trends.”

Multiple motor repair bodies have made submissions to the federal governments critical list for skilled migration.

The team at the Geelong Collision Centre have gained the elite training accreditation. Image: I-CAR

Extra care could avert higher-risk crash season

Victoria’s leading motoring body is hoping forewarning drivers may reduce the number of crashes form winter conditions on country roads.

Lower temperatures and poor visibility raise the possibility of dangerous driving conditions in many parts of Victoria, NSW and Tasmania. Clear nights and low temperatures can result in ice on roads, not only in mountain districts but in other elevated and inland locations.

The RACV issued the reminder as wet, foggy and icy conditions settle in for the coming months and its members indicate they will continue to take road trips in the regions.

The RACV recommended drivers check their car before embarking on a winter drive, including checking tyre pressure and windscreen wipers. Wheels should also be fitted with quality, diamond-shaped snow chains and motorists must be ready to fit them if travelling on snow-covered roads. Motorists who fail to drive with snow chains when directed by a snow field authority to do so, could be fined up to $370 in Victoria and those who fail to fit the chains when directed could incur a fine up to $970.

RACV Head of Policy James Williams said driving in the winter months is very

di erent to when roads are dry, and daylight hours are longer, as winter weather can impact our perception of road conditions and driving in the dark can increase tiredness.

“Winter driving brings its own concerns, where visibility can be impacted by fog and snow and less daylight hours can increase fatigue and impact our perception of road conditions,” Williams says.

“In winter, RACV is reminding motorists to drive to conditions, which may mean slowing down, and to increase the distance between the car in front.”

Wildlife strikes rise 22 per cent

A recent study has highlighted the growing number of wildlife strikes on Australian roads each year.

According to Suncorp Group’s AAMI Insurance study, the number of collisions from striking wildlife on the road has risen by 22 per cent with one in six crashes writing o the vehicle. The research showed more than 40 per cent of Australian drivers ignore wildlife warning signs. With 60 per cent reacting to potential animal collisions by swerving or braking abruptly, posing a threat to themselves and others. The survey also indicated that 10 per cent of Australians are uncertain about what to do if they hit an animal, and over half (54 per cent) have experienced an animal collision. In the last year alone, in 16 per cent of claims, AAMI said, the car had to be written o , with the average cost of an insurance claim costing greater than $5000.

According to AAMI, incidents involving animals have increased by 22 per cent year-on-year, with more than 40 per cent of Aussie drivers surveyed saying they don’t pay attention to wildlife warning signs.

AAMI’s Motor Claims Manager, Leah James, emphasised the importance of paying attention to warning signs while driving.

“This year, our research tells us almost half of Aussie drivers ignore wildlife warning signs - a concerning statistic as we head into winter when this is more likely to occur,” James says.

Almost 60 per cent of those polled also said they would dangerously swerve or slam on the brakes to avoid colliding with an animal, putting

themselves and other drivers at risk.

“AAMI’s research found only around a quarter of Aussies would keep driving, even if it meant hitting an animal and damaging their car. What people might not know is that it can be more dangerous to swerve to avoid hitting an animal than to keep driving,” James says.

“Swerving can mean losing control of your car, and increase the chances of colliding with a tree, pole or another vehicle, injuring yourself, passengers and potentially other drivers.”

The research, which involved analysis of in excess of 21,000 claims made to AAMI, found more than half (54 per cent) of Aussie drivers have hit an animal with their vehicle, with the majority of these occurring on rural and regional roads.

Windscreen giant takes big stake in bus repair sector

Australia’s largest windscreen repairer, National Windscreens, has continued its growth plan with major inroads into the bus and truck glass repair sector.

The purchase of Melbourne based, Alpha Bus Glass follows a plan laid out in March where it brought on private equity ﬁrm Nash Capital, who acquired a majority stake, and commenced on a growth strategy under group CEO Campbell Jones.

In April it purchased Top End Windscreens & Tinting in Darwin and had earlier acquired Phoenix Glass in Brisbane in late 2023.

“The announcement of these two acquisitions is testament to the investments we are making and the speed that we want to move,” Jones says.

“We said back in March that with Nash Capital becoming a majority shareholder it will bring a signiﬁcant investment in our people, facilities, equipment and the expansion of our network through company owned branches, Jones says Alpha Bus Glass is a leading independent glass replacement and repairer for the bus, coach and truck industry that was established over 21 years ago and owned by Darrell Clark.

“This acquisition complements our acquisition of Phoenix Glass in Sumner, Brisbane which is the largest bus and

Ranger back on top as

vehicle market surges

The Ford Ranger is back on top as the latest sales ﬁgures show a continued growth in EV sales and overall continuing market surge.

The monthly Federal Chamber of Automotive Industries ﬁgures on new vehicles sales set an all-time record for May.

The popular Ford ute is back at number one after a brief lead by Toyota’s RAV 4 in April, which with the Toyota HiLux makes up the dominant top three. Full EVs also hit a new high making up 8.1 per cent of new sales up on 6.4 per cent from April and the 2023 average of 7.3 per cent.

Together with Hybrids and Plug-in Hybrid vehicles that capture 15.8 per

coach glass supplier in Queensland and are also the exclusive glass supplier to one of the largest bus ﬂeet operators in the country, Brisbane City Council,” Jones says

“In Alpha Bus Glass, we are now showing our intentions to capture a far bigger slice of the on-highway market which is a space we have not been in previously. It is our intention at National Windscreens to grow our business in this vertical signiﬁcantly, especially on the Eastern Seaboard.

“With operations in Melbourne, Sydney, Brisbane and Darwin already we feel that a signiﬁcant market share in this important market segment is achievable.” Jones says it will be business as usual at Alpha Bus Glass, led by John and Craig Perrie, with some short-term enhancements planned, including new capability in ADAS and diagnostics.

new

cent of the market compared to 7.9 per cent in 2022, these are sectors that have more than doubled in sales since last year.

A total of 111,099 vehicles were sold in May, surpassing last year’s ﬁgure of 105,694 which previously was the best May result on record.

The year-to-date sales now stand at 512,753 marking an increase of over 55,920 vehicles compared to 2022 of 456,833.

The top three consists of the Ford Ranger with sales of 5,912, followed by the Toyota HiLux, 5,702 and the Toyota RAV4 with 5,517 sales.

