National Collision Repairer September 2024

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Looking forward

It is commendable to see how forward looking many in the collision repair industry are. Much as the problems of the present can seem overwhelming, this looking to the future has a powerful capacity to provide time and opportunity to prepare. Invariably those very same problems which are merely bugbears now, if ignored, can become inescapable and even catastrophic if left unchecked.

One good example are the steps being taken by many businesses and advocacy bodies to prepare for future technology. The federal government’s annual transport report give us the clearest picture yet of the overall car parc in Australia. Despite a lot of hype and some aggressive marketing, the uptake of EVs, at around one per cent, is still relatively small. Some of the barriers to buying alternative powertrains clearly still exist; price, range and charging infrastructure. However, the numbers tabulated in January 2024 are a doubling of this kind of vehicle in a single year and those numbers do not include the impact of the soon to be introduced New Vehicle Efficiency Standard. There are a wide range of predictions and estimates of how many and how quickly but the scenario most likely is an incremental but increasingly unavoidable presence of EVs on our roads and in the workshop. What this gradual mix means is there is time to adapt; time to plan and calculate the investments in training and equipment that may be needed to bring any business up to date and ready to have EVs or any other technology rolling through the door.

This is even more reason why the prescience of industry advocacy groups like the AAAA and the MTAA, who are looking at government policy and the support needed for the industry, is important right now. They are asking governments to be as forward thinking as the automotive industry.

And the AAAA’s argument is compelling. Without an aftermarket ready to repair and service EVs, the experience of owning one could be a very painful one. To the large group who have considered buying an EV but are yet to do so, that could be as big a barrier as range and the charger shortfall. One negative story at a barbecue can undo all the good intentions of a dozen ad campaigns. If the government has built a NVES on policy principle, then they need to back it up with practical action and support. So the suggestions by both groups to ensure the industry is ready need to be seriously looked at by governments.

But the technological challenges ahead are about a lot more than EVs. Far more prevalent now, and promising to be almost ubiquitous in modern cars, are the high-tech developments of ADAS. As ADAS Solution’s Adrian Parkes points out in his timely warning, car manufacturers are pushing the boundaries and repairers need to be ready for them. Innovation is a hallmark of the automotive industry and more so now than ever when safety, comfort and connectivity are highly competitive selling points. Repair businesses need to keep pace with these developments and, as Parkes notes, make some serious decisions about investing in their own future. Unfortunately, the breathing space available to prepare for some of this technology may be much less than for EVs. The good news is there are expert services and advice already available that make a great starting point for businesses big and small.

And looking forward also has its upside. No where is that more evident in reading about some of the talent that is in the pipeline, whether these young people are being trained at TAFE, elsewhere or just showing the first signs of interest at an ACIA stand at one of the career expos. These are the people who develop into the standout talent we love to showcase in our Future Leaders section. The skills shortage is not going to be an easy or quick fix but as models of what future employees could look like, this is something to look forward to.

Eugene Duffy Editor

The National Collision Repairer

Product Showcase

A one stop solution for battery needs

A trusted and reliable name in the collision repair industry, Projecta is well known for delivering high quality products to workshop technicians across Australia and New Zealand.

A leading business in power management and battery maintenance, Projecta provides a well-established after-sales support service, with a dedicated support team assisting customers when they need it most.

With Projecta’s latest range of INTELLI-CHARGE Automatic Battery Managers, workshops have the ability to increase flexibility and productivity with an all-in-one solution.

The INTELLI-CHARGE Automatic Battery Managers covers all bases, with an advanced, one stop solution for testing, charging, and maintaining 12 or 24V batteries of multiple chemistries.

Projecta’s HDBM35 and HDBM150 Battery Managers have all the features needed to efficiently keep batteries in top condition and ready for use. This makes the Battery Managers perfect for professionals in the workshop, or even DIY enthusiasts who own occasional use vehicles.

The INTELLI-CHARGE Automatic Battery Managers have a range

customisable charge profiles cater to different battery sizes and chemistry types, including Lead Acid, Wet, Calcium, AGM, Gel and Lithium. With these adjustable charge profiles, owners can be sure that their batteries are getting the exact amount of power they need for optimum performance.

No matter what battery capabilities your workshop needs, Projecta can provide a product that meets expectations. Whether that be automotive, marine, deep cycle or Lithium, the HDBM35 and HDBM150 Battery Managers offers testing and diagnostic capabilities to help maximise workshop floor space and efficiency. This allows users to accurately test a vehicle’s alternator for faults and starting capacity, while also monitoring voltage levels.

At 35A and 150A respectively, power supply for the HDBM35 and HDBM150 is strong and ultra safe.

The structure of the battery ensures stable output during demanding diagnostics and recalibration tasks. The outputs also make the units ideal for workshops who service and maintain European vehicles, which typically have more sophisticated electrical systems.

Reliability is at the forefront of the Battery Managers. Featuring heavy duty, quick release charging leads (3M 8mm² for the HDBM35 and 3m 25mm² for the HDBM150) with copper clamps, providing a secure and reliable connection with the battery.

Backed by a five-year warranty, more information on Projecta INTELLICHARGE Automatic Battery Managers can be found at www.projecta.com.au

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The luxury touch

Drive is something Geelong’s Peter Ruggeri has never been short of. Whether it is delaying his retirement to start a whole new luxury brand or being first on site every morning, he shows how leadership and trust can help build great teams in the repair industry.

At M1 Autobody Geelong the leadership and team motivation starts at 6:15am every morning. This is when Peter Ruggeri arrives at the workshop each day. What he also brings with him, however, is more than 40 years expertise in the industry, and his latest workshop has broken into new territory for the Victorian automotive industry.

Starting the M1 Autobody Geelong workshop, however, was never supposed to be on the cards for Ruggeri. In fact, he was due to retire at the age of 55, after running his own successful panel shop in Geelong for 35 years.

After reaching 55, however, he realised he had much more left in the tank. Instead of retiring, Ruggeri identified a gap in regional western Victoria, and began the two-and-a-halfyear process to gain Mercedes-Benz accreditation and open a specialised Mercedes-Benz repair shop.

Now, seven years into M1 Autobody Geelong’s operation, Ruggeri has made a unique mark in the automotive repair industry. With seven employees and the capacity to repair 10 vehicles a week, the workshop has undoubtedly found its groove in the carefully designed, and purpose-built workshop.

And if the workshop’s exterior and interior are anything to go by, it is one sleek and luxurious bodyshop.

Family values

Ruggeri’s M1 Autobody Shop in Geelong is an example of the dedication it takes to look after and repair a premium car brand, Mercedes-Benz. Ruggeri works alongside his family to deliver the luxury car repair service that looks after

customers at every point they may turn to in their repair journey.

The leadership team at M1 Autobody Geelong is a family affair, with Peter Ruggeri as the owner, and his wife Diane Ruggeri running the business as the general manager. Their daughter,

Madison Ruggeri, runs the office and administration side of the business.

Peter and Diane’s children, Carly and Jake Ruggeri own Euro Panels in Geelong, and have adopted their parent’s approach to strive for quality results.

Peter Ruggeri, the owner of M1 Autobody Geelong.

Images:

M1

Autobody

Geelong

“Having family in the business has been fantastic,” Ruggeri says.

“We were able to utilise each other’s strengths and assist each other when needed. It is wonderful to be able to rely on your own family.”

As the only Mercedes-Benz authorised repairer in Victoria’s west, Ruggeri ensures the workshop always delivers on the promised standards.

“As Geelong’s only Mercedes-Benz repairer, we are in a wonderful position. The only drawback is sometimes our workshop can be swamped with work, but that’s a great problem to have,” Ruggeri says.

Ruggeri’s 11-hour day starts at 6:15am, and ends, if he is lucky, around 5:15pm.

“I open up and arrange vehicles for the day’s work. I manage and oversee each job all day long,” Ruggeri says.

“Even though I have a great team, the quality and motivation all begins with me.”

Becoming a Mercedes-Benz accredited shop

The road to becoming a MercedesBenz accredited shop with an already well-established manufacturer involved numerous trials. Yet, the Ruggeri’s rose to the challenge and found they were already aligned with many of the Mercedes-Benz values.

“We remember the day we heard we had become a Mercedes-Benz Authorised Autobody Repairer. That was a day of big celebration,” Ruggeri says.

A staple of the Mercedes Benz brand is to enjoy the performance, style, comfort and safety of their vehicles, and M1 Autobody Geelong aims to uphold these principles at every stage of the repair.

Ruggeri says the rigorous standards demanded by a prestige brand like Mercedes-Benz includes checking on customer satisfaction all year round, as well as other KPIs.

Using Mercedes-Benz approved equipment, M1 Autobody Geelong is a repair shop trusted by Mercedes-Benz owners to bring their vehicles back to pre-accident condition.

“The knowledge we have in repairing

these vehicles is essential to our business and we have that. The team we have and retain with their experience and passion is another great strength,” Ruggeri says.

As a Mercedes-Benz Authorised Repairer, M1 Autobody Geelong’s Mercedes-Benz Genuine Parts are subject to the same exact standards as the vehicles that leave the MercedesBenz factory.

The team at M1 Autobody Geelong are well equipped to bring MercedesBenz vehicles back to their original safety and quality standards with access to the manufacturers’ safety and repair data.

“Safety is paramount in every

business, but especially in the automotive repair industry,” Ruggeri says.

“As a Mercedes-Benz Repairer we have all the safety and repair data at our fingertips. It is an added cost; however, it is a key component to our success.”

With a purpose-built workshop and an efficient system in place, Ruggeri has created a confidence and trust with the Mercedes-Benz vehicle owners of Geelong. With 23 five-star reviews along with rave comments, Ruggeri is thankful to be part of the Mercedes-Benz family.

“We have been lucky enough to be fully embraced by Mercedes-Benz Australia,” Ruggeri says.

Fortuitously, the number of Mercedes-

The workshop interior has the capacity to repair ten vehicles a week.

Peter and Diane Ruggeri (centre) with their team in the workshop.

Focussed on quality repairs, the workshop exterior reflects the Mercedes-Benz values.

Talking Shop

Benz on the road has increased over the last few years, and M1 Autobody Geelong’s strong reputation means it is a ‘no-brainer’ for many owners in their choice of repairer.

“We have seen a steady growth in Mecedes-Benz vehicles coming through the door. The vehicles aren’t just from Geelong either, they are from other areas as well, which is great to see,” Ruggeri says.

Finding the right fit

With nearly half a century in the industry, Ruggeri’s expertise has greatly benefited the industry in Victoria. Fostering a team with the right people who have a desire to learn, and grow is part of the workshop culture at M1 Autobody Geelong.

“We have a level of quality that we put on ourselves and our staff,” Ruggeri says.

“Finding the right candidates for our quality level can be challenging. We of course can provide training for the right people. At the end of the day, it is the attitude and attention to quality that we need.”

M1 Autobody Geelong has had multiple apprentices over the seven years it has been in operation. And in good news for automotive repair apprentices in Geelong, M1 Autobody will soon be on the lookout for a new apprentice.

“Our last apprentice was a mature aged person, who has just completed his apprenticeship. He has continued with us since completion and adds great value to our team,” Ruggeri says.

“We haven’t started looking for our next apprentice just yet, but we are always open to the possibility.”

Creating a healthy and balanced workplace and finding a way to manage people with a variety of skill sets is a priority for Ruggeri.

“We try very hard to take great care of our staff and their families. It is so important to understand their different personalities and needs, and adjust where we can,” Ruggeri says.

“We try to be as flexible with their work hours as we can. One of the

highlights of the whole year is when we have big ‘get togethers’ with our staff and everyone’s families are invited.”

M1 Autobody Geelong’s dedicated team of automotive professionals prides itself on having thorough knowledge of the Mercedes-Benz range. They are always ready and prepared to deliver the highest level of service, and constantly upskilling is part of the deal.

“We continuously train with Mercedes-Benz Australia, with each new vehicle and technology launch,” Ruggeri says.

“The training is mandatory for all, so you can’t possibly be left behind with technology changes.”

Award wins

M1 Autobody Geelong snagged the 2023 Mercedes-Benz Shining StarAutobody Manager of the Year at a recent gala event.

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

Ruggeri highlighted how the award shows the professionalism

of technicians in the repair industry and their commitment to training and continual improvement.

“We have received several awards from Mercedes-Benz Australia in our short time with them and have met some amazing people from all over the world with Mercedes-Benz functions and trips,” Ruggeri says.

Ruggeri has been through many challenges, changes, and triumphs throughout his long and successful career in automotive repair.

“We do see a lot of substandard workmanship and we all should know our limitations on what we can do. There are a lot of challenges in our industry, and it will always continue to be that way,” Ruggeri says.

Ruggeri pinpointed the greatest reward in the industry is having a loyal customer base who continue to return to his shop year after year, and the satisfaction that quality work brings to his team and clients.

“The wonderful clients we meet and their reaction to a job well done is probably the most satisfying part of the work,” Ruggeri says.

“Despite the many challenges and setbacks every workshop experiences, I do see a great future for the right collision repair businesses going forward.”

The team at M1 Autobody Geelong are constantly training to keep up with industry standards.

The good word

Word of mouth is a powerful referral in the repair industry and one service that is gathering a reputation for the ease and back-up support it brings to businesses is automotive diagnostics specialist Repairify.

The rate of change of automotive technology can be daunting even for the largest organisation, but how does a small repair business come to grips with the advancement of safety systems in modern cars and the prevalent OEM coding? One answer is to call in the experts who can ease this burden on already busy technicians.

After only a year since its launch in Australia, Repairify is building a reputation as having those experts on call who can help businesses big and small. Backed up by a global organisation that has been at the leading edge of automotive technology, Repairify diagnoses thousands of vehicles everyday across the globe. Its success around the world has been built on established and constructive partnerships with OEMs and its contractual arrangements for information are backed up by global partnerships.