Two other utes make up the top ﬁve new vehicles with Isuzu Ute D-Max

(2,612) and Toyota Landcruiser (2,578). Tesla remains the largest seller of new EVs with 3567 sold in May, a slight drop but remaining steady in its YTD sales. New Chinese manufacturers are showing signiﬁcant growth with electric carmaker BYD selling 1914 vehicles, or 7805 for the year, an increase of 67 per cent. China as a country of origin also increased by 7.9 per cent for the year to date and now makes up one in six new vehicles with 15.3 per cent of the total market in 2024.

Toyota continued its record-breaking period as market leader among the brands, now in its 22nd year with sales of 23,389, followed by Ford 8,806, Mazda 8,002, Kia 7,504 and Hyundai 6,495.

The RACV is hoping better preparation will lead to fewer winter crashes.

Campbell Jones has taken the next step in the company’s growth strategy.

Image: National Windscreens.

with Barry Edney

Finding a way forward together

Consolidation of repair workshops is an industry trend a ecting Australia and the world.

In a two-part feature, Barry Edney takes a look at a di erent model from the UK and how it is helping businesses bounce back from the COVID shutdowns.

In my reports on the European collision repair market over the past couple of years, I’ve increasingly been mentioning the growth of consolidators and repairer groups. These groups became more and more frustrated by the old model, where shops trade volume for price, leading to many busybody shops but few proﬁtable ones.

One of the groups that has emerged since the COVID lock down is Evolution Repair Group, founded by Anthony Heard of Braintree Motor Works. I have reported on Anthony’s business in past editions of NCR before COVID and before the launch of Evolution, so I thought it would be worthwhile to catch up with Anthony and ﬁnd out why he founded Evolution, and his plans for the future.

For background, Evolution isn’t a network of owned shops like many of the consolidators. It is a group of independent shops collaborating to improve business performance, share expertise and to develop a common approach under a common banner.

I had such a great discussion with Anthony, the challenge was deciding what to leave out rather than what to include in this edition. I’ll begin with the early days of Evolution and next month, I’ll share more from Anthony.

Barry Edney: Can you tell us about how the group came about?

Anthony Heard: It all started when COVID hit, and had to shut down my business. At that time, we had 19 sta members. I reviewed options with my accountant to check how long we could manage without trading. The bottom line was we had to make the tough decision to let nine people go. That was heart breaking. These are people I consider friends, and it was one of the hardest moments of my life. I even cried in the workshop. Fortunately, I was able to help those nine ﬁnd new jobs but the thought of losing my business was devastating.

BE: What did you do after shutting down the business?

AH: Driving home that day, I realised many others must be in the same situation. I reached out to ten body shops I knew and asked how they were coping. Everyone was struggling, fearing they’d lose their businesses too.

We were about to have our best year ever, with a record proﬁt expected. Our model of repairing fewer cars for more money was working well so I decided to help other body shop owners. Since COVID restrictions left body shops empty, I was able to visit and evaluate their operations without getting in the way or worrying about disrupting day to day activities. I o ered to help them improve their operations if they paid me a monthly fee. Ten agreed, but after three months of free consulting, eight backed out. was left with only two committed shops as our foundation.

BE: How did you help these body shops?

AH: I focused on showing them how to analyse proﬁt per job instead of just looking at monthly totals, like jobs completed and total turnover. This approach helped them see which jobs were proﬁtable and which were not. Over time, we grew from those initial two clients to 36 body shops. We share best practices and support each other. This collaboration led to the formation of what we now call Evolution Repair Group.

BE: How did Braintree Motor Group become Evolution Repair Group?

AH: Initially, we were called Braintree Motor Group, but we rebranded to Evolution Repair Group to better reﬂect our mission and growth. We started

with ﬁve shops and kept growing. Now, we have 35 body shops subscribing monthly to share best practices. The idea is simple: what works in one body shop can work in another. We repair cars in fundamentally the same way but have di erent methods that we can learn from each other.

BE: The last time we spoke, you mentioned that you also buy as a group. How does that work?

AH: By banding together, we’ve gained signiﬁcant buying power. For example, our group now gets the highest parts discount in the UK, similar to the large consolidators. Individually, we had little bargaining power, but collectively, we’re a major customer. This has allowed us to negotiate better rates and terms, signiﬁcantly reducing costs.

BE: I understand there is a strong sense of community amongst the members. How did you build that?

AH: We put a lot of e ort into constant communication and support. We have a big WhatsApp group where everyone checks in daily. If someone needs a courtesy car, van or extra sta others step up to help. It’s a real community where everyone supports each other, which also strengthens our bargaining power with suppliers and insurers.

BE: How has Evolution Repair Group expanded since you started operating?

AH: We’ve added more sta to support our members. Chris Weeks, who used to lead the NBRA (UKs national body shop association), is now our managing director. We have operations and procurement specialists who help body shops with everything from daily operations to negotiating better deals on parts. This means we can provide much more support and drive proﬁtability for all our members. We also created our own insurance brokerage because we were frustrated by the slow claims process. By acting as the broker, we can handle claims from day one, reducing delays. This not only improves customer satisfaction but also increases e ciency and proﬁtability for our clients. Currently, we insure vehicles for about 45 companies, and this number is growing steadily.

BE: What’s next for the group?

AH: We’re continually looking to expand and improve. Our focus is on sharing best practices and data to help each shop maximize proﬁtability. We also plan to hold regional meetings and one large national meeting in July to keep everyone engaged and informed. Our goal is to ensure every member thrives, and we’re always exploring new ways to

add value to our community of members.

BE: Can you tell us a bit about your background and how it led to the formation of your estimating business?

AH: I’ve been an estimator my entire life, and during my visits to various shops, noticed signiﬁcant gaps and missed items in their estimates. For example, I remember one shop where I kept seeing the same errors. I kept trying to correct these mistakes with repeated training, but the problems persisted. This led me to call my business partner, Paul Godard, and suggest creating our own estimating training company. Paul gave this some thought and then suggested that instead of just training, we could o er complete estimating services. This idea became the foundation of our current company Arturo, which is now the largest outsourced estimating company in the UK.

BE: How has Arturo company grown since it started?

AH: Our estimating team now has 13 people, and we handle around 1,200 estimates a month for 60 to 70 body shops across the country. All our estimators work from home, which allows them to focus solely on estimating without the usual distractions found in a body shop.

Anthony Heard, Chris Weeks and Paul Goddard from Evolution Repair Group have developed new approaches to proﬁtability where they share expertise under one banner.

Images: Barry Edney

Just a few o the shops which make up the Evolution Repair Group, ( clockwise from RH top) Crash Care Centre (Hitchin), Elite Motors and Essex Emergency Services.

BE: How do you manage all the various estimating systems and admin for so many body shops?

AH: Initially, managing multiple logins and systems for di erent body shops was a signiﬁcant challenge. To streamline the process, we developed our own estimating platform, allowing us to handle all estimates from one central system. This reduced hassle, admin overhead and improved e ciency.

BE: How do you ensure the quality and accuracy of your estimates?

AH: Our estimators are highly trained and focus solely on estimating, free from other shop duties. We also use robust data analytics to track and improve our processes continually. This makes sure our estimates are not only accurate but also optimised for proﬁtability.

BE: Can you explain more about that?

AH: On-site estimators face numerous interruptions throughout the day, from answering phones to dealing with other shop tasks. This fragmentation leads to more distractions and less accurate estimates. Our online estimators, on the other hand, work in a controlled environment where they can focus entirely on optimizing each estimate. This results in more precise and proﬁtable estimates for the body shops.

BE: How is Arturo di erent from others o ering similar services?

AH: Unlike other companies that simply uplift estimates for a fee, we o er a complete solution that includes everything from estimating to dealing with insurance companies and engineers. We handle the entire process, ensuring that nothing is left out and all potential proﬁts are captured.

BE: Can you describe some of the things that Evolution does di erently?

AH: We’ve introduced several industry ﬁrsts, such as charging for crate disposal and reading repair methods, which were traditionally not billed. By challenging the status quo and demonstrating the necessity of these tasks, we’ve managed to get them accepted and paid for across all our members shops.

BE: Have you had any pushback from the insurance companies?

AH: Initially, we faced signiﬁcant resistance to our new way of working, including blacklisting attempts and legal threats. However, we persisted and demonstrated the value of our services.

By providing data-driven insights and proving our e ciency, we’ve slowly gained acceptance. Now, we have agreements with several major insurers and handle claims and estimates seamlessly.

BE: What role does data play in your operations?

AH: Data is crucial for us. We monitor every aspect of the estimating and claims process, providing detailed reports to insurers. This transparency helps us improve e ciency and negotiate better terms. For instance, we can show insurers how delays in authorising claims cost them more in the long run.

BE: Could you explain how your company’s ecosystem works?

AH: We’ve built a full ecosystem where all our services feed into each other. For example, every company we acquire gets their estimates done by our team, and all claims go to our partner body shops. This synergy ensures that we can provide e cient, cost-e ective services across the board.

BE: How do you see the future of Evolution and the industry?

AH: Our goal is to create a more collaborative industry where everyone beneﬁts. By streamlining processes and

improving communication between body shops, insurers, and estimators, we aim to reduce repair times and costs. Eventually, we want to set a new standard for the industry, where accuracy and e ciency are paramount.

BE: on the industry so far?

AH: repair cost across the country by ensuring that all necessary charges are included and authorized. Our comprehensive approach and datadriven insights have made us a leader in the ﬁeld, setting new benchmarks for e ciency and proﬁtability.

BE: others looking to innovate in our largely traditional industry?

AH: status quo. Identify ine ciencies and develop solutions that close these gaps. Keep at it. Persistence is key, but you will face resistance. However, if you can demonstrate the value of your innovations, you can change the industry for the better.

discussion with Anthony next month but if you have any speciﬁc questions about my chat with Anthony, do contact me via the NCR o ce.

resilience of our industry and the way it always seems to ﬁnd new ways to succeed, continuously amaze and delights me.

Part two of this feature will appear in the August edition of NCR

AUSTRALIA’S NEW ONLINE PORTAL DEDICATED TO BUYING, SELLING AND HIRING CARS AND TRANSPORT EQUIPMENT.

Scan the QR code to find out more.

Advertise on National Collision Repair Marketplace to reach the right buyer. For advertising opportunities, contact ben.coleman@primecreative.com.au or call 0466 545 664

Whether it’s supercars, antique or classic cars this is your one-stop-shop for buying, selling and hiring a variety of cars from both dealers and private sellers.

with John Yoswick

Taking the glare out of matte ﬁnishes

Experts from the US look to unravel some of the mysteries and di culties around working with semi-gloss and matte ﬁnishes on vehicles.

With an increasing number of newcar buyers paying a premium ranging from USD $1,000 to $17,000 or more for a matte or semi-gloss finish, they’re likely to be even more attuned to any refinishing done to that vehicle following autobody work. Representatives of paint companies at a recent industry event in the United States o ered tips for successfully matching the look and gloss of these finishes.

Bradley Letourneau, a trainer with BASF, says most automakers view the ﬁnishes as custom.

“So it’s not like a manufacturer will measure gloss unit and say, ‘Okay, in order for it to be a frozen ﬁnish or a piano ﬁnish, it has to be within a certain amount of gloss,’” Letourneau says. “They kind of take a look at it, and as long as there are no big runs, dust or

dirt in it, it goes to the lot and it gets sold. So because there are no industry standards, these are viewed as custom. You should expect to see a lot of variation within the sheen.”

He teaches reﬁnishers that the sheen will impact the colour a lot more than the colour will impact the sheen.

“Time and time again, I see painters doing their ﬁrst matte ﬁnish think that their colour is wrong when it’s not,” he says. “It’s actually the sheen that they need to adjust to get that proper match. Typically, if we have a bad colour match, we can blend that colour out so the customer can’t see it. With a matte vehicle, we’re not blending clearcoat. We have to do a panel match. There is no option to blend that clear out to transition it into what is currently on the vehicle. So matching of the sheen

is always done by panel match.”

He shared photos showing how three panels, each with the same colour, appeared di erent based on whether a matte, semi-gloss or medium gloss clear was applied, as well as how two panels with the same colour appeared di erent based on whether one coat or two of the same matte clear was applied.

“Which method and process are you going to use?” Letourneau says painters must consider. “Both can work, but if you’re going to choose just one coat of clear, you must understand how that’s going to impact the colour and the shade of the vehicle.”

He says it’s also important to view the matte ﬁnish from the correct angle.

“All too often, you’ll see a technician look at it at from a 90-degree angle,”

Letourneau says. “This isn’t going to

a give you an accurate representation of the sheen. The best way to view these is from between a ﬁve-degree and a 15-degree angle. Especially with your test panel. When you’re placing it against the panel you’re trying to match, view it at a 15- or ﬁve-degree angle.”

He says creating multiple test panels and documenting all the variables for each – spray gun and tip size, clearcoat used, flash time, humidity, bake time and temperature – is even more critical with matte finishes than with traditional gloss finishes.