Even with a right to repair law in

Australia and better access to OEM information, the difficulty for smaller businesses can still lie in the sheer volume of information on new vehicles and evolving technology. This can translate into lengthy delays for repairs.

But Repairify works with repairers to help deliver a goal that is shared by the OEMs, ensuring work can be completed quickly, with minimal reputational impact to the car brands and maximum benefit for the customer.

Although a 26-year veteran of the automotive industry, Dennis Tanti’s venture into collision repair with Promak Automotive is relatively recent but he is well aware of the issues faced by modern vehicle technology.

Offering calibrations, suspension work services and other mechanical and technical repairs in Traralgon, in regional Victoria, the task of tackling coding in modern vehicles for Dennis comes with added disadvantage of distance from a major city.

This is where Repairify’s remote diagnostics is coming into its own and in his eight months since signing on, the process has grown better and better and helped him toward his plans for business growth. It was through word-of mouth that Dennis first heard of Repairify.

“We were looking around for different systems, and we found with Repairify, a digital system that met our needs,” Dennis says. “Where other companies you had to buy into the tooling that you needed, but you didn’t really know what you needed, with Repairify, it’s a call and all the tooling is available. The main thing is the backup support.

“It’s just really simple,” he says. “You can get to know the initial setup of the system within a couple of days and it is quite easy to use.”

The shop deals with a wide range of popular cars from Toyota to Mazda and Kia, but it is seeing more European brands that come with more challenges

Repairify is building a reputation for making diagnoses simpler and faster for the workshop.

Images: Repairify

“We would have had to send that car to the dealership and with dealerships, you can wait eight to 10 weeks to get in… It was so much easier with Repairify.”

in the coding and Repairify is ready to adapt to these demands.

Dennis explains that some initial issues in the set up were overcome by the dedication and back-up support of Repairify staff.

“That was so good,” he says. “Especially Sean who organised all the follow up. He guaranteed that this would be fixed, and spent a week here. And yes, they got it working and all the vehicles are getting updated. They were true to their word.”

He says more and more models of cars became available and the backup ensured the Repairify team could customise the system depending on the geolocation and the kind of brands Promak were working on in the workshop.

“It’s been eight months that we’ve had the system now and it is so much better. They still upgrade this. It’s a constant upgrade for them. They’re always working on expanding and improving and getting new services, so that’s great.”

The expert support has not only added to the faster throughput of vehicles in the workshop but has given the business confidence in tackling more complex repairs.

“We definitely can get through more vehicles now compared to before,” he says.

“Where we were more probably hesitant in a booking, taking two or three cars for example, we can now book in five or six cars because we know that for example this car will take only half an hour, (to diagnose) and that car will take you an hour.

“We did have a Peugeot 3008 that needed a radar calibration, where the vehicle wouldn’t code at first, because they had a new radar, but Repairify were at it from day one.

“On day one, it didn’t work, so they were back on day two, saying try this and try that. We tried all sorts of different things, and in the end, it coded. But then we tried to calibrate it, and the vehicle wouldn’t calibrate, but they were very persistent and eventually it worked.”

Promak Automotive was able to turn the car around in four days when the alternative would have been much longer delays sending it to the dealership.

“We would have had to send that car to the dealership and with dealerships, you can wait eight to 10 weeks to get in, as the turnaround is so high. It was so much easier with Repairify.”

As well as adding to workshop efficiency and profitability, the faster turnaround has a positive effect on customers. This can be critical in the all-important referrals of word of mouth. It enables Promak to take on more work and say yes to more enquiries.

Customers also want things a lot quicker these days and they can want things fixed immediately, Dennis says.

One of the stand-out elements for workshops is Repairify’s back-up support dealing with the complexities of modern vehicles.

“But when it comes to cars, people are used to calling up and being told; ‘I can fit you in a month’, or ‘that’s going to take a long time’. So, it must be really refreshing to be able to hear, ‘Let’s give it a go.’”

Dennis said he is much more willing to take on new models and different vehicles, knowing he has Repairify behind him to back him up when he encounters technical difficulties

“I’ve had one just today, a call for a Toyota HiAce with a rear blind-spot radar. And I said to him, ‘Okay, bring it in tomorrow’. And I could tell by his voice he was stunned.

“I think our best feedback is when they return next time. But when they come back two weeks later, obviously they must have liked what we did.”

Being able to better serve the customer has helped the reputation of a small growing business not only through word of mouth but in the quality of results. For Dennis it is like having a back-up team of experts on call to tackle any technological barriers.

“If I get stuck with a calibration of any sort, I can ring one of the team, then they’re happy to help. It is easier to diagnose an issue with the vehicle. I’m understanding the system better now and if I don’t understand, I can ring one of the guys up, and they’ll guide me through over the phone.

“Being simple to use, you’re going to get more work in, more turnover of vehicles. I would definitely recommend it because of the backup support.”

Fast-cure low-energy technology will add to workshop efficiency.

Images: Axalta

Forging the future

When it comes to playing a role in helping shape future talent for the repair industry, few people have done as much as Carl Tinsley. And if TAFE’s next generation is crucial to relieving some of the ongoing skills shortage, there is real promise ahead.

The flow on effect from positive mentorship and guidance is an invaluable asset to young people starting out in their careers.

Carl Tinsley from TAFE NSW is an example of an industry leader who goes above and beyond for his students, and cheers them on every step of the way.

NCR Lifetime Achievement Award recipient, Carl Tinsley, has been a

longstanding and respected figure in the automotive industry.

For eighteen years, Carl has been a vehicle refinishing technology teacher at TAFE NSW and has mentored many young industry talents.

When talking to Carl, it doesn’t take long to understand what kind of teacher he is.

Not one to boast about his own

achievements, Carl ensures the conversations surrounding his career are focussed on celebrating his students’ successes and achievements.

His caring and passionate nature has created a community of students in automotive that keep in contact, even after they finish studying at TAFE NSW.

His achievements are well documented and celebrated, but Carl and TAFE NSW’s work in getting 30 per cent of females enrolled in the trade, is also an integral part of the industry’s future.

Carl, along with being a winner of NCR’s Lifetime Achievement Award, was a guest speaker at NCR’s Sympsoium24 in June, where he shared his insights into the industry. This month, we continued the conversation to celebrate Carl’s mentorship, and to further discuss the challenges and dynamics of the industry from his unique perspective.

Carl Tinsley at TAFE NSW teaching his students.

Classroom theory of vehicle spray painting.

Before teaching

Carl has witnessed tremendous change in the industry. Starting off as a spray-painting apprentice in 1980, and then moving into a sales role at paint company Standox, Carl understands the industry’s paradigms from multiple angles.

“It was at Standox that I first got involved with TAFE NSW. After a while TAFE NSW offered me a job teaching night classes,” Carl says.

“There was a broad range of students in the night classes which made the teaching really interesting. Some people were after a career change and knew they had a passion in cars or spray painting and wanted to try and learn more about it,” Carl says.

Carl progressed from teaching night classes part time to becoming a full time teacher with TAFE NSW.

“It’s been a very rewarding career, and

the industry has been very good to me,” Carl says.

Industry change

The automotive industry has had an identity shift over the past few decades, and Carl has had a front row seat to the transformation.

“We have gone from a cottage industry to a professional, corporate setting,” Carl says.

“This notion has really accelerated over the last ten years. The industry has become more sophisticated. With huge leaps in technology.”

The industry has seen the uptake of new materials, and industry leaders are continually pushing the boundaries with new technologies, materials, and advancements, he says.

“In the past few decades, we have started to see the use of materials that had only been used in the aircraft

Carl and Maxine representing Australia at the WorldSkills Competition.

Carl with his student Maxine Colligan after she won a gold medal for vehicle spray painting at the WorldSkills Competition.

Carl and his student Bella Turrise with her national gold medal at the WorldSkills Competition.

“Training is paramount to our industry especially with the advancements in tech like the new materials and ADAS,” Carl says.

“We are being hit with a tsunami with all the new technologies in modern vehicles and we need to keep pace with the technology.”

Weaving EVs and ADAS into the curriculum at TAFE NSW has been part of the challenge.

Australia has one of the oldest car parcs in the world, and while the adoption of Electric Vehicles has been slow, it has rapidly increased over the last five years.

TAFE NSW acknowledges the need for equipping future repairers with EV training and education.

While there are already teachings in place that explore EVs and systems like ADAS, TAFE NSW is continually exploring pathways to improve their course curriculums.

“We run a lot of bridging courses for mechanics at TAFE NSW for EVs and ADAS training,” Carl says.

“It’s a space where we need to do more work. TAFE NSW is really taking charge of ensuring the curriculum includes technology like EVs and ADAS and delivering for the students.”

Recruitment

It is no secret that there are international and industry wide recruitment issues in

young people and mature aged students into joining the industry.

“We run pre-voc courses for unemployed people who have left school and they are at a loose end as to which direction they want to take,” Carl says.

“The course is six months and we split the time between panel beating and spray painting. We then give students work experience with potential employers. We find that the students who do this course will always get a job afterwards.”

For high school students, or recent graduates, TAFE NSW also has numerous other programmes available. These programmes bridge the gap between finishing school and beginning a trade or an apprenticeship.

“We have a YES (Youth Engagement Strategy) Programme where we go directly into schools and pick up disengaged high school students,” Carl says.

“So rather than going to school they come to TAFE NSW for 1 day a week for a ten day period. It is a bit of a taster of

what it’s like to be in the industry. We find that these high school students then go on and enrol in TAFE NSW or become apprentices.”

TAFE NSW aims to foster people’s talents, despite learning difficulties or disabilities.

“Around 22 per cent of our students have a recognised learning disability, and it is usually around language and literacy,” Carl says.

“The support services at TAFE NSW help everyone to get through their courses.”

Raising the profile

To attract more people into automotive, the profile of the industry needs to reflect the modern and professional landscape of the trade.

“Hands-on practical experience really benefits the exposure to the industry,”

Carl says.

“There are other pathways outside of university. At TAFE NSW we offer multiple courses that will allow you to have a rewarding and high paying career.”

Carl and Maxine celebrating a silver medal at the National WorldSkills Competition.

A 44-year career, Carl has been a positive influence for students.

TAFE NSW has found that the persuasion to join the industry lies heavily with parental figures.

“We found the biggest driver to whether a young person will join the industry is their mother. If the mother thinks it’s a good idea, then chances are, their child will join,” Carl says.

Although the perception of the industry will not change overnight, bringing students into workshops and trade schools highlights the successful evolution of the trade.

“We are a corporate industry now, not the dusty old workplace that people initially think of. There is so much opportunity now,” Carl says.

Carl cites the ACIA (Australian Collision Industry Alliance) as the main body that aims to raise the profile of the industry.

“At TAFE NSW we try to get people early in their careers and try to build the bridge for them between school life and work life,” Carl says.

“We are also trying to get young people into the automotive industry, but we are competing with construction, plumbing and so on. It is all about raising the profile of our industry, showing that it is a great career choice to make,” Carl says.

Females in automotive

TAFE NSW and Carl are advocates for female representation in the automotive industry. Two of Carl’s students, Bella Turrise and Maxine Colligan have won multiple awards on national and international stages.

“This year we have a 30 per cent intake in female students at TAFE NSW, and they are performing so well,” Carl says.

Carl praised the females entering the industry, crediting their determination to succeed as a reason for their great results.

“They get a bit of negative feedback for joining a trade. And they turn around and prove everyone wrong,” Carl says.

“We are getting more females through the YES programmes and pre-voc courses, so we know it is working. At TAFE NSW we are great at providing that hands on experience.”

Reflecting on students

Carl takes immense pride in his students, and encourages them every step of the way to achieve their goals.

“We’ve had so many students excel and it is fantastic to see,” Carl says.

“Some have not only excelled in TAFE NSW but they have taken their training at TAFE NSW and what they’ve learned at work and have won awards on the international stage against the best in the world.”

Carl cited dedication, and a thirst for knowledge and education as key indicators of success for students entering the workforce.

“I have students wanting to know everything they can and experience everything they can in the industry. They are great qualities and attitudes to have,” Carl says.

Carl also promotes and encourages students to join and participate in the extra curricular activities, such as the WorldSkills Competition and the various industry awards on offer.

Carl is also to thank for the future leader section in the National Collision Repairer magazine. He came up with the idea 15 years ago as a way to celebrate the industry after a challenging few years.

“It is encouraging for students to get their faces into a magazine. It is also great for employers to see that there is fantastic talent coming out of TAFE NSW. It is a great way to celebrate the industry,” he says.

Creating a community

There is no doubt that Carl has fostered a community in the industry. During

NCR’s interview with Carl, he received a missed call from a former student. He shared that he keeps in regular contact with his students, and constantly looks for ways to connect them with jobs and apprentices.

The bond he creates with students is a testament to his dedication and passion for not only the industry, but the willingness to watch his students succeed.

“I have been a big promoter of creating an alumni at TAFE NSW. So we have previous students who have had success helping the up and coming students,” Carl says.

“I had one of my students Bella Turrise at the WorldSkills competition, and I had Maxine Colligan, another former student, helping her as a mentor.”

Carl would also bring in students who had a desire to learn and observe the process.

“It is all about seeing what it’s about. A lot of the time it is the fear of the unknown that makes students hesitate when branching out from TAFE NSW. I like to show them as much as I can to best prepare them,” Carl says.

Carl’s focus is always on his students. In a common theme throughout the interview, when asked about personal achievements, Carl continuously brought it back to his students.

“It’s great to see the apprentices and students being presented opportunities and grabbing them with both hands. It is great to watch that and help facilitate their growth where I can,” Carl says.

“I can’t think of a better industry to be in.”

Carl with Bella after her TAFE NSW Excellence Award.

Future Technology

Wake-up call

In the eight years since advanced driver assistance systems became a frequent feature of new cars, there is concern the repair industry has not kept pace. Now that cameras, sensors and the complex coding associated with them are almost standard in modern vehicles, there is a sense of urgency that repair workshops are equipped and skilled to complete this work safely.

The Australian government is proposing to have an Automated Vehicle Safety Law complete by 2026, opening the door for higher levels of ADAS in vehicles operational on our roads.

But as far back as 2017, when the National Transport Commission began work on its analysis for the regulatory framework for an automated vehicle law, it was already flagging the significance of liability and repairs.

In 2022, the NTC’s policy paper on the regulatory framework for the government noted the potential impacts of repair work.

“Modifications or repairs to the nonAutomated Driver System elements of an automated vehicle (the vehicle hardware) may adversely affect the operation of the ADS – for example, by obstructing sensors,” the report states.

The knowledge gap

“This obstruction could be caused deliberately or inadvertently, and by a private individual or a licensed vehicle repair/modification business.”

It notes that state laws regulate the repair and modification of conventional vehicles, and it suggested these laws would continue to apply, closely interacting with a new Automated Vehicle Safety Law.

“As part of this work, states and territories may need to consider whether it is necessary to amend their laws to prohibit vehicle hardware repairs or modifications that have an adverse impact on the operation of an automated driver system. (They) should also consider whether any regulatory amendments and/or guidance is needed to ensure modifications and repairs to vehicle hardware do not adversely impact the safety of ADSs.”

The pace of technology is such that the automated systems are already in many vehicles presenting in repair workshops in 2024 and their correct repair is requiring more sophisticated and expensive diagnoses and calibration. The issues arise when a workshop is not ready for these tasks.

One experienced industry expert who has voiced his concern at this lag in knowledge and training for new automotive technology is ADAS Solutions director Adrian Parkes.

Appearing at NCR’s Symposium24 panel on future technology, he stressed that for the sake of safety and viability, the repair industry could not act like it was ‘business as usual’ and needed to take the lead in meeting the upskilling challenge.

“I think the industry has muddled along for a while, just doing stuff that it’s been doing for the last 50 years,”

Parkes says. “I’m not going to say snuck up on them, because the change has been coming for a while now, but they’ve not really paid enough attention to it. Now they find themselves in a position where we’ve got ADAS, and multiple different sorts of emerging propulsion technologies whether it’s hybrid, whether it’s EV, hybrid or hydrogen.

“There’s been a lot of change in the last five to 10 years in the industry, as far as technology goes, along with other developments too in body electrics and lighting. These are technologies that are pushing the boundaries, and yet we have some in the industry still thinking, that it’s just a headlight and we can just easily replace it.”

But he says the sophistication of modern cars means without the right tools and skills, repairers could effectively be shut out of the vehicle undermining their ability to repair

Director of ADAS Solutions, Adrian Parkes (left), MTA NSW, RTO compliance and operations manager Anthony Tomassetti, and Hella Gutmann territory manager Steven Hine (right), on the Technology in Collision Panel at Symposium24.

Image:

PCM

them and their business’ profitability.

“As we get more and more connected vehicles, we’re going to get more and more security gateways. We’re going to get manufacturers trying to shut the aftermarket out. The only way around that is to use genuine manufacturers’ software to be able to overcome security gateways and to be able to code and program control units that historically have never needed to be coded and programmed.”

He says that while twenty years ago high value parts were protected with coding and programming was limited to a few luxury makes from Europe, the practice is now on most brands.

“And that is catching a lot of repairers out.”

Training Dilemma

Parkes says the solution to repairs with ever-improving technology, including ADAS, lies in the readiness to upskill and embrace ongoing training.

“Unless you’re working in a dealership and you’re getting factory training, the dealer training from the manufacturer at their training centre, it’s not happening.”

He says while the TAFE model has served the industry well in delivering trained apprentices, a graduating qualification at the start of a career is not enough when technology is changing so quickly. It now requires

a new training model where skills are updated regularly.

“What about in five years’ time when I need to be updated? What about in eight years’ time when I need some more training on that new technology? It’s just not there.”

He says the key problems lie with availability of the training and recognition of industry standards. While ADAS Solutions has partnered with MTA Queensland and MTA SA/NT for industry training courses, one of the issues is around industry confusion about whether it is recognised as an industry qualification.

“We’re talking about updating, about high-end, cutting-edge industry training - but it’s not readily available.”

Parkes would like to see an industryled unified approach to the training gap, whether it was run by the MTAs or a national body like the Australian Automotive Aftermarket Association. He refers to a model in the UK where the Institute of the Motoring Industry takes a national approach to technology training with accredited courses.

“We need somebody like that to stand up for the industry, from a training perspective and updating on new technology, and roll it all into one. I think there’s a desperate, desperate need for it.”

Parkes’ fear is a lack of action on

training could lead to poorly completed repairs that compromise ADAS device safety and even further accidents.

“In the US, the NHTSA are starting to monitor fatal accidents in this light. If it fits within a certain sort of classification, then they’ll investigate it further to try and ascertain what the cause was and why it happened, and if it could be attributed to an ADAS system not functioning correctly.”

But Parkes’ concern is this data is not yet being collated in Australia, so it is difficult to measure the impact of poorly executed or incomplete calibrations. He says while many workshops are looking seriously at the space and equipment they need to invest in, he describes some as having a makeshift approach that appears reckless. He has seen approaches to calibration in workshops, he describes as the ‘wild west’.

As a way forward for the industry, he refers to a UK model, a code of practice set up by the Thatcham Research Institute with six compulsory steps for the correct repair of any vehicle with ADAS. These guidelines are endorsed and required by 31 major international insurers in the UK.

“Thatcham have a code of practice that they developed five to six years ago, for this exact scenario. And that code of practice is probably the best in the world, and something that we need to adopt as an industry and a country. And if you are going to turn up and do this work, it’s a correctly trained person who does the work and provides the correct documentation and evidence.”

His advice for small businesses is the pressure of the technological change means they need to make critical business decisions to adapt to new vehicles and ensure they get repaired correctly. He says one of the biggest limitations for smaller businesses is establishing the correct environment for calibrations in the workshop and this requires space.

“You need to sit down and work out what you’re going to do. Are you going to invest what could amount to $200,000 in a new location, premises and other equipment? If you’re not

Correct calibrations require knowledge, skill and an investment by the workshop.

Future Technology

going to do that, then just don’t do it. Outsource it and get it done properly.”

Parkes says given the potential costs and delays of outsourcing ADAS calibrations, even for something relatively common like a windscreen replacement involving a camera, it means business will have to look hard at their profitability and he urges them to learn as much as possible from repair models all over the world.

“Start to do your due diligence and start to look at what the landscape looks like from an equipment and a potential future investment versus return scenario.,” Parkes says.

What ‘s next

But Parkes reiterates the rate of change is being driven by the automotive manufacturing industry and the consumer appetite for technology.

“Industry always has, and always will be, one of pushing the boundaries of technology and pushing that into a sales scenario. We’re now seeing manufacturers getting more and more creative and adding more functionality around this technology.”

He sees driver and road condition monitoring as just the start of these developments.

“As we push into level three, and the vehicle has a higher level of autonomy,

then obviously the vehicle needs to perceive its surroundings even more accurately than it does today. We’ll see microphones on cars, cameras in the passenger compartment and precipitation sensors.

“We’ll also see a more enhanced GPS location system.”

Parkes stresses innovation is shaping the car parc through customer demand and the repair industry must be ready to meet the change.

“They’re just a few things that we’re going to see in the next 12 to 24, months on vehicles that are being sold out of showrooms.

“That’s not a lot of time.”

The Department of Transport chart adapted from SAE’s Levels of driving Automation aimed at clarifying the five levels of ADAS.

Source: Australian Government.

What matters now

In anticipation of next year’s federal election, the MTAA has zeroed in on ten crucial issues that will frame the future of the automotive industry in Australia. For repairers, two of these priorities could directly impact their businesses, with an opportunity to have their say opening this month.

shortages of staff and relations with insurers.

This is why the MTAA is pressuring government for action on a raft of skills policies and other training and equipment support. But it also wants government support on another of its highest priorities, one that is specific to collision repairers, forceful advocacy for the key document governing relations

that will really serve the industry,” Hobbs says.

The MTAA has long argued that to be effective, the code needs to be mandatory and wants government to enshrine that nationally in legislation. It also wants an independent chair to resolve disputes and keep all parties accountable.

But Hobbs also stresses the sense

addressing their issues.

In its submission, the MTAA has said “the power imbalance between small to medium automotive retailers and large corporate entities, including multinational automotive companies and insurers,” is a top priority and the code will be crucial in addressing it.

“Body repairers are currently encountering several challenges in their

Improving the outcomes for repairers and insurers is one of the wider aims for the MVIRI Code of Conduct.

interactions with insurers. For instance, insurers are bypassing the need for skilled assessors by outsourcing these evaluations overseas. Furthermore, the existing Code lacks enforcement mechanisms, which limits accountability towards insurers,” it notes.

While the Code is mandatory in NSW and SA, and is under consideration in Tasmania, the MTAA wants a national approach and argues the absence of penalties for non-compliance, results in a lack of accountability and undermines its value.

Keeping track

The motor trades associations have three seats on the Code Administrative Committee as well as financially supporting its operations, so Hobbs sees it as important in representing the interests of the 4500 repairers and ensuring a new code that can help solve their problems.

The issues repairers are facing are documented, fed back to the committee and regularly tabled at meetings of the Australian Motor Body Repairers Association to ensure this is exactly what the code is targeting.

“Part of the pain point, and I’ve talked to a lot of body repairs people now, is we keep telling them about this, and it doesn’t seem to change. And so, my way of changing that situation, is to say let’s document where we think the pain points are, and what’s the process to address them.”

Making progress

Hobbs says he understands some of the frustration of repairers who are busy trying to run their businesses under pressure and have experienced years of issues that have not been resolved. But he assures them progress was being made on the code.

In September the draft rewrite of the code should be completed by specialist law firm MST lawyers, and this will be followed by a five-to-seven-week consultation period.

Hobbs says this rewrite was a potentially epochal point to improve what has been a difficult history, and for

this reason stressed its urgency and the need for repairers to be involved in the consultation.

“I want to try and push it forward. Then we’ll go to stakeholder consultation, and that’s a five-to-sevenweek period. Then, I want to lock it down and try and get agreement so we can look at implementation from the end of October through to December.”

He said this timeline is being backed up by the accountability of the bodies involved.

“AMBRA is scheduled to meet every month this year. That’s critical to make sure that we have the discipline of not only having meetings but involve people that know the industry inside out and live it, to help us go on this journey.”

Once the rewrite is complete, the discussion from the industry will be critical, he says.

“It is making sure the people using it are letting us know their feedback and how it’s working, and whether it’s something that they see as an improvement, and where possible tweaks are and what will make this better.”

Collaborate and compromise

The collaboration of the industry will also be vital in ensuring a comprehensive and evidenced based case can be made to government to ensure their support and action.

“I need to make what is a very complicated situation clear and compelling to get change in government. And so, the election blueprints part of that, the code rewrites part of that,” Hobbs says.

Hobbs says effective change will be driven by the collaboration of all the parties including the Code Administrative Committee and the insurers who were critical part of the industry. The Insurance Council of Australia also has three seats on the CAC.

“The ICA, ultimately, they’re a partner, because we’re doing this together. They’re paying for half of it, but they’ve got stakeholders too, so we’ve got to make sure that the process

gives us time to get their agreement.”

Hobbs also wants to explode the myth that the code development is being written and controlled by the insurance industry, rumours that have potentially developed from a perception of delay or lack of information.

“Nothing could be further from the truth,” he says. “Our position is, we not only have to show what our future activities are but be held accountable to things that we put in black and white, And we also have to tell people what we’ve been doing. Because there’s a lot of hard work that’s happened.”

Hobbs says the transparency and accountability of the whole code development process were important in establishing the trust of all parties and the cooperation as an industry will be crucial to government support.

And one thing Hobbs is saying is key to getting momentum from government is backing up the advocacy of ideas with urgency and action.

Expanding automotive skills

In other issues affecting repairers, the MTAA has also put skills support and addressing the recruitment shortfall in the automotive industry on the top of their list to government.

While the problem is well documented, and its urgency highlighted by a shortfall of about 40,000 workers across the automotive repair sector, the MTAA is also seeking

MTAA CEO Matt Hobbs

practical solutions and has outlined some key steps where it can take demonstrable steps toward to meeting the gap.

They want the government to fund national industry school pathway programs led by automotive industry groups to encourage young people to undertake a career in automotive.

To back this up they also want support for an industry-led mentorship scheme to improve apprenticeship completion rates and ensure qualifying candidates are suitable to continue in the workforce.

The MTAA wants the $15,000 Priority Hiring Incentive to be reinstated and linked to retention to encourage apprentices to complete their training. In addition, they want the added incentive for employers by halving the training levy for businesses who demonstrate evidence of a strong investment in training or sponsoring skilled migrants.

They also want the government to create tax incentives or direct subsidies to alleviate engaging mature-aged apprentices, given the costs of over 21-year-old employees.

Investing in the future

Like the AAAA, that has made a strong case to government about the urgent

need for training in the aftermarket, Hobbs believes government support is important to ensure the whole ecosystem of servicing and repairing new low emissions vehicles is ready for the transition.

“We could have over two million EVs on the road by 2030,” Hobbs says.