“If you alter any of those variables, you’re going to get a di erent result,” Letourneau says. “Polishing or wet sanding is impossible, so you’ve got one chance to do this correctly.”

He says he and trainers from other paint companies went to the BMW training center in New Jersey several years ago, and they each sprayed a test panel with the same variables.

“We all used the same gun, the same clearcoat, the same hardener, the same everything,” he says. “So every variable was controlled.”

Still, there was signiﬁcant variation among the test panels, showing that even how a painter sprays can make a di erence in the appearance of a matte ﬁnish. The manufacturers’ approved products and mil thickness have to be noted, he says. The use of a gloss meter can cut back “quite a bit” on preparation time.

“And here’s where sometimes I get into some arguments with some shops or insurance companies: Always reﬁnish two or more panels,” Letourneau says.

“Usually it’s best to paint the whole side because, again, we are panel matching the sheen. We can’t blend the sheen out. So in order to minimize variation and increase the odds of success, paint the whole side.”

Improper washing of vehicles with a matte ﬁnish is the primary reason a warranty gets voided, he says, so make sure you use the manufacturer’s recommended products and process for detailing the vehicle after it is reﬁnished.

Because dirt imperfections cannot be removed from a matte finish, proper booth usage and maintenance becomes even more important when refinishing such vehicles, Thorsten Alstede, a technical consultant with AkzoNobel, says during the presentation. Make sure the vehicle – or any parts being sprayed o the vehicle – are fully in the booth’s spray zone, “the area created by the invisible planes connecting the ceiling filters and floor exhaust,” which varies based on booth design, Alstede says.

“Center the vehicle and parts over the ﬂoor grates,” Alstede says. “We often see that the car gets driven into the spraybooth, then pulled all the way to the left just so it’s more convenient or leaves more room for other parts. But this all contributes to more contamination in the ﬁnal result.

Centering the vehicle also will create a higher velocity of air at the surface,” which can speed the process when working with waterborne products.

Load and unload the booth only from one side and always keep the booth running when you do so you “don’t destroy the invisible curtain and allow

a lot of dirt and particles into your spraybooth,” Alstede says.

Make sure the booth is properly calibrated and that spray temperature is constant. “With 75 degrees F (24 degrees Celsius) on average, we have a faster airﬂow compared to 85 degrees F (30 degrees Celsius),” he says. “It actually builds a far stronger curtain around what we’re painting.”

He says the plastic sheeting many shops use to cover cars is too often actually covering the ﬂoor grates, blocking airﬂow. And If you use waterborne drying equipment, he says, wait a couple minutes after spraying before turning it on to let any lingering overspray in the booth clear.

“But for a matte ﬁnish, we actually recommend not using assisted drying equipment just to keep the environment a lot cleaner,” Alstede says.

“I’m not trying to scare anyone o ,” Letourneau says of matte reﬁnishing. “It’s like anything else: These are actually pretty simple to do once you’ve done a handful of them. It’s really all about preparation.”

The committee’s presentation seemed to reassure attendees about matte finishes rather than scaring them of: At the start of the session, a poll of attendees found that 21 per cent of shops says they likely wouldn’t accept a matte finish job, and another 16 per cent were “on the fence” about it; asked again at the end of the session, just three per cent were still on the fence and the percentage who says they wouldn’t accept a matte finish job was down to just 13 per cent.

The hard work and expense of spray painting demand technicians get the matching right.

The

Bradley Letourneau is a trainer with BASF

Images: John Yoswick.

Thorsten Alstede is a technical consultant with AkzoNobel.

PPG logs key sustainability milestones on six-year target

PPG has hit some key benchmarks in its progress toward better sustainability according to its 2023 evaluation report.

With a target of 50 per cent of making its unsustainable products widely available by 2030, the company has reported being nine tenths of the way there with a 44 per cent of sales from sustainably advantaged paint

PPG has also achieved a 10 per cent reduction in GHG emissions within the company’s operations with a target of 50 per cent by 2030 (scope 1 and 2) This is a 12 per cent reduction with a target of 30 per cent in six years for the value chain (scope 3) emissions across purchased goods and services, customer processing of sold products and end-of-life treatment of sold products

It has also ensured 97 per cent of its suppliers are assessed to meet the

sustainability and social criteria

The processing of waste in order that it is reused, recycled or recovered has also reached a 45 per cent reduction since 2019 with an aim of 100 per cent by 2030. The overall waste is also more than a quarter of the way towards its 2030 target of 25 per cent reduction.

It has also achieved a 13 per cent reduction in water intensity in waterstressed areas aiming for a target of 15 per cent by 2030

PPG Vice President, Global Sustainability Diane Kappas says the report highlights that PPG has earnt an enviable reputation for delivering industry-leading innovation but does so by acting ethically and working to mitigate the environmental impacts of its operations.

Important near-term targets had to be achieved while the company also

Tackling global EV issues

The global coatings giant presented its investigations at The Battery Show, a European event.

PPG outlined its solutions and how they contribute to enhancing safety and performance, mitigate thermal runaway, and increase manufacturing throughput with automated application processes.

develops products and processes that solve its customers’ biggest challenges, she says.

“Focusing on sustainability in its broadest sense is core to PPG’s purpose to protect and beautify the world,” Kappas says.

“We know that our commitments positively impact the environment, our customers and ultimately support PPG’s long-term growth. Our 2030 goals are pushing us into new areas, and we’re proud to demonstrate our global leadership in this space.”

The company has also invested $13.1 million in its Colourful Communities initiative that has helped sustainability programs since 2015 and was on track to meet or exceed its 2025 aspirational goals for diversity, equity and inclusion.

The full ESG report is available at ppg.com/sustainability.

UK pushes ahead to have autonomous cars on the road by 2026

The UK has become the latest country to legislate for autonomous vehicles, as it expects them as soon as 2026 on the roads but wants them to be at least as safe as humans driving.

The AV Act, which was introduced in the British parliament, legislates for advanced ADAS and automated technology on UK roads and follows test driving in London.

Germany, France and other EU nations have already legislated on the technology since 2021 and incorporate di ering levels on where the technology can drive and how it can operate.

The Australian Government is also currently seeking public submissions on its own legislation that attempts to establish the levels of autonomy and the responsibility of the person in the driving position even if they are not operating the vehicle.