“That’s a conservative forecast we’re potentially looking at. We think around 30 per cent EVs will make up sales in passenger vehicles by 2030 and even if it’s a margin of error of five per cent up or down, that’s a lot of cars and a lot of workshops that need to be ready for them in the years after that.”

Hobbs believes safety of automotive workers repairing EVs is one of the imperatives and this lead-in time allows the Australian industry the opportunity to learn from mistakes that have occurred overseas.

The MTAA is advocating for support co-ordinated skilling pathways for the existing workforce to develop EV skill sets, including the critical ability to power vehicles down and work on them safely.

They also want the government to provide automotive retail businesses with direct subsidies or tax offsets for investment in new tools and safety equipment for EVs, including new hoists

and safety equipment for workers.

Part of this is a request for a $3,000 tool allowance to eligible automotive technicians to support technicians to assemble the necessary tools needed to service and repair EVs.

The MTAA also wants the instant asset write-off and increase it to a total of $50,000 to assist automotive retailers to invest in EV related equipment for their businesses.

Other

key items on the MTAA wish list

• Ensuring a fair implementation of the NVES by rebuilding the ROVER system and constantly monitoring the scheme’s implementation

• Abolish the Luxury Car Tax and adjust the Fringe Benefit Tax to better support the uptake of hybrids, plug in hybrids and EVs

• Strengthening the Franchising Code of Conduct

• Enhancing consumer protection measures under the Australian Consumer Law

• Establishing an end-of-life vehicle program

• Expanding the Motor Vehicle Service and Repair Information Sharing Scheme

• Establishing a National Approved Vehicle Examiners Scheme

Advocating with politicians on behalf of the automotive industry is a key role of the MTAs.

Special Report

Not there yet

The shortfall in charging infrastructure remains a barrier to the more widespread uptake of EVs and while opportunities exist for repair workshops, there is more action needed from governments before the public’s confidence is assured.

Within a year the federal government’s New Vehicle Efficiency Standard will be in place and some automotive manufacturers are marketing aggressively to what they see as even stronger EV sales. However, confidence in their reliability has been met with a variety of challenges, from range anxiety, longevity, cost and the lack of charging infrastructure.

The development of public and private charging sites is often partly reliant on government funding, and a recent $100 million boost from the federal government highlights its position in aiming to increase uptake and facilitate their use, following the landmark legislation. This was aimed at allowing Australian petroleum company, Ampol to roll out 200 more electric vehicle chargers across their service stations but has hit delays with power network issues. Data from the Minister for Climate Change and Energy indicate the number of EV chargers across Australia has almost doubled in less than 18 months.

“With more Australians opting for cheaper-to-run EVs we need to make sure we’re keeping up with demand for charging. We’ve already seen growth in EV charging locations from 464 in December 2022 to around 900 at the beginning of 2024,” Minister Chris Bowen said at the Ampol announcement.

“This $100 million investment from the CEFC will help continue the Australian Government’s work to make sure EV drivers have access to charging where and when they need it.”

The federal government has also earmarked $60 million in the May budget to assist automotive businesses to install EV chargers at their premises.

The details of what this package could mean for crash repair businesses or general service workshops are yet to be revealed.

The uptake of EVs

While the funding is a positive step forward in creating the infrastructure required to encourage EV uptake, there is still some lag in public perception. A recent RACV survey, has showed range, and the infrequency of charging points, along with purchase price, remained major obstacles in the uptake of alternative low-emissions vehicles in regional areas of Australia.

The RACV’s My Country Road, (see page 33) that surveyed 7000 drivers from regional Victoria, found that while more than a third have

considered buying an EV, less than one per cent currently own one.

The results showed 36 per cent of participants have considered buying an EV but only 0.7 per cent of the survey participants are current owners. This is reflected in the national picture where despite the total number of EVs doubling by January 2024, they remain only about one per cent of the overall car parc.

After much higher EV uptakes in some countries across the globe, some of the initial problems with EVs are having a flattening effect on growth. Sales in the US and China are down and many car manufacturers are readjusting uptake targets and their transition times to all electric ranges.

In Australia, the June figures from the Federal Chamber of Automotive

The availability and distribution of charging stations remain a barrier to EV uptake, particularly in regional areas.

But total sales for EVs so far in 2024 grew 16.5 per cent up on 2023 with 50,219 new EVs on Australian roads.

Lack of charging infrastructure

The Electric Vehicle Council head of energy and infrastructure, Ross De Rango highlighted the key points in addressing the potential solutions to the lack of infrastructure for EV chargers.

“In an ideal world, there would be enough public charging equipment that queuing for EV charging during peak periods is relatively uncommon – much like queuing for petrol is relatively uncommon,” De Rango says.

“On this measure, Australia is currently a bit underdone in terms of public charging equipment, but the situation has improved over the last two

of EVs.

“Prospective EV owners need to have confidence in the ability to charge when they need to, before they buy the car. By the same token, public EV charging deployments should not lead the uptake of the cars by too much, or the charging sites will become uneconomical to run, and costs to consumers will rise,” De Rango says.

De Rango highlighted the challenges with the accessibility to EV chargers.

“Some regions contain major highways that need on-route charging to be available, some regions contain lots of homes without off-street parking (meaning they’ll have lots of EV drivers who can’t charge at home), and some regions have neither of these things,” De Rango says.

There are already many tools which allow EV drivers to find public charging stations. Mapping tools such as Plugshare and A Better Route Planner show the public where charging point operators are across the country.

“Other tools are essentially integrations into the vehicle navigation systems with live status of the chargers. For example, if I set a destination in my wife’s Polestar that is beyond the battery range, the vehicle navigation system will identify high power chargers on my route, with live

nature will keep emerging as market participants innovate and compete; consumers will choose the ones they like best.”

At this stage of the EV uptake in Australia, government funding is crucial for the deployment of charging equipment, as commercial opportunities are limited, he says.

“There’s a spread of government support programs at state and federal level to close the gap, which have worked all over Australia (and overseas) to ensure that the deployments run somewhat ahead of the uptake of the cars. The NSW State Government has run some of the best programs of this type in the country,” De Rango says.

After the financial backings and the commercial opportunities are present, the next step is to navigate the regulations and processes around the construction of new public charging sites.

“For example, securing a new connection to the energy networks often takes many months. Some of our energy networks are also refusing to adequately support reforms (such as enabling second lines of supply to commercial premises) that would make EV charging deployments quicker, easier, and lower cost.”

Image: Electric Vehicle Council

Drivers want to be able to recharge as conveniently as they now fill up at a service station.

The EVC team are strong advocates for more infrastructure to build public confidence.

Back-To-Basics: Hot or Cold Straightening

When the heat is on in the workshop, it pays to get things right. So that’s why understanding the difference in applications for hot or cold straightening is critical for body repairs.

Sometimes going back-to-basics can make the difference between a quality repair and a failed repair. When it comes to straightening vehicle parts without heat, there are a few things to keep in mind.

Cold straightening is the process of straightening metal without using heat; for example, removing damage from a panel with a hammer and dolly or pulling a damaged rail without heat. Generally, minor damage can be repaired without heat depending on the construction material, thickness of the part, or the extent of damage.

Straightening certain materials, such as aluminium or ultra-high-strength

steel (UHSS), without heat will often cause the part to crack. Sometimes when cold straightening cannot completely remove the damage, limited heat may be applied to assist moving the molecules to help reduce the chance the part will crack. It is important to keep in mind that heat should only be applied if allowed by the vehicle maker.

If a vehicle maker specifies that cold straightening is not allowed, then no repairs can be performed, replacement is the only option.

Examples of cold straightening:

• Glue pull repair (GPR)

• Paintless dent repair (PDR)

• Hammer and dolly

• Straightening structural/non-structural damage without using a heat source

A question often asked of the I-CAR instructors is, “Can heat be used to straighten?” Several OEMs provide steel repairability matrices that provide heating times and temperature limits based on the type of metal being repaired, while other OEMs have restrictions on using heat at all.

One OEM has a General Information Body Repair, Body Collision Repair manual which is found on its service site and while it does not provide specific heat guidelines for all material

Whether the technician uses hot or cold applications, they should always follow instructions of the OEM.

Images:

types, the manufacturer does give specific operations in which heat is allowed.

Found in Important Notes for HighStrength and Ultra-High-Strength Steel the OEM states: “For safety reasons, high-strength body panels must not be heated when reforming as with normal body panels!”

This manufacturer also states in their Dent Removal Procedures, Aluminium Panel area:

• “If the material stretches, this can be corrected by applying heat and retracting.”

• “Do not exceed the maximum heat of 150°C (302°F) during retraction; otherwise, the component may become damaged.”

• “Replace the part if a tear forms when removing dents.”

• “No tempering colours can be recognized when heating aluminium. Therefore, the temperature must be determined using thermo-strips.”

The Straightening Procedures on Vehicle Structures states: “Body and floor assembly in series production are produced predominantly from coldformed deep-drawing sheet metal. For this reason, reshaping accident damage should be carried out in the same way.”

To summarize, this particular manufacturer approves the use of heat for repairs during dent removal on aluminium panels with the aid of thermo-strips only. Mild steel panels (normal steel panel < 160 MPa) material strength and corrosion resistance are negatively affected if a panel is heated.

Course Spotlight

Identify structural steel

From this course a technician is able to explain different steel types, where to find the information on steel identification, where different types of steel are commonly used, and repair considerations for the different steel types.

Topics consists of the following:

• Explain the difference

When it comes to straightening it is crucial to know the type of steel you are working with.

As you can see, there are specific use of heat guidelines that need to be followed to maintain structural integrity. Using heat during a repair when it is not permitted, can compromise the vehicle structure and passenger safety.

Several OEMs provide a steel repairability matrix that provides information on when use of heat is allowed. Many OEMs also specify heating and temperature limits based on the type of metal being repaired.

A key aspect when it comes to straightening is to know the type of steel you are working with. Heat can permanently damage certain metals by breaking down the molecular structure that gives it strength and memory. This is very important information to know, as vehicle structures are made to keep passengers safe in the event of

between yield and tensile strength.

• List the different alloys used in the manufacturing process for steel strength.

• Explain how work hardening can affect the repair process.

• Identifying different types of steel and where it’s used.

• Explain how hot stamped and boron-alloyed steel is

a collision. Weakening metal with heat can put passengers at high risk.

The introduction of High Strength Steels (HSS) such as Aluminium and Ultra High Strength Steels (UHSS) has forced us to start reevaluating the “old” methods of repairing vehicles. With the emergence of newer, stronger steels and the growing usage by automotive vehicle manufacturers, to the point where they are making up a greater portion of the metals used in vehicles, we need to question if the old repair methods are still valid. It could happen quickly that the outdated methods become unusable if it has not happened already.

Lastly, always follow OEM procedures and recommendations when it comes to using heat for repairs to ensure a complete, safe and quality repair.

used in vehicle construction.

• List HSS repair considerations.

Course Code: ST060E01

Course Format: Online training with post-test

Points: 0.25

Estimated Duration: 1 hour

Meets training requirements for structural technician

Running with a second chance

If there is one thing Bella Turrise can do well, it is making the most of every opportunity that comes her way. Luckily for Bella, she has many talents and passions that have led her towards a rewarding and satisfying career path.

At just 25 years old, Bella Turrise has already made a name for herself in the automotive industry. While she has multiple awards to her credit and industry articles written about her, Bella’s grateful and humble nature belies these achievements and she attributes her growth to the many lessons she has learnt along the way.

With an inspirational mentor in industry veteran, Carl Tinsley, (see page 16 of this edition of NCR) and a strong family network, Bella has the support to develop her skills as far as she is willing to take them.

Whether her skills are put to the test in international competitions, or in her everyday work, Bella takes challenges

spray painting, Bella is only just getting started.

Developing a passion

Bella is currently working at Schmick Scratch and Dent Assist in their mobile van as a vehicle spray painter. A welcome change from repairing in a workshop, Bella drives to customers’ houses and performs small repairs on wheels, plastic parts and panels

“It is great to be out of the workshop and get out and about,” Bella says.

“I love to see the end result of my work. But now that I’m in the job that I am, it is also about the customers. I love chatting to people and sharing my knowledge.”

“Customers that I go to often say that their children are interested in art, and I say that I was too and this is where I am. So maybe it might be right for them as well. I always tell them that it has changed my life for the better,” Bella says.

Family

strength

It hasn’t always been smooth sailing for Bella, but she credits her upbringing as a main motivator in achieving her goals.

With a self-described rough start to life, Bella was adopted at the age of three after being in and out of the foster care system.

“I got a great second chance with

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

One of Bella’s spray painting works.

Images: Bella Turrise

Bella in her Schmick’s work van, servicing and repairing cars on the go.

a new family. They brought us up the right way, gave us the opportunities we needed,” Bella says.

“I had support at every turn I took. They were great role models. They both worked, and drove, and looked after their home and belongings. It is great to see that growing up because it gives you the desire to want that for yourself one day.”

“My mum and dad gave me the drive to make the most of my life. I think I am doing okay so far.”

Industry cheerleaders

After completing school, Bella moved to Sydney to try out university, but quickly realised it wasn’t for her. After hearing about working in a trade from a friend, Bella tapped into her experience in an automotive class in high school, and decided to enrol in a TAFE course.

“For my automotive class at school I completely restored my grandfather’s old car. I got it up and running, and I gave it a total re-spray. There was all sorts that went on with it and it was a big achievement for me over the school year,” Bella says.

“I like hands-on learning, so doing a trade was a great option for me.”

Bella highlights the support from her TAFE teacher, Carl Tinsley, as a turning point for her love of the industry.

“Carl encouraged me to enter the WorldSkills Competition and everything really snowballed from there,” Bella says.

a trade to ask around about the WorldSkills competition because it is the best experience and you gain so much from it personally and skills wise,” Bella

“The community involved is incredible. It was a life changer for me and it helped with my career a lot. Carl is a big part of that. He would offer it to everyone in class, the whole way through and it was up to us to take the opportunity. Not all the teachers do that though which is sad, because it is really good for the apprentices,” Bella says.