Open until 11 June 2024, the Australian laws, currently limited to ADAS levels one and two on the roads, will seek to gain clarity on the liability of higher levels of autonomy and laws relating to repair. The legislation is expected by 2026.

contributes to 88 per cent of road collisions, lowering deaths and injuries from drink driving, speeding, tiredness and inattention. The laws will require self-driving vehicles to achieve a level of safety at least as high as “careful and competent human drivers” and face additional preliminary safety checks before being allowed onto roads.

how the vehicle drives. For the ﬁrst time, it will also incorporate a vehicle approval system will be supported by an independent incident investigation function.

PPG is taking an active part in the bold new world of alternative automotive power sources and meeting the speciﬁc challenges faced by EVs including safety and thermal runaway.

PPG Vice President, EMEA, Automotive Coatings PPG Roald Johannsen says the company has taken a leadership role in developing advanced functional coatings, adhesives, and sealants designed to address challenges across the electric mobility sector.

“Along with protecting and beautifying vehicles, PPG strives to empower OEMs and battery and component manufacturers to accelerate the development

of tomorrow’s automotive and commercial vehicle powertrain systems,” Johannsen says.

“We’re excited to return to The Battery Show Europe to showcase our focus on innovative coatings, adhesives, and sealants for the battery pack and battery assembly.”

He noted the company’s contributions to EV development include advanced battery ﬁre protection, thermal management solutions, dielectric isolation coating systems, and shielding coatings for EV applications.

PPG also has global manufacturing and production capabilities across the transportation sector and its collaborative approach in working with OEMs and Tier suppliers helps solve critical challenges in the design and production of EV battery packs.

In a government statement from the UK, it said their new laws are aimed at reducing the human error that currently

As ﬂagged earlier this year, the act sets out who is liable for AVs including corporations such as insurance providers, software developers and automotive manufacturers assume responsibility, not the driver when it is in self-driving mode, they will not be held responsible for

“While this doesn’t take away people’s ability to choose to drive themselves, our landmark legislation means self-driving vehicles can be rolled out on British roads as soon as 2026, in a real boost to both safety and our economy,” Transport Secretary, Mark Harper says.

“Companies will have ongoing obligations to keep their vehicles safe and ensure that they continue to drive in accordance with British laws.”

NZ pushes ahead with RUC

The motoring world will be looking across the Tasman for insights into the future of road policy and how it shapes a future car parc.

New Zealand has chosen to solve the problem of dwindling fuel excise and electriﬁcation with a new tax on EV users and with the grace period ending on 31 May, EV drivers will be obliged to pay up or face ﬁnes.

After years of incentive packages that brought EVs to as high as 15 per cent of new cars sold, a changed New Zealand government introduced the Road User

Charge late last year for full EVs and plugin hybrids.

The current rate is NZ $76 per 1000km for a full EV and half that for a plug-in hybrid.

A car in Australia that has a fuel e ciency of around ﬁve litres per 100 km, would be paying about AUD $25 for the same distance.

Last year the High Court of Australia found a Victorian road user tari was unconstitutional and the government was forced to repay the fees.

Drivers of EVs in New Zealand will now

have to own a Road User Charges licence that charges them on their mileage. Fine start at NZ$200 plus backdated charges for the mileage from April 1 for the roughly 100,000 EVs currently on New Zealand roads.

Some media reports indicate, a third of these vehicles have not yet been registered.

The NZ government have always argued the RUC protects revenue for the upkeep of roads but was forced to make a backdown over the PHEV tax and reduce it from $53 to $38 in March.

Making batteries run better

The future of global mobility is gradually shifting to electric drivetrains of one form or other and the success of this future all depends on the battery, driving some of the latest chemical innovations.

The crucial role of the battery is why global giant BASF says it has invested in a wide range of applications that will help the next generation of battery systems, improving e ciency, protection and their environmental impact. Whether it is the advanced coating that protect automotive parts, enhanced charging performance from the materials that make up the batteries or where they end their life and ﬁnd new uses, BASF has explored new avenues to ensure it is the front of innovative products and solutions in an electriﬁed future. All this was on display at The Battery Show Europe 2024 in Stuttgart, Germany, where the latest and best in technology powering future mobility came together at Europe’s largest industry event. If you couldn’t make it to Germany but are intrigued by where battery technology is heading, here

are some of the technical highlights of BASF’ s wide range of expertise and innovation:

Innovative materials and recycling solutions

The di cult issue of recycling batteries, including large EV batteries, is one of the highlights of BASF’s solutions and o ered an insight into their metals reﬁnery that opened in Schwarzheide, Germany in March.

BASF can o er customers recycled metals with a lower carbon footprint compared to virgin metals, thus helping to meet regulatory requirements. It has further improved the process of recovering valuable metals such as lithium, nickel, cobalt, manganese and copper from end-of-life batteries and battery production scrap. It complements BASF’s existing CAM plant and the battery recycling plant to produce black mass, which is scheduled to start operations later this year. The portfolio addresses various customer requirements, including closed

loop o erings and digital end-to-end solutions to set up regional recycling value chains.

Battery materials are at the heart of lithium-ion batteries and determine their performance, so BASF o ers one of the broadest cathode active materials (CAM) portfolios with a well-established position in key CAM technologies like NCA (nickel-cobalt-aluminium-oxide), NCM (nickel-cobalt-manganese-oxide) and LCO (lithium-cobalt-oxide).

By leveraging industry-leading R&D platforms and passion for innovation, BASF Battery Materials looks into future CAM products ranging from cost-e cient manganese-rich solutions to high-performance ultra-high nickel products, high-performance LMO (lithium manganese oxide) as well as CAM dedicated for sodium-ion applications. BASF also provides base metals sourcing and management to ensure a stable, responsible, and sustainable supply chain for the production of cathode active materials.

Long-lasting protection and performance

BASF has also invested in delivering optimal protection and enhanced performance for battery systems, spanning from pretreatment to e-coat. Chemetall’s eco-friendly Oxsilan® thin ﬁlm technology, applies a uniform and protective layer on metal surfaces. When combined with CathoGuard® technology, this unique combination signiﬁcantly bolsters corrosion protection, thereby improving the durability and performance of battery systems. BASF’s CathoGuard® portfolio further ensures comprehensive corrosion protection for multi-metal car bodies and components, including battery covers, ensuring that all vital components remain shielded from the damaging e ects of corrosion.

Chemetall is also developing nonchrome surface treatment solutions for copper foil, which is used as anode current collector. Removing hexavalent chromium from the passivation process promotes both a safer and more

sustainable future. Additionally, BASF is developing protective interfacial coatings for electrode foils, an exciting advancement towards safeguarding cathodes and anodes, whilst also enhancing performance. Such coatings help to enable novel battery systems, for example Lithium solid state, or LithiumSulfur cells.