Not only did Bella have support from

too.

“The AMA Group were amazing with their support. They gave me time off and helped to sponsor me. It was more than I could have ever asked for,” Bella says.

Bella expressed her gratitude at the amount of support she received early on in her career.

“When I started at my first shop, they were swapping over their paint systems to Glasurit products,” Bella says.

“The Glasurit team saw me, the only female in the workshop and we started chatting. I told them I wanted to paint my car and I asked whether they had any

Bella with her TAFE teacher, Carl Tinsley after winning a gold medal at the WorldSkills Australia Competition.

Bella during the WorldSkills Competition in 2022.

Bella has had many cheerleaders supporting her every step of the way.

Future Leaders

tips. I wasn’t expecting them to pay for it at all, but they did and they sponsored me to paint my car. I couldn’t believe it.”

The encouragement and willingness from the team at Glasurit, and her teachers at TAFE to see Bella succeed has propelled her desire to learn and grow.

“To be rewarded straight off the bat like that was so great. It was fantastic that they were willing to do that and promote me. Glasurit has been a big part of my trade journey, and they also supported me in the WorldSkills Competition,” Bella says.

“I’ve been really lucky so far. Every shop I have been in, feels like family.”

After completing her TAFE course, Bella has ensured she experiences a variety of different workplaces and cultures.

“I’ve worked in a few panel shops, I like to gain as much knowledge and experience as I can. I believe working it different environments is super beneficial,” Bella says.

As Bella’s work continues to evolve, she is constantly finding

new ways to appreciate the trade.

“Schmick has online reviews, and it is a great feeling when you are mentioned by name. It is really nice to see that feedback.”

Life learnings

When Bella reflects on her story so far, she is happy that she followed her passions and paved her own way.

“I’m glad I did it for me and not because someone else wanted me to do it,” Bella says.

“It didn’t matter how discouraged I got along the way, it was something I wanted to do for me. If other people have problems about it that is on them, I’m not going to worry about it.”

Not one to shy away from stepping out of her comfort zone, Bella is moving to Canberra with Schmick where she will be the only technician. As the recent recipient of employee of the month in NSW for Schmick, Bella is excited to continue her work with the company.

“I’m just going to do my work and achieve what I can and see where I end up.”

In the workshop, fine tuning her skills.

Enjoying her career, Bella is ready to head to Canberra with Schmick for her next adventure.

Range and price remain major EV barriers

Range anxiety and cost remain widespread barriers to EV uptake in regional areas, according to a new survey by a leading motoring body.

The RACV’s My Country Road, that surveyed 7000 drivers from regional Victoria, found that while more than a third have considered buying an EV, less than one per cent currently own one.

The results showed 36 per cent of participants have considered buying an EV but only 0.7 per cent of the survey participants are current EV owners.

The results come at a time of global cooling in the first wave of EV enthusiasm with sales in the US and China down and many car manufacturers readjusting uptake targets.

In Australia, the June figures from the Federal Chamber of Automotive Industries show new EV sales dropped slightly to 8.0 per cent (from 8.8 per cent in May this year). But total sales for EVs in 2024 are 16.5 per cent up on 2023 with 50,219 new EVs on Australian roads.

The FCAI is optimistic that 2024 will reach a new milestone of 100,000 new EVs, FCAI CEO Tony Webber says.

“As customers increasingly turn to electric vehicles, it is critical that governments focus on the delivery of widespread recharging capability across Australia.” Webber says.

Last month, Webber highlighted the investment made by the NSW government in its budget toward charging infrastructure including $149.0 million to co-fund EV fast chargers, $20.0 million to co-fund EV destination chargers at regional tourist spots and $10.0 million to co-fund EV kerbside chargers in metropolitan areas

“The NSW Government’s significant investment in electric vehicle infrastructure is a decisive step towards wide-spread adoption of the zeroemissions technology,” Weber said.

“By supporting the development of fast chargers, local government and

business fleets, and EV infrastructure in key areas, this budget addresses crucial barriers to EV adoption.”

RACV Head of Policy James Williams says the 2024 My Country Road survey was a valuable way to monitor the issues that mattered to drivers and advocate with government for what was needed.

“The top two reasons participants gave for deciding not to drive an EV were that they are currently too expensive to purchase and the limited battery range,” Williams says.

“Regional Victorians have a preference for more charging stations at service stations and rest stops.”

This comes as petrol/electric hybrids with their longer range have risen in popularity to 14.4 per cent of all new vehicles sales, almost double last year’s June figure.

The Australian Automotive Dealer Association Automotive Insights Report into used cars for the first half of 2024 show a similar trend to the new car market.

The used cars listed for sale in the first six months of the year, represented

a 25 per cent increase compared to the same time last year, but where the increased supply has slightly lowered values, according to AADA CEO James Voortman.

“Sales of used hybrids and EVs were strong for the first half of 2024 with both categories growing by around 80 per cent,” Voortman says.

“While both categories experienced a reduction in value, one-year-old hybrids still command a 3.5 per cent higher sale price compared to their original retail price, while EVs have depreciated by 17 per cent in value.”

The introduction of the NVES in 2025 is likely to see the introduction of new models and makes of EVs, particularly the competition to introduce an affordable EV model, currently being waged between Tesla and other Chinese EV makers.

Car makers like Volvo, Volkswagen and Mercedes Benz who had plans to be EV only manufacturers by 2030 are also now looking at the possibility of incorporating hybrids into their mix, according to media reports.

Hybrids still the strongest trend

Despite some fluctuations, the rise of EVs and the surge in new hybrid sales are steadily eroding the traditional ICE vehicle market, Australia’s lead motoring association has found.

Analysing the FCAI’s monthly sales data, the Australian Automobile Association found hybrid vehicles had the strongest growth, diminishing EVs slightly and cutting into the ICE market during the second quarter of 2024.

Total ICE sales as part of the overall car parc fell from 78.16 per cent to 75.47 per cent, even though the sales across the quarter rose 10.25 per cent.

Full electric vehicle sales declined by slightly less than one per cent (0.78 per cent from 25,552 to 25,353) dropping from a market high of 8.72 per cent to 8.10 per cent.

Hybrid sales grew by 33.49 per cent, with the hybrid market share rising from 11.95 per cent to 14.93 per cent.

The sales figures since the start of 2023 highlight three major trends.

EV sales continue to grow, albeit with some fluctuations. Their share rose from 6.77 per cent to peak at 8.72 per cent in Q1 2024, before declining slightly in Q2 2024, and now sit at 25,353 new EVs per quarter.

Canberra led the way with EV uptake, followed by NSW at slightly less than 10 per cent but this dropped in the second quarter of 2024. Victoria bucked the trend by increasing its EV uptake slightly to 7.99 per cent but still trails Queensland and WA in percentage ownership.

The ICE share of a growing market has declined by almost 11 per cent (down from 86.40 per cent to 75.47 per cent) over the past six quarters. ICE market share peaked in Q1 2023 (86.40 per cent), and sales volume peaked in Q4 2023 (248,943).

ICE accounted for more than 99 per cent of utes, more than 98 per cent of vans, and over 97 per cent of people movers sold, but only 18.04 per cent of medium-sized cars.

of large car sales, and also performed relatively strongly in the medium SUV segment (11.25 per cent of sales).

Hybrids sold most strongly among medium cars (34.54 per cent), medium SUVs (28.98 per cent), small cars (17.27 per cent) and small SUVs (14.74 per cent). Total sales and market share in each of these categories rose from the previous quarter.

The AAA’s Index is designed to let consumers, businesses, and fleet managers see the trends transforming the national vehicle market.

Current car parc revealed in report

In the clearest picture yet of the entire Australian car parc that will have repercussions for the future repair industry, a federal report has found the number of EVs has doubled and people are keeping their cars longer.

On the eve of the New Vehicles Emission Scheme coming into place in 2025, the Federal Department of Transport has released its comprehensive analysis of all registered vehicles across Australia.

The total car parc has now grown to 21.74 million registered motorised road vehicles on 31 January 2024 – an increase of 2.7 per cent over January 2023.

There were approximately 167,850 registered battery and fuel-cell electric vehicles, about 95 per cent being passenger vehicles across Australia, an increase

of 112 per cent since January 2023.

This is about one per cent of the total number of passenger vehicles across Australia and will not include 2024 sales figures where the sale of new EVs has continued to grow.

Similarly, hybrids now make up three per cent of all passenger vehicles, that will not include a 2024 sales surge.

Traditional power trains still dominate the national fleet with 67.3 per cent being petrol powered and diesel making up 29 per cent but this proportion has decreased slightly.

There were approximately 481,400 registered hybrid electric vehicles at the start of the year, an increase of 32 per cent over the end of January 2023, of which 99.6 per cent are passenger vehicles.

But potentially of concern to the government that is hoping a NVES will

shift the balance toward zero emissions vehicles with new purchases, is the fact that the average age of cars has gone up.

The average age of vehicles across Australia increased from around 11.25 years in 2023 to around 11.40 years in 2024 while for passenger vehicles these ages increased from around 11.0 years in 2023 to 11.18 years in 2024.

The average age of cars has also been rising for the past decade.

The Tasmanian registered vehicle fleet is the oldest with an average age of 13.5 years.

The Australian Capital Territory registered vehicle fleet is the youngest with an average age of 10.4 years.

Toyota remained the largest passenger vehicle make for the 19th consecutive year, with approximately 3.16 million registered vehicles.

Hybrid sales grew by a third in the second quarter of 2024 Image: kiri/stockadobe

Toyota eclipses Ford in sales again

Toyota’s RAV4 has pushed the Ford Ranger out of the top spot of the most popular vehicles, driven by strong hybrid sales which have almost doubled in July.

In the latest confirmation of sales trends from the FCAI, it shows hybrid vehicles are up 88.4 per cent in July while full electric vehicles have slowed slightly at 6.6 per cent of the market, down from 7.0 per cent in 2023.

The rise in EVs has slowed slightly but overall figures for 2024 still show an 8.7 per cent increase over the same time last year. The monthly FCAI figures do not include brands Tesla or Polestar.

But it was hybrids that continue to improve with total sales almost double 2023, with new vehicles just short of 100,000 vehicles so far this year.

The RAV4 was a surprise top seller in April when it jumped into top spot ahead of a long-standing duel between the Ford Ranger and the Toyota HiLux and in July it outsold both by more than 1000 units to a total of almost 6000 cars.

Of the 5,933 RAV4s sold, 93.4 per cent of those were hybrids with other Toyota brands also dominated by hybrid technology including the Camry (94.5 per cent), Corolla sedan and hatch (96 per cent) and Corolla Cross (99.4 per cent).

The overall market for new vehicles is a new July record of 99,486 sales, 2.7 per cent higher than the July 2023 result.

FCAI Chief Executive Tony Weber said the result would have exceeded 100,000 if Tesla and Polestar sales were included in the VFACTS numbers.

“This is a remarkable achievement in an economy featuring widespread cost of living pressures. It was also interesting to note that while sales in the Business and Government segments were up 13.7 per cent and 37.5 per cent respectively, Private sales were down 4.2 per cent,” Weber says.

“While the first seven months of 2024 have exceeded expectations, the industry remains cautious about the future pending the implementation of the New Vehicle Efficiency Standard coupled with the economic conditions.”

The EV lobby remained undaunted by the slowing in sales and says Australia is on track to hit a record 100,000 electric vehicles in 2024.

Electric Vehicle Council chief executive Samantha Johnson said that the increasing sales were encouraging and acknowledged the long road ahead.

“Australia has never had so many

electric vehicles on the roads. It was a record-breaking quarter for combined battery and plug-in electric vehicle sales,” Johnson says.

“These sales figures are without precedent, which is extremely encouraging given the broader economic pressures with high interest rates and the cost of living limiting people’s ability to purchase new cars.

“These figures demonstrate that Australians want more electric cars and governments need to listen to this demand by continuing to provide support for electric vehicles. We have seen several states prematurely withdraw incentives - it is critical that governments implement targeted programs that enable more Australian households and businesses to make the switch to electric vehicles.”

Toyota continued its unbroken decades-long streak as the market leader with sales of 22,705 in July, followed by Mazda (8,476), Ford (7,749,) Kia (6,620) and Hyundai (6,021).

The Toyota RAV4 was Australia’s top selling vehicle with sales of 5,933 in July followed by Ford Ranger (4,915), Toyota HiLux (4,747), Toyota Corolla (2,688) and Toyota Landcruiser (2,464).

Hybrids are proving popular in the second half of 2024

Repair workshops should expect an influx of new Chinese made electric and hybrid vehicles on the roads, as the industry prepares to adapt to the government’s emissions scheme over the next five years.

The June figures from the Federal Chamber of Automotive Industries (FCAI) show hybrids have risen to 14.4 per cent of all new vehicles sales almost double last year’s June figure while EVs dropped slightly to 8.0 per cent (from 8.8 per cent in May this year).

Total sales for EVs so far in 2024 are 16.5 per cent up on 2023 with 50,219 new EVs on Australian roads.

According to Drive, there are approximately 600,000 Chinese cars have been purchased in Australia since the first models arrived 15 years ago.

There are currently more than 40 models on sale in Australia which are manufactured in China, with a further dozen estimated models on the horizon –many of which are electric or hybrid.

In 2023, China leapt to third in the country of origin for new vehicles, behind Japan and Thailand.

In 2023 electric vehicles produced in

China nearly tripled in Australia, up 174 per cent compared to 2022 when as recently 2018 it sold no electric cars.