BASF’s portfolio of surface treatment and coating solutions provide not only corrosion protection but also can enhance performance and lifespan of

battery cells, enabling development of further improved battery systems.

Overcoming lithium-ion battery limitations

BASF has also pursued the goal of achieving cleaner and more e cient batteries with high-performance materials. Lithium-ion batteries still o er room for technical improvement, particularly in terms of charge capacity. Licity® binders have been designed to overcome the current limits of the

technology. The waterborne binders possess high colloidal stability, making them highly compatible with cobinders like CMC. In addition, they exhibit exceptional processability and superior coating behaviour, as well as excellent mechanics and electrochemical performance. According to BASF, the unique properties of Licity® binders enable an increased performance for Lithium-ion cells, contributing to the development of cleaner and more e cient batteries.

EV repairs and write-o s both rise in US

Electric vehicle repairable-claims frequency rose to new highs in North America with increases of approximately 40 per cent in the US over the ﬁrst quarter of 2024, with write o s also up.

According to Mitchell’s Plugged In report, EV repairable claims rose to 2.26 per cent of all claims in the US and 3.41 per cent in Canada, an increase of 38 cent. As EV values decrease, EV total loss frequency has also increased. In the US, EVs were written o as a total loss 9.93 per cent of the time in Q1 2024 (up 8 per cent from Q4 2023 and 30 per cent from Q3 2023), the report noted.

Tesla price reductions late last year spurred precipitous price drops throughout the EV segment. As a result, price parity between EVs and vehicles with an internal combustion engine may be coming faster than previously predicted the report said.

For example, Cox Automotive reported that in the US the “average transaction price at the end of 2023 for a new EV was USD $50,798, only $2,040 more than a ICE vehicle at $48,759”. That same rapid move towards price parity, however, also resulted in weakened consumer conﬁdence in the ﬁnancial viability of used EVs, with prices falling by more than 30 per cent year over year, versus a 3.6 per cent decline for used ICE vehicles. As EV values decrease, EV total loss frequency has increased. In the US, EVs were written o as a total loss 9.93 per cent of the time in Q1 2024 (up eight per cent from Q4 2023 and 30 per cent

from Q3 2023). Canadian EV total loss frequency was 7.48 per cent last quarter (up 7.0 per cent from Q4 2023 and 29 per cent from Q3 2023). This dramatic rise brings EVs mostly in line with their newer ICE counterparts and, based on the latest claims data, there is no evidence they are declared total losses at a signiﬁcantly higher rate than ICE automobiles. In fact, gasoline-powered vehicles 2021 and newer had a similar total loss frequency last quarter—9.51 per cent in the US and 7.44 per cent in Canada.

When it comes to repairable vehicles, however, claims severity for EVs continues to exceed ICE automobiles.

In Q1 2024, average severity was USD $6,066 for all EVs—including Tesla models—and $4,703 for ICE vehicles in the US, a di erence of USD $1,363 or 29 per cent. In Canada, average severity was CAD $6,810 for all EVs and CAD $5,110 for ICE alternatives, a di erence of CAD $1,700 or 33 per cent.

The disparity between EVs and ICE alternatives is also evident when comparing mechanical labour hours present on estimates for repairable vehicles.

The number of hours for EVs is signiﬁcantly higher—3.04 compared to 1.66. With the average mechanical labour rate for both the US and Canada exceeding $100 per hour, this additional time adds signiﬁcant cost to EV repairs.

The extra EV labour hours are likely due to the management of the highvoltage battery, which requires de-

energisation and often complete removal to protect it during collision repair and reﬁnishing processes.

In terms of EV adoption, range anxiety continues to be a barrier. However, greater access to more charging points can help allay the concerns of potential new EV buyers.

In 2023, Canadian public charging ports increased by 30 per cent and US public charging ports increased by 22 per cent over the previous year. Also inﬂuencing adoption is the cost of fuel. Several ﬁnancial institutions and the US Energy Information Administration raised their crude oil price targets for the second half of 2024—some expecting the average price per barrel to surpass $100 by year end.

The report also noted that if prices at the pump continue to rise, more consumers may again consider an EV for their next vehicle purchase, especially now that exorbitant EV premiums are seemingly a thing of the past.

BASF has presented a host of solutions to improve EV battery operation.

Toyota takes the hybrid path

Toyota Australia has announced it will no longer sell petrol-only variants of RAV4 and its other popular models where hybrid alternatives are available.

While Toyota has not developed purely electric cars the way some manufacturers have, it says it is basing its strategy on the popularity of hybrids in Australia.

Hybrid sales now make up almost half of Toyotas total sales with the large majority of its RAV 4 vehicles, the most popular new car in Australia in April, using hybrid petrol/electric technology.

Hybrids made up 14.5 per cent of all new vehicle sales in May and almost 13 per cent for 2024 so far, more than double the sales of 2023, according to the FCAI.

The latest move by Toyota means that Corolla and Camry sedans, Corolla Cross, RAV4 and Kluger SUVs will all be hybrids for new orders.

As the biggest single seller of vehicles for more than two decades, Toyota’s decision will have a major impact on the overall Australian car parc moving forward and shape what kind of cars repairers can expect to see over at least the next decade.

This expands Toyota’s HEV-only family to nine models, joining Yaris Cross SUV, Corolla and Yaris hatches, and new-generation C-HR SUV. GR models continue unchanged as they are not o ered with a hybrid alternative.

Toyota Australia Vice President Sales, Marketing and Franchise Operations Sean Hanley said this landmark development will accelerate a sales trend that has seen hybrid sales at record levels.

“Toyota has been implementing our HEV strategy over an extended period and remains committed to innovating across a diverse array of powertrains, which is the essence of our multipathway approach to decarbonisation,” Hanley says.

“This approach was central to global decisions, made in the earliest planning stages, that the 2024 newgeneration C-HR and Camry models would be o ered exclusively with hybrid powertrains. Faced with this surging demand, we were conﬁdent in the future of HEV as the dominant powertrain of choice for most passenger cars and SUVs, which led us to make decisions that would ultimately impact

on sales of petrol-only models.”

Hanley says ongoing developments, including the upcoming mandated newvehicle e ciency standard, conﬁrmed the foresight of Toyota’s strategy.

“Toyota has more than two decades of experience in batteries, motors and other electriﬁcation technologies with recognised beneﬁ ts for fuel e ciency and emissions.