The New Vehicle Efficiency Standard (NVES) is set to come into effect on January 1st, 2025. The new host of regulations are designed to lower tailpipe emissions and improve fuel economy.

The expected influx of Chinese cars is predicted to disrupt the current automotive climate in Australia, particularly as the industry responds to the NVES.

MTAA CEO Matt Hobbs has regularly signalled the NVES as heralding a major change to the car parc, one the repair industry needed support from government to get ready for.

He quoted figures to show there is predicted to be 160 new models of EV by 2029 and this was exemplified by the rise of China which had gone from 3.5 per cent of new vehicles to 16 per cent in three years.

“The car companies have to meet the fleet mix, but the rest of the supply chain has to be ready for them,” Hobbs said at NCR’s Symposium24.

“It’s relevant to the whole industry

because repairers have to fix them, others have to recycle them but most importantly the repairers have to get them back on the road quickly and efficiently. And this is taking into account a whole lot of brands we don’t even have on the market yet.”

Last month the AAAA has also ramped up its call for government subsidies and policy action to meet this demand and ensure the aftermarket can service and repair these vehicles after they are purchased.

While established brands from Japan, Europe, and the US are redesigning their product plans to ensure their vehicles comply with the new rules, many of the Chinese car brands are expected to begin offering electric or hybrid models. Some of these models are offered at more affordable prices and are fitted with the latest technology.

In the next 12 months alone, there are seven Chinese brands expected to start selling cars in Australia including JAC Motors, Xpeng, Leapmotor, Skywell, Zeekr, Jaecoo, and Smart, who will join already-established brands, such as LDV, GWM, Chery, Haval, and BYD.

Australian roads will soon be home to a new brand of electric vehicles that could rival the best-selling Tesla Model Y.

Image: Mike Mareen/stock.adobe.com

Potholes are back at the top of country curses

Potholes, the damage they cause to vehicles and the safety threat they pose, have surged back to the top of the list of issues most concerning drivers on country roads.

Potholes and poor road condition were identified by 64 per cent of survey participants as the primary safety issue on Victorian roads in a RACV survey; up from 46 per cent in 2021.

Wet winters, increased truck traffic and dwindling council budgets to make temporary pothole fixes, are all factors that bring road deterioration regularly into the news and damaged cars into the workshop.

Now the RACV has gathered responses from more than 7,000 Victorians for its My Country Road survey in an effort to advocate for road improvements with all levels of government.

The RACV noted that potholes were a major safety risk as drivers try and avoid damage to their vehicles. But it says swerving at the last moment was dangerous and drivers could lose control or swerve into oncoming traffic.

Fixing the road surfaces was the most voted for solution but on the most dangerous roads 56 per cent suggested lowering the speed limit. Overall, 14 per cent of participants supported ‘a lower or more appropriate speed limit’ as a measure to improve road safety.

has become a major safety concern for Victorians.

“The number of responses received is a strong indicator that Victorians are concerned about safety on regional roads and are calling for urgent improvement.

“Sixty per cent of survey participants think that improving road surfaces should be the priority road safety solution.

“While in 2021, dangerous driver behaviour was the biggest safety concern on regional roads, this year poor road conditions received more than double the number of responses as dangerous driver behaviour.

“Fifty-eight per cent of the survey participants told us that they use the road they identified every day, and that level of local knowledge has been invaluable to identifying Victoria’s most unsafe roads.

“Six of the top roads identified in the 2021 survey appear again this year, including the Melba Highway, Bass Highway, Bacchus Marsh Road, Phillip Island Road, Warburton Highway, and the junction of the Midland Highway and

“Sixteen of the twenty-one most dangerous roads identified in the 2021 survey received upgrades and

The Melba Highway from Coldstream to Yea received the most responses regarding safety concerns, followed by Tylden-Woodend Road from Woodend to Tylden, Kilmore Road from Monegeetta to Gisborne, and the Goulburn Valley Highway from Nagambie to Shepparton.

The most dangerous intersection in regional Victoria was identified as the junction of the Midland Highway and Howard Street in Epsom, north of Bendigo.

The survey used an online interactive map that highlighted roads with speed limits of 80km per hour or higher where there have been fatal or serious crashes for the five-year period between 2018 and 2023.

While the roads that were most frequently listed were more major arterials under the jurisdiction of the Victorian state government, the survey did not list local roads, normally under the control of local councils.

Historically councils with the smallest number of residents and rate revenue also have the largest local road networks but increases in freight and other traffic have caused these roads to suffer the most severe deterioration.

Speeds on the Woodend Tylden road have been reduced to 40km/h due to the poor surface.

Damaged roads like the Goulburn Valley Highway are translating into damaged vehicles.

The Sydney West Regional WorldSkills Competition was held in August, showcasing young talent in the Automotive Refinishing Technology category.

The nine apprentices were competing for a place to represent New South Wales in the Automotive Refinishing Technology category at the WorldSkills National Competition in Brisbane 2025.

The competition was held at the Axalta Regional Training Centre Marsden Park.

Axalta Coating Systems National Training Manager, Paul Polverino highlighted the importance of supporting apprentices.

“Axalta is dedicated to supporting and nurturing the next generation of spraypainting professionals,” Polverino says.

The competitors were tasked with using the latest technology from water-based paint brand, Standox to follow a specific design layout to exact tolerances. They were also judged on the application of a decal, buffing, and detailing to a high industry standard.

The nine competitors were Jack Burke, Tegan Farrugia, Emily Griffith, Khye Hughes, Jaxon Munday, Thomas Munro, Samuel Shedden, Michael Estigoy and Ali Sleiman.

The winner of the Competition was Samuel Shedden, who will now be eligible to nominate for the WorldSkills National Competition in 2025. The silver medal went to Jaxson Munday and the bronze medal to Jack Burke.

The Competition was judged by former bronze medallist at the

International WorldSkills Competition in 2019, Maxine Colligan, Medallion for Excellence recipient at the International WorldSkills Competition in 2022, Bella Turrise, and 3M Australia application engineering specialist George Di Scala. Di Scala congratulated each of the competitors on their achievements.

“The quality of the finishes produced by the students was extremely high and made marking the panels to select a winner a very close contest.”

New talent on show at Sydney West WorldSkills Young Aussie drivers admit to phone use

According to an insurance survey, one in five Australian drivers have no problem using their mobile device while being behind the wheel, despite the increased risk of an accident.

Budget Direct Car Insurance recently surveyed 1,000 Aussies aged 18 and older about distracted driving to better understand behaviours and attitudes.

Of those who participated, the majority said tougher penalties were the most effective way of deterring people from handling their phone while on the road.

Glancing away from the road for just two seconds at 60 km/h means the driver is effectively driving blind for 33 metres.

Research shows road users are 10 times more likely to crash if they are texting, browsing or emailing while driving. A driver’s reaction time when distracted is comparable to a drunk driver with a blood alcohol reading between 0.07 and 0.107.

Young people aged 18 to 37 responded that they were more likely to be

comfortable driving with their phones because they felt safe and capable of doing so.

In the three years to 2023, the percentage of respondents who said a fine exceeding $1,000 would stop them from texting and driving has more than doubled.

Those who were surveyed in Queensland were the most likely state or territory in Australia to say that tougher penalties for mobile phone laws would be the most effective deterrent for people texting and driving.

Queenslanders also copped the biggest penalties per state, with a fine costing $1,161 and 4 demerit points. Those in Western Australia had the second highest penalty at fines ranging from $500-$1,000 and 3-4 demerit points, with the rest of the country ranging from $600 fines and 3-5 demerit points.

Tasmania had the lowest penalties at $390 for a fine and 3 demerit points.

On average in Queensland, 29

people are killed and more than 1,200 are seriously injured each year due to distracted driving.

The percentage of respondents who said they were able to confidently drive while using their device has continued to increase since surveyed in 2018, and then again in 2020.

Changing a song on a playlist and checking their phone while stopped at traffic lights were the two most common ways respondents said they had used their mobile phone while driving.

Even if the device is mounted, drivers are still prohibited from scrolling or entering any information into their phones other than by using voice control.

Despite these alarming statistics, a third of respondents were aware of the risks involved, stating that they believed texting and driving was the most likely factor when it came to road fatalities.

Respondents aged between 58 and 75 were the least confident age group to use their phones while driving.

The Sydney West Regional WorldSkills Competition was held on August 2nd, showcasing young talent in the industry. Image: TAFE NSW

Earnings up in a big year of change for AMA Group

Despite a year of major changes at the top, the AMA Group is reporting that its 2023/24 results have continued to show momentum in earnings.

Earnings before tax and interest were up 125 per cent on 2023 to $49 million, from $894.8 million in revenue, also up 6.8 per cent. While the company had a net loss of $2.4 million for the financial year, this was vastly improved on 2023’s position of a $146 million loss.

The April to June period recorded the strongest result for the financial year with earnings (before interest and tax) of $14.6 million up 31.5 per cent from the previous quarter and up 43.1 per cent on 2023.

The group also completed its plans for $125 million in equity raising along with a host of other changes across its repair divisions.

While overall repair numbers were down for the year compared to 2023, this was made up for by the severity, time dedicated and revenue raised by

these repairs, according to a statement released to the ASX.

Strong performers included the Capital SMART group after it underwent Project SHIFT that saw three new shops converted to the brand and one amalgamated, the Wales heavy repairs division and ACM Parts that reached a record of $315,000 in average daily parts sales. Pitcher Partners has been appointed to continue with the plans to sell the parts division within the coming financial year.

The figures come during a year of leadership changes, including a new CEO at the AGM in 2023 and a new board composition in June 2024 along with numerous new executive appointments.

In other changes the AMA Group has also reported the proposed introduction of more than 100 panel beaters from Ghana after a recent recruitment trip.

The AMA Group concluded the

New chairman announced for the MVIRI Committee

The legal team for the Motor Vehicle Insurance and Repair Industry Code of Conduct Administration Committee (MVIRI CAC), has welcomed a new lead at its helm.

George Manos, IAG’s industry risk and governance manager, has been named as the new chairman of the CAC. Manos brings 30 years of experience in the insurance industry, including roles in motor underwriting and claims management across both personal and commercial lines. He currently works in IAG’s motor supply chain division.

Stephen Jenkins, who has served as chair for the past two years, will remain on the committee. Jenkins is the general counsel and head of employment relations at the

Motor Traders’ Association of NSW.

Jenkins has been an active advocate for the Code, appearing at numerous public events including NCR’s Symposium24 where he stressed the vital nature of a functioning code as a way of finding a way forward for the industry relationship between insurers and repairers.

Jenkins has steered the COC since it embarked on the task of building a new relevant Code, following the review by Dr Schaper that outlined a host of issues with the old document.

Since his appointment Manos has told the media that he was looking forward to his new position, and thanked Jenkins for his contributions.

“I wish to extend my sincere

financial year with 450 apprentices and a total of 3,440 team members, a net increase of 146 team members.

The Specialist Business division has also reported a range of activities. TechRight, its specialist ADAS service, is now operational in five centres and TrackRight, a major structural repairs specialist, is set to open a dual centre in Victoria with Tech Right in the coming months, followed by one in Eagle Farm Queensland.

The ASX news also highlighted a positive operating cash flow for the group of $10.5 million after all lease costs for the business were accounted for. The push to raise $125 million to provide “funding certainty to focus on profitable growth” was completed in mid-August and achieved through fully underwritten equity raising.

The AMA Group has also extended its existing syndicated debt facilities to 31 December 2025.

appreciation to the previous chair for his outstanding leadership during the code review process. His dedication and strategic vision have been pivotal in steering our committee through the crucial initial stages with great success,” Manos says.

As Manos commences his leadership, he outlined his plans to build upon the strong foundation laid by Jenkins.

“As I step into the role of chair, I am eager to build upon the strong foundation laid, and I am committed to maintaining our progress, ensuring that we continue to evolve and thrive as a highly effective committee.”

George Manos will lead the Code of Conduct Committee

Vehicle technology ‘must-haves’

Australian drivers are seeking out advanced safety features even while fearing distractions are a major cause of crashes and remaining largely sceptical about ‘hands free’ driving.

Age and gender have also proven to be factors contributing to different attitudes to safety technology and distraction.

The survey conducted by insurer Budget Direct of more than 1,000 Australian car owners also found more than one in 10 (16 per cent) reported having either an accident or a close call due to these technological distractions.

Three-quarters of the survey respondents (75 per cent) believe that car technology can be distracting with touchscreens, hands-free mobile phones and speech-to-text systems listed among the worst.

Forty-one per cent remain sceptical about trusting automated driving systems like lane correction or pedestrian protection.

Budget Direct’s Chief Growth Officer Jonathan Kerr says advanced technologies that were once only in luxury cars are becoming much more widely available in mid- and lower-range

The survey highlighted the crash prevention technology most people looked for.

“Innovative safety features such as automatic braking and blind spot warnings are more often becoming standard,” he says

“The number of cars in Australia has nearly doubled in the last 30 years. Busier roads could be one factor explaining why the latest safety and driver assistance technology are high priority.”

Nearly two-thirds (64 per cent) say the latest safety and driver assistance tech is either very or extremely important to them.

The top five priority features respondents are seeking out are rearview cameras and parking sensors (68 per cent), blind-spot warning systems

avoidance systems (49 per cent), auto emergency braking (46 per cent) and lane departure warning and correction systems (38 per cent).

Exactly half of Gen Y or younger says convenience and entertainment were important versus 40 per cent of Gen X and just 28 per cent of Baby Boomers.

The survey found female car owners were more cautious about technology both in terms of trust and as a distraction. A little over half (53 per cent) of women were prepared to fully trust their safety tech compared to nearly two-thirds (65 per cent) of men.

With distractions, 79 per cent of women thought it was a problem but 70 per cent of men thought so.