“As a result, we are seeing more Australian motorists than ever embracing the practicality and smooth performance of this technology, as well as the fuel-saving benefi ts and lower CO2 tailpipe emissions compared with equivalent petrol-only cars. Our HEV share reached a record 33.5 per cent last year and jumped to 46.6 per cent in the first fi ve months of this year.”

Nissan to go ‘all in’ on electric vehicles

Japanese car manufacturer, Nissan, is committing to the future of electric cars by ceasing the development of petrol and diesel cars.

Nissan is forging their own path, as the Japanese trio of Toyota, Mazda, and Subaru are joining forces to collaborate on producing a new generation of combustion engines to run on alternate fuels. Nissan, however, has made it clear that all-new petrol and diesel internal combustion engines (ICE) will no longer be developed by the brand, signalling its shift to an electriﬁed future. Earlier this year Nissan announced

a partnership with Honda to further explore innovation in electric models and challenge the rise of Chinese made EVs. This follows media coverage reporting the company will continue to utilise a partnership with Mitsubishi and Renault.

Nissan’s Senior Vice-President and Chief Planning O cer for the AMIEO (Africa, Middle East, India, Europe, and Oceania) region, Francois Bailly, emphasised the focus on going all electric.

“Our future is EV,” Bailly says. “e-Power is a stepping stone to get

there, and each market will go at their own pace. We’re not investing in new powertrain for ICE, that’s for sure.”

Nissan is developing its nextgeneration of e-Power hybrid systems, which will raise outputs but lower costs and fuel use. Bailly stopped short of putting an expiration date on ICEs, saying each market will go at its own pace towards electriﬁcation.

“Africa’s market is like Euro2, Euro4, so the pace of ICE decline really depends on market-by-market, but our investment is clear. It’s EV, reinforced e-Power.”

Mitsubishi declares its electric future

In a month that saw some deﬁnitive statements from Japan on its envisioned future for the Australian car parc, another key player has placed its powertrain cards on the table.

Mitsubishi has conﬁrmed its in electriﬁed powertrains that will secure Mitsubishi Motors Australia Limited position as a volume manufacturer to at least 2030 with a new range of brands.

Several all-new or significantly updated models to arrive by the end of the decade. MMAL announced to the 2024 dealer conference it would increase its model range and introduce multiple electrified solutions by 2030. Mitsubishi Motors Corporation President and CEO, Takao Kato, confirmed its commitment to the Australian market and the direction it would take.

“Australia is a core market for MMC, and it makes an important contribution to our global business. We will o er not only battery electrics but also plugin hybrids and hybrids and introduce appropriate products that will meet the New Vehicle E ciency Standard set by the Australian government.”

Mitsubishi plans to have progressive electriﬁcation by 2030 through a blend of powertrains including hybrid, plug-in hybrid and battery electric

“As we approach the mid-point of this decade, it is important to share Mitsubishi Motors’ brand evolution and how this will underpin Australia’s future position as a key volume player for the next ﬁ ve years and beyond.” MMC’s Executive O cer, Product Strategy Koichi Namiki says.

MMAL’s CEO, Shaun Westcott also reconﬁrmed MMAL’s support of its dealer network model.

Mitsubishi will expand its range as part of its strategy by 2030.

“Our extensive, national dealer and service centre network enables Mitsubishi owners to explore more of Australia with conﬁdence. We will continue to work closely with our dealer partners to ensure the network is geared up to support this exciting new era of Mitsubishi innovation.”

“MMAL is at a key point in its history, and today’s announcements conﬁrm its commitment to this market, via a strong product pathway to the end of the decade. This includes delivering advanced powertrain technologies and a wider product choice.”

Not done with ICE engines yet

Mazda, Subaru and Toyota have teamed up on a project to extend the life of the traditional petrol engine to provide better e ciency and performance as well as be compatible with alternative fuels.

The Multipathway Workshop is a combined project by the three auto manufacturers aimed at reducing emission through alternative means to solely shifting to electric drive trains. The companies have all been criticised for lagging in the development of electric vehicle options, a market that in Australia has become dominated by China either through the US branded,

but China built Tesla or the ambitious BYD which started life as a battery manufacturer Toyota, Mazda, and Subaru

“Multipathway Workshop” aims to develop future powertrains with each company focusing on their own engines with the collaboration expected to beneﬁ t all three companies with for instance Toyota’s expertise and success in hybrid engines.

The trio will look at alternatives including biofuels, liquid hydrogen, and other synthetic fuels.

Other innovations reported by the motoring press include making more

compact engines with electric drive units and better integrated batteries that could improve car design allowing for lower hoods and improved aerodynamics.

These factors could improve fuel economy and meet emissions regulations like the recently passed NVES that will come into e ect in Australia in 2025.

Each brand aims to produce a “signature” engine under the Multipathway Workshop, with Toyota working on two four-cylinders, Mazda working on its historic rotary engine, and Subaru developing a hybrid boxer.

Hybrid sales continue to surge for Toyota.

Image: Toyota.

Soft top and a ordable

Sports cars come in all kinds of shapes, di erent sizes and, yes, quite diverse price ranges.

People who look enviously at passing soft tops and think ‘How can they a ord one of those?’ really haven’t delved too deeply into the market for open-topped motor cars.

If you had attended an auction sale held in late February, you would have seen two very presentable MGBs sell in the vicinity of $20,000 and a smaller MG Midget bid to around half

the price of the bigger cars. Quite likely it would have sold as well. Want something more modern? That’s okay, because our selection includes some quite recent models that are still accessibly priced and include features that signiﬁcantly improve comfort and safety. Remember that soft top cars more than other types need to be

kept under cover and o er easy pickings for thieves when parked away from home.

If you must leave tempting objects on the seats or ﬂoors of a sports car, leave a window down a little so the thief can gain access without slicing open that often expensive convertible top. Or just don’t put the roof up at all.

SOME YEARS ago the MX5 grasped the title from MG of World’s Biggest Selling Sports Car. Since then it has romped o into the distance, with over a million cars sold and no sign of its success waning.

After passing the One Million mark in 2016, Mazda will later this year build its 35th Anniversary MX5 and start looking at what they might do, to commemorate 50 years of the model’s production.

All of this means plenty of MX5s in the market; a lot of them keenly priced as owners try to achieve a sale ahead of others with similar models.

Early NA versions, which delivered just 85kW and relied on extraordinary handling for their appeal are now among the most expensive MX5s. However, they do need to be in superb condition with history from day one.