Deaths from road crashes surge again

New figures from the AAA reveal an 11.7 per cent annual increase in road deaths, signalling a push for state governments to agree to federal demands to share critical data about the causes of road trauma.

The latest edition of the AAA’s Benchmarking the Performance of the National Road Safety Strategy 20212030 shows 1,310 people died on Australian roads in the year to 30 June –up from 1,173 a year earlier.

This is the deadliest 12-month period on Australian roads since 30 November 2012, which also had 1,310 fatalities.

The latest figures reveal significant increases in NSW (deaths up 23 per cent) Victoria (nine per cent),

Queensland (8.4 per cent), South Australia (8.6 per cent), and the Northern Territory (107.7 per cent). There was a smaller increase in Western Australia (0.6 per cent). Only Tasmania and the ACT had declines in road deaths.

The June 2024 quarter’s 311 national road toll was 9.9 percent higher than the previous corresponding period’s 283 fatalities.

AAA managing director Michael Bradley outlined that these figures showed Australia’s current approach to road trauma management is failing.

“We need a data-driven response to a problem killing more than 100 people every month,” Bradley says.

“States and territories must report

data they hold about the causes of crashes, the quality of roads, and the effectiveness of policing, so it can be used to produce more effective road safety interventions.

“To its credit, the federal government has agreed to insert data transparency clauses into the next five-year intergovernmental road funding agreement. This agreement was due to begin in July but has not yet been finalised, and the delay is impeding the introduction of more effective road safety measures.

“Data sharing will reveal which state’s road safety measures are the most effective, and the safety interventions that are most needed.”

Trust is building a bigger aftermarket

Trust and relationships are increasingly shaping decisions by vehicle owners in their choice of repairers, according to new research.

The Australian Automotive Aftermarket Association research has found both owners and fleet managers are increasingly opting for independent workshops to service and repair their vehicles over the dealership market.

The State of the Industry research conducted by the AAAA and Fifth Quadrant found a 10 per cent increase in market share for independent workshops servicing consumer vehicles over the past three years, now accounting for 60 per cent of all service and repair activities, a market now worth $10 billion per year

AAAA’s research also explored why the shift toward the aftermarket is occurring; with relationships, customer trust, convenience and competitive pricing all contributing factors in the research findings. In the trust category independent workshops, it found 71 per cent of consumers trusting their local mechanic.

The aftermarket sector now commands 57 per cent of consumer vehicle

revenue, marking a five per cent increase since 2021.

For fleet vehicles the aftermarket holds a dominant 55 per cent market share, a 23 per cent since 2021. By contrast the dealership market decreased by 21 per cent over the same period.

AAAA CEO Stuart Charity says the research highlights the strength of the aftermarket and debunks the perception it only serves older vehicles.

“We are very pleased to see that consumers and fleet managers are increasingly choosing independent workshops to service and repair their vehicles,” Charity says.

The overall aftermarket industry is also growing, the research finds.

The service and repair shift to the aftermarket has coincided with a healthy growth in independent workshop numbers, expanding by 12 per cent to 27,700 over the last five years. This growth has also created more workshops offering employment and expanding workshop facilities to meet demand.

growth in service and repair activities for our independent workshops for many years to come,” Charity says.

“This growth, which we welcome and support, doesn’t come without challenges, and there is a desperate need for more qualified technicians and apprentices to meet this demand. As the peak body for the automotive aftermarket, the AAAA will continue to address the skills shortage challenge on behalf of the industry, which is being tackled at government, industry and at a workshop level.

“While we must be cognisant of the challenges facing us, this new research clearly shows the positive trajectory of the aftermarket industry and presents a promising outlook for the future.”

Sessions to boost coaching

There is still time to catch the last of the informative coaching sessions that could be instrumental in setting up repair businesses to build a better culture

When the pressure is on repair cycle times, it leaves little time for staff training and Axalta Drivus is bridging this gap with its improved workshop performance coaching course.

The Axalta Drivus team are running a one-day “Coaching for Performance” interactive training course. The course concentrates on coaching techniques for first-line managers and supervisors to effectively coach

“With forecasts indicating a 20 percent increase in the number of individual service and repairs undertaken each year by 2030 we are expecting continued their teams for improved performance.

The Axalta Drivus team are noticing an underlying trend within repair facilities, where frontline managers and supervisors are promoted into their role without adequate training. While they may excel technically and fit in well with the work culture, they lack the coaching skills to drive essential changes within their team.

Axalta Drivus Manager for Australia and New Zealand, Robin Taylor, highlighted his passion for sharing knowledge.

“I am looking forward to working with attendees, helping to inspire and enable them as leaders to facilitate

productive coaching conversations within the workshop environment. These conversations are designed to create meaningful change, which in turn boosts employee performance, improves retention and increases productivity and profitability,” Taylor says.

After successful presentations in Adelaide, Melbourne and Perth the last two sessions will be held in Sydney on 4th September and in Brisbane on 18th September 2024

For more information on the course or to register go to Axalta.com/drivus

The relationship between customers and independent repairers is often built on trust, the research found.

with Johan Yoswick

Expect the unexpected

Life is full of surprises and collision workshops are no different in coming up with the unusual. The encounters of US workshops with unusual repair situations may offer helpful insights.

Some US body shops have encountered unusual issues related to collisiondamaged vehicles that may offer lessons for repairers elsewhere as well.

Kris Wyatt of Wyatt’s Paint & Body in San Bernardino, California, says his shop had a pick-up truck sitting in the shop’s lot crash-wrapped because of a broken sunroof. It rained shortly after the truck was crash-wrapped, and then a few days later, the sun came out.

“The rain had gathered in the crash wrap, creating a small pool of water,” Wyatt says. “Then the sun shone through that water, which acted like a magnifying glass. That actually burned the seat and the door trim panel. I would never have thought this would happen.”

As Wyatt joked, the crash wrap did its job by keeping the water out, but the

combination of the pool of water and the sun did some not insignificant damage to the interior of the truck.

Police get called

Ryan Clark of Eustis Body Shop, which operates eight shops in the state of Nebraska says they recently had a 2023 Nissan Altima SV in one of his shops for a routine quarter panel hit. When writing the repair plan, the shop determined it would be necessary to replace the left quarter panel on the vehicle. Part of the procedures for replacing the quarter panel is to remove the back glass from the vehicle.

“We had a sublet provider remove the back glass,” Clark says. “Another required operation is to disconnect the battery, something we performed

multiple times during the repair. The first time the battery was reconnected in order to move the vehicle to a different department, the local police department showed up. The police officer asked if there had been a collision near our shop. We had not heard anything relative to a nearby crash, nor did the officer divulge what type of vehicle had triggered the ‘crash event notification,’ so we moved on.”

“The second time we reconnected the battery, after the back glass was removed, the police showed up again,” Clark says. “It was at this time that the police told us that it was SiriusXM satellite radio that notified the police of a crash event. We told them they were welcome to take a look around the shop, and we determined it was

The rear seatbelt mounting bolt on some late model Hondas are being pulled down by 15- to 20-degrees when the seatbelt pre-tensioner fires in a crash with no passenger wearing the belt.

Images: John Yoswick

the Nissan Altima leading to the crash notification. We hadn’t disconnect the rear antenna, so at first we were confused about what could be causing these calls. However, we did notice during disassembly that the amplifier in the rear glass was damaged upon removing the back glass. This amplifier is embedded in the urethane itself, and there was no tangible way on this vehicle to remove the back glass without damaging the amplifier. There was urethane surrounding the disconnect, so we were unable to remove the amplifier prior to removing the back glass.”

Clark says he told the officer the crash notification would likely happen again when the shop next moved the vehicle from the paint department back to the body department.

“He told us he has to act when he gets these types of calls, so he would have to show up again,” Clark says.

“We looked through Nissan TechInfo again, and still couldn’t find a way to disable the SiriusXM radio.”

The police eventually showed up a third time. Clark eventually got in touch with a representative from Nissan.

“Nissan disconnected the SiriusXM for us, and the next time we reconnected the battery, the police did not show up,” Clark says. “It was the proper fix. We contacted Nissan once repairs were complete, and they turned back on the SiriusXM, we went through our normal post-repair routine, and everything was functioning correctly.”

Clark says he subsequently found out

“We pull procedures on every vehicle, but it just goes to show that there are still things in these newer cars we must be prepared for so we can educate the customer on the potential issues that may arise,” Clark says.

Pre-tensioners bending mounting bolts

The president of a multi-state airbag and calibration service in the United State is concerned that the rear seatbelt pre-tensioners in some late-model Honda vehicles are damaging the main mounting bolt for the belt on the upper portion of the C-pillar when they fire with no passenger wearing the belt.

Gary Trudeau of Automotive Calibration Specialists, which has locations in four U.S. states, says he was unable to locate a procedure for repair of the issue from the automaker.

“A 2024 Honda CRV was the first one found with this issue,” Trudeau, who also owns the mobile service provider Gary’s Airbag Service, says. “When the pre-tensioner goes off with no one in the seat, it yanks straight down, and I don’t think it was designed to have that much force pull straight down. It actually bends the metal, it pulls the stud downward. There’s about a 15- to 20-degree angle difference

are passengers there when there’s an airbag – and belt pre-tensioner –deployment.

In theory, he says, the bolt could be straightened, but there’s the also the issue of the weld holding that bolt to the vehicle structure.

“As a trained body technician told me, if you take a structural [repair] class, you know that weld itself is good for about three bends. So the pre-tensioner bent it down, if you bend it back up, what happens on the next collision? It could fail.”

But it also would be a very intrusive repair to fix the issue, Trudeau says.

“It involves both inner and outer quarter panels, and the roof,” he says. “What might have started as a front-end collision gets maybe a $5,000 repair added to it. And who wants to repair it without a statement from Honda saying this is how they want it repaired.”

Trudeau is concerned the issue might be “happening a lot” and that shops might not be noticing it or just rebolting in the seatbelt.

He says he had the vehicle towed to a Honda-certified shop after the customer contacted Honda and that’s what the automaker recommended. Now he’s waiting to see the vehicle after it is repaired there.

A pool of water on crash-wrap above a broken sunroof acted as a magnifying glass for sunlight, resulting in heat damage to an interior trim panel.

The disconnect for the amplifier for SiriusXM radio is sometimes embedded in the urethane for the back glass so there’s no way to remove the glass without damaging the amplifier.

Big and getting bigger in the UK

In a further sign of global repair conglomeration, major UK repair group Steer has bought out another chain of shops that specialise in fleet and hire vehicles.

The latest move announced, to acquire Komoo Limited in August, completes six months for Steer Automotive Group where it has actively sought and bought large scale MSOs across the UK.

Komoo Limited provides dedicated repair services to vehicle rental and fleet businesses and has a network of fleet repair sites located near airports and vehicle storage hubs.

In a statement to the market, Steer said the move aligned with its vision of becoming a leading provider of superior automotive repair services across a wider market, providing strategic diversification in the repair market.

“These strategically positioned sites enable Komoo to offer swift and efficient repair services, minimizing downtime for clients. Their proximity to major transportation hubs allows for seamless logistics, ensuring that

vehicles can be serviced and returned to operation quickly.”

Like other recent acquisitions Steer will keep key staff in the process. Managing Director of Komoo Carl Henderson, Director of Komoo Dale Peart and Operations Director Jordan Ashmore will remain at the helm of the company.

Steer Automotive Group Chief Executive Richard Steer welcomed the Komoo staff to the group.

“The acquisition will boost our repair capabilities, expand our service footprint and diversify our market presence, ensuring that we remain at the forefront of the automotive repair sector and continue to meet the evolving needs of our clients and our industry.”

and contribute to Steer’s growth and success.”

Komoo MD Carl Henderson also said it was a significant step forward for the fleet specialist.

“This integration will enable us to leverage Steer’s extensive resources, enhancing our ability to deliver rapid, high-quality repair services to a broader customer base,” Henderson says. “We are eager to begin this new chapter

Axalta finishes financial year on a sales high

Global coatings giant Axalta has reported a boost in its sales, finishing the financial year more than four per cent up on last year to hit a quarterly record of US$1.35 billion.

Net income increased by US$52 million year-over-year to $113 million including the refinish division which had quarterly sales of US$46 million, up from the same time last year.

In a statement to the US exchange, it said its adjusted net income improved by US$50 million year-over-year to $127 million and was driven by variable cost deflation and net sales growth.

Earnings before interest and taxes climbed to US$291 million, a quarterly record, compared to $227 million in the prior year period.

Axalta President and CEO. Chris Villavarayan says Axalta continues to perform well.

“I am proud of our global team’s dedication and effort in achieving the highest quarterly net sales and adjusted EBITDA in the company’s history,” he says. “As One Axalta, we remain committed to driving accelerated performance and unlocking the robust earnings potential of our business. With the solid second quarter performance and better visibility into the second half of the year, we are raising our full year 2024 Adjusted EBITDA, Adjusted Diluted EPS and Free Cash Flow guidance.”

In the second quarter, the Performance Coatings segment that includes refinish had net sales of US$887 million, up

Gemini Accident Repair Centres was integrated into the Steer Automotive Group in July adding all 37 Gemini sites, plus Gemini’s Head Office.

Just prior to the Gemini acquisition, Steer also took over Chartwell and M&A Coachworks, two prestige repairers. The move into luxury brands follows the expansion in March with the acquisition of six Innovative Repair Group sites, established in 1999, and extends Steer’s network the length of the UK.

four per cent compared to the prior year period.

Refinish net sales grew five per cent year-over-year to US$546 million driven by volume growth including contribution from the André Koch acquisition and new body shop wins. Industrial net sales increased two per cent year-over-year to US$341 million driven by modest volume improvement. Performance Coatings generated second quarter adjusted EBITDA of US$223 million compared to $181 million in the prior year period, with EBITDA margins of 25.0 and 21.2 per cent, respectively. The increase in segment adjusted EBITDA and segment Adjusted EBITDA margin were driven by variable cost deflation, volume growth and cost reduction actions.

The Steet Automotive Group has acquired another chain of workshops, this one specialising in fleet vehicles.

Image Barry Edney

Regenerative braking systems on the rise

Brakes that retain their kinetic energy and even help improve the range of EVs are some of the next technological trends predicted to rise across the region.

GlobalData forecasts indicate APAC automotive electrical braking systems will increase by 2.3 per cent per year over the next five years.

It predicts, the adoption of cuttingedge technologies, such as electric vehicles in the Asia-Pacific region will drive the growth of electrical braking systems.

The compound annual growth rate of 2.3 per cent during 2024-2029 will coincide as the automotive industry evolves, especially in braking systems, to enhance comfort, safety, and technological integration, according to the leading data and analytics company.

Its report, ‘Global Sector Overview & Forecast: Braking Systems – Q2 2024’, highlights the market in APAC for the braking systems will grow from 93.0 million units in 2024 to 104.3 million units in 2029.

“Improving battery range for EVs has been crucial for increasing adoption rates, with regenerative braking emerging as a key innovation,” GlobalData Automotive Analyst Madhuchhanda Palit says.

“This technology recovers kinetic energy usually lost as heat during

braking, converting it into electricity to recharge the battery, thus extending the vehicle’s range. Regenerative braking is also used in hybrid and internal combustion engine (ICE) cars to cut fuel consumption, reduce exhaust emissions, and meet stringent emission standards. Adoption of this technology is steadily growing.”

“On the other hand, specific technologies are gaining popularity and have already formed a market. For example, resistive braking motors are employed in situations where the motor speed surpasses the speed set by the variable frequency drive (VFD) or when quick deceleration is required. These motors can provide controlled

braking with enhanced torque, which makes them especially beneficial in electric vehicles.”

Key companies in the automotive sector are actively contributing to this innovation.

Bosch’s vacuum-independent regenerative braking system, “iBooster” reduces brake dust emissions while in ZF’s electro-mechanical brake system, braking force is generated at each wheel by an electric motor without the need for a hydraulic system and brake fluid. This system is designed for shorter braking distances, better recovery of braking energy, and lower maintenance costs.

“While the electrical braking systems market is expected to grow at a healthy rate, the foundation braking system, i.e., drum and disc brakes market is expected to decline over the forecast period,” Palit says.

“This is due to stringent emission regulations, as friction-based systems generate brake dust, a major contributor to non-exhaust emissions, and frequent wear and tear increases maintenance costs.

“Additionally, the rapid growth of electric and hybrid vehicles is set to boost the electrical braking system market.”

Sales of high -tech brakes are one of the areas set to increase according to GlobalData.

Sustainable credentials add up for PPG

Global coatings giant PPG continues to gain recognition for its drive to be more sustainable and build a happy workplace.

PPG was included in the FTSE4Good Index Series that measures companies on their environmental, social and governance (ESG) practices against globally recognised standards, for the sixth consecutive year.

The FTSE4Good indexes, created by FTSE Russell are used by a variety of market participants to create and assess responsible investment funds and other products.

The achievements so far include 44 per cent of sales now come from sustainably advantaged products to reduce their environmental impact, optimise product consumption and reduce waste.

It has also seen a 10 per cent reduction in greenhouse gas emissions within the company’s own operations (scope 1 and

2) for a reduction target of 50 per cent by 2030.

Its value chain emissions reduction is even more advanced, at 12 per cent aiming for a 30 per cent reduction target by 2030.

PPG can also now claim almost half of its process waste is reused, recycled or recovered while there has been a 13 per cent reduction in water intensity in waterstressed areas across the globe.

PPG Vice President, Global Sustainability Peter Votruba-Drzal says sustainability was integral to how it provided value to its customers.

“We are focused on reducing the environmental impact of our operations and providing sustainably advantaged innovations that anticipate the needs of our customers,” he says.

PPG has also been acknowledged as a ‘Best Place to Work for Disability Inclusion’ by the disability Equality Index

scoring the top mark possible of 100 points on their scale.

The Disability Equality Index is utilised by 542 corporations, including 220 Fortune 500 companies to benchmark their disability inclusion efforts, with businesses scoring 80 or higher recognised as a ‘Best Place to Work for Disability Inclusion’.

PPG Senior Vice President and Chief Human Resources Officer Robert Massy says the score was a testament to the effort put in company wide.

“One of our greatest strengths is the diversity of our people and we are consistently seeking out new ways to make PPG an inclusive workplace for all,” he says.

“Providing equitable experiences for all our employees results in better engagement, increased business performance and more opportunities for all.”

Faster curing delivers savings

Global automotive brand, Stellantis and PPG have teamed up with a new sealer tech to add to efficiencies in the paint workshop.

Stellantis, that includes numerous motoring brands such as Jeep, Maserati, Chrysler, Peugeot and Ram, has incorporated the new PPG Coraseal® 4-Wet Sealer in Stellantis’ light commercial vehicles production.

PPG’s Coraseal 4-Wet Sealer promises to cure in just one step, versus up to three steps required for traditional technologies, delivering sustainability benefits for automotive OEM paint shops by reducing energy usage and CO₂ emissions.

Automotive OEM paint shops normally use a curing process comprising a sealer oven, primer oven, and topcoat oven.

The PPG B1:B2™ process (also known as the 3-Wet system) reduced this to

systems.

PPG Sustainability Business Partner, Automotive OEM Coatings Thierry Destruhaut says PPG Coraseal 4-Wet

impact, reducing energy consumption by nearly eight per cent, cutting CO₂ emissions by nearly five per cent and enhancing productivity.”

Franck Lepetit, PPG Product Engineer, Automotive OEM Coatings and Sophie Carpentier, Stellantis Sealants presented the findings in Berlin.

Image:

PPG

US road toll still rising

The catastrophic death toll from vehicle crashes in the US continues to rise, despite anti-crash technology and events like the COVID pandemic that took cars off the road.

From May 2020 through December 2022, 114,528 people were killed in traffic crashes on US roads, a surge of 17 per cent more than would have been expected if the pandemic had not occurred, according to data from the AAA Foundation for Traffic Safety.

Non wearing of seatbelts, drivers without licences and young males were some of the groups where deaths have surged in the US.

The research also found a high number of fatalities involved disadvantaged populations including groups distinguished by race, geographic location and education level.

“After a brief reduction during the initial months of the COVID-19 pandemic, traffic fatalities in the United States surged to the highest levels in many years,” the research report noted.

“Initially experts hypothesized that the increase was due in large part to reduced traffic volumes facilitating speeding. However, traffic fatality rates remained elevated throughout 2021 and 2022, despite traffic returning to near pre-pandemic levels.”

In 2021 and 2022, traffic fatalities were

groups except teens younger than 16 and adults aged 55 and older.

Adults aged 55 years and older did not experience a statistically significant increase in fatalities relative to corresponding forecasts in any of the periods examined.

Adults aged 20-24 saw the highest number of fatalities above what was forecasted in 2020 and 2022. In 2021, the increase was greatest among teens ages 16–19. During the same year, fatal crashes involving men and women increased significantly; however, the increase was still much larger among men.

In 2022, the number of fatal crashes involving men was again much greater

was also substantially larger than the corresponding forecast, the difference wasn’t statistically significant.

The number of fatal crashes that involved drivers who never had a driver’s license exceeded forecasts by 38-53 per cent in all three periods. Increases in fatal crash involvements were far larger on a percentage basis for drivers without valid licenses, which accounted for most of the numeric increase in fatal crashes both years.

The increase in vehicle occupant fatalities was almost entirely among passengers who weren’t wearing seatbelts. Speeding that contributed to fatal crashes exceeded forecasts by 2428 per cent in all three years.

PPG reports financial results

PPG has released their second quarter 2024 global financial results, with a total of $4.8 billion in organic sales.

PPG has recorded share repurchases of approximately $150 million in the quarter, and $300 million year to date.

The segment margins improved 110 basis points year over year, marking seven consecutive quarters of margin expansion.

PPG chairman and chief executive officer Tim Knavish outlined the successes and areas of improvement in the report.

“PPG delivered strong financial results in an increasingly challenging macroenvironment. We achieved record reported EPS and adjusted EPS and grew year-over-year adjusted EPS by 11 per cent, marking the sixth consecutive quarter of growth,” Knavish says.

“Overall organic sales were flat, but grew in many of our businesses, including aerospace coatings, packaging coatings, architectural coatings Americas and Asia Pacific, traffic solutions and specialty coatings and materials.”

“This growth was offset by global

automotive builds that weakened as the quarter progressed and global industrial production which remained soft. Also, refinish coatings sales were down year over year reflecting a comparison to record prior year results and uneven distributor order patterns.”

“Our more than 50,000 employees continue to be dedicated to delivering growth for PPG. Our record results this quarter were made possible by our PPG team around the world who make it happen and deliver on our purpose every day.”

The death rate in the US from road crashes makes grim reading.

Support builds for mandatory braking systems

Road safety organisations and insurance companies have banded together in support of the National Highway Traffic Safety Administration’s push to have automatic emergency braking mandatory in the US by 2029.

NHTSA’s new Federal Motor Vehicle Safety Standard will require all new vehicles to be equipped with two advanced driver assistance systems including automatic emergency braking and pedestrian AEB.

Under the standard AEB systems must stop and avoid rear-end crashes at up to 100km/h (62 miles per hour) and detect pedestrians in daylight and at night.

The standard will require AEB to engage at up to 150km/h (90 mph) when a collision with a lead vehicle is imminent, and up to 75km/h (45 mph) when a pedestrian is detected.

The submission to the US Congress includes the National Coalition for Safer Roads, Families for Safe Streets, Advocates for Highway and Auto Safety, American Public Health Association, Allstate, American Family Insurance, Amica Mutual Insurance Co., Farmers Insurance, Liberty Mutual, Nationwide, NJM Insurance Group, and Selective Insurance as well as groups that represent insurance companies.

“This rule is the most impactful regulation for roadway safety issued by NHTSA in years,” the submission notes.

“The effectiveness of AEB is indisputable. In fact, the Insurance Institute for Highway Safety has found that these safety systems have the capability to reduce car front-to-rear crashes with injuries by 56 per cent. Moreover, this technology is already available in many vehicles, and the rule provides a lengthy compliance period of five years.”

The letter also includes data from NHTSA reports that found an average of 116 people were killed every day on roads in the US in 2022

The national annual road toll in the US is more than 42,500, and 2.38 million people were injured. This represents a 29 per cent increase in deaths within a decade.

The NHTSA has argued mandatory systems will reduce rear-end and pedestrian crashes to save at least 360 lives and prevent at least 24,000 injuries each year. NHTSA also says AEB and pedestrian AEB will significantly reduce crash-related property damage

The Alliance for Automotive Innovation President and CEO John Bozzella has previously stated the right technology doesn’t exist for automakers to meet the speed requirements of the mandate and, even if they could be met, would result in more rear-end collisions. Auto Innovators filed a formal petition asking NHTSA to reconsider its final rule.

“NHTSA’s own data shows only one tested vehicle met the stopping distance requirements in the final rule,” Bozzella said in a statement to the US congress. “Instead, we recommended NHTSA adopt a standard already in

place in Europe that detects a potential forward collision, provides a driver warning, and automatically engages the braking system to avoid a collision — or mitigate its severity — through the use of existing crashworthiness systems designed to better protect road users.”

The collective of safety groups and insurance companies has argued the systems should be mandatory immediately to save lives.

“We urge NHTSA to deny in its entirety the petition for reconsideration of the final rule recently filed by the Alliance for Automotive Innovation,” it said in its submission.

The adoption of the mandatory code will now depend on the Biden administration

In 2016, 20 automakers voluntarily committed to making AEB technology standard on virtually all new vehicles by September 2022.

The Insurance Institute for Highway Safety noted Ford, General Motors, and Stellantis had installed AEB on 95 per cent of their new light-duty vehicles by December 2022.

The NHTSA argues mandatory braking systems will save hundreds of lives.

Level 4 ADAS gets go ahead

China has set new standards for permissible automotive technology

with Mercedes-Benz becoming the first international car maker to obtain approval for Level 4 automated driving testing on its roads.

The plan is for Mecedes Benz to utilise designated urban roads and highways in Beijing as part of its technology research projects and test Level 4 automated driving system software and hardware.

Previously, at the end of 2023, Mercedes-Benz became one of the first automakers to obtain approval for Level 3 testing in Beijing.

Mercedes-Benz Group AG, Chief Technology Officer, Development & Procurement Markus Schäfer said it followed in a distinguished tradition of the pioneer of automotive engineering to set new standards in technology and safety.

“Since we invented the automobile 138 years ago, Mercedes-Benz has continuously set new global standards with innovative technologies,” Schafer says.

“The current development and introduction of automated driving systems is redefining the role of the automobile. We offer more than 40 driver assistance systems, including enhanced Level 2

features, and are the first car maker with a Level 3 system in the market.

“With the new approval for testing Level 4 technology in the Beijing area, for later use in privately owned vehicles worldwide, Mercedes-Benz leaps forward on the way to autonomous driving. Once again, we are setting the new industry benchmark – at ‘China speed.”

The project focuses on studying multi-sensor perception in high-level automated driving, verifying system performance under various conditions, and exploring the deep integration of perception.

Two specially upgraded Mercedes-Benz S-Class models will serve as Level 4 automated driving

project, including LiDAR, radar sensor, and cameras.

Additionally, the testing vehicles are equipped with redundant systems to further enhance