Later versions that deal easily with daily commuting cost less than the early cars, but for a real thrill spend more on a 2002-03 Turbo SP. MX5s boast an incredibly active network of owners clubs, locally and in major world markets. In Australia, the clubs run social events and competitive track days and get involved with arranging major motoring events such as the Mac’s Bridge Display day held annually in Brisbane.

Value range; 1.8 1993-2002

FAIR: $5500 GOOD: $13,500 EXCELLENT: $22,000

MG IN 1962 changed the nature of open-top motoring with a design that o ered a ordable fun with sedan-like comfort in a sports car.

Yes, you could get a Sunbeam or Triumph with similar attributes, but they cost more and didn’t come with that universally respected Octagon above the grille.

The MGB looked good, went okay, was comfortable and almost viceless. Owners could drive their Bee to work every day in all kinds of weather, especially with the optional hardtop. From 1965 there was also a factory-built GT with extra luggage space and a hinged hatch.

Others would bolt in a roll cage and take their MG racing, joining the hundreds who found the B a viable platform from which to learn basic track skills.

Over 512,000 were built from 1962 until 1980 and even the later versions which weren’t available new in Australia, have come here in signiﬁcant numbers as personal imports. With chronic availability comes stable pricing and failure of all but the very best cars to make signiﬁcant gains, even in some cases after 30 years of ownership.

Value range: 64-72 Roadster

FAIR: $8500 GOOD: $18,500 EXCELLENT: $27,500

LUCK DOESN’T get much worse than Ford’s did in 1989. Planning the launch of its Australian-made Capri, the folk at Ford Australia knew their car would inevitably be compared with Mazda’s impressive but also more expensive MX5.

Those comparisons were made and the Capri, despite being over $5000 cheaper than the Mazda, invariably lost. Its bacon was meant to be saved by sales in the USA as a new, sub-compact Mercury but that deal collapsed.

Revised versions of the Capri

mechanical defects and a repaint, better examples at $10-12,000 will be easier to own and cheaper in the long term.

BMW IN 1988 displayed its oddball Z1 roadster and leading industry watchers just tipped it would be the basis for a more proliﬁc production model. In 1997 the Z3 arrived; still light and a ordable and giving new life to BMW’s 1.9-litre aspirated engine.

More power was available, but the straight-six 2.8-litre version was $20,000 more expensive. Improvements did come, but not until 1999 with a 2.0-litre and a year later via a 2.2 with 125kW.

The Z3 cabin is tight on space but okay for all but super-sized humans. The boot is tiny and storing stu anywhere is a challenge.

These don’t rate as performance cars and only those with engines of 2.8 litres or more are likely to be seen setting serious times at BMW Club track days. Four-cylinder cars still get along okay and a 2.0-litre manual will manage 0-100km/h in around 9.5 seconds.

The 1.9-litre cars in decent condition and showing 6000-8000 annual kilometres can be found at less than $10,000 and better value than that takes beating. Later, bigger engined models are dearer but rarely get to the wrong side of $25,000.

Value Range:

FAIR: $6000 GOOD: $10,000 EXCELLENT: $18,500

been trying for 50 years to mothball its rear engined 911 design, the market has made its feelings about front engine Porsches pretty plain. Retained values, unless you have a 944

or Carrera GT, are in general, awful. The 2.5-litre Boxster, when new in 1997, had 150kW and cost around $110,000. Today, if you pay more than a quarter of that price for an early car or even the later 2.7-litre you should have found something excellent. Standard Boxster equipment includes air-conditioning, power windows and a power roof. Standard rims were only 16-inch diameter and many owners paid extra for bigger wheels.

Because the Boxster is mid-engined not a rear engine, the handling doesn’t place the same demands on drivers as does a 911 and that will suit a lot of recreational, rather than competitive buyers.

Value Range. 2.5 litre

FAIR: $8000 GOOD: $14,500 EXCELLENT: $26,500

MAZDA MX5

with Cli Chambers

CRUISING THE streets in an

BMW Z3

FORD CAPRI XR2

PORSCHE MGB BOXSTER

The temperature e ect

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

Winter can do a lot more than shorten the days and keep us indoors with squally weather. Lower temperatures in workshops can have an impact on paint curing that is worth considering.

are inexpensive, easy to use.

process. If this is not taken into account it can seriously impact the outcome of your paint process.

Understanding the 10-degree rule

It’s important to remember that substrate temperature is directly linked to the chemical paint curing process. This is where the ’10-degree rule’ is a crucial one for technicians to understand.

In order to achieve a durable, highquality appearance, reﬁnish products are designed to be applied under speciﬁc conditions – generally between 20ºC and 25ºC – and that is metal temperature, not air temperature.

The 10-degree rule says that for every 10ºC increase, the quoted drying time can be halved (assuming correct film builds, the correct solvent and adequate flash-o ). On the other hand, for every 10ºC decrease, the drying time doubles. Therefore, just one hour drying in a heated booth at 60ºC metal temperature is equivalent to 16 hours at 20ºC. However, the key factor to remember (particularly in winter) is that if metal temperatures fall below 10ºC, the curing time of primers, basecoats and clearcoats will be extended almost indefinitely! Although coatings might appear firm on the outside, they will not be totally cured inside which leads to a string of issues including loss of gloss, soft primers and poor adhesion.

Tips and recommendations

• Invest in a tool to measure metal temperature – they

• The booth temperature gauge can read considerably higher than the temperature of any panels inside, particularly if the booth is a little older. You can test it by running the booth to bake temperature and checking that the actual temperature of the metal panels is close to what is displayed on the booth gauge. Note that temperatures around the vehicle can vary considerably so check in various areas.

• If you need assistance, your PPG Territory Manager can help.

• It’s unreasonable to expect a job to go from a cold workshop into a warm spray booth and be instantly up to temperature – it needs some form of heating prior to painting. Consider warming panels in the workshop ﬁrst by using a basic heat lamp or infrared. Once in the booth, run it at spraying

temperature while the ﬁnal prep work is being completed in order to give extra time for the panel temperature to rise.

• Fit a temperature gauge in the workshop / prep area so you know exactly how cold it is.

• Ensure you choose the most appropriate thinner and hardener combination for your application situation. Check the product data sheet.

• Prime individual jobs as you go throughout the day when the ambient temperature is higher and then follow up with infrared.

• Avoid air drying primers overnight –if you do, at least do a ﬁnal cure with infrared in the morning.

This column is provided by John Hristias – PPG Sales Director Australia. For more information go to ppg.com.au

If metal temperatures fall below 10ºC, the curing time can be extended almost indeﬁnitely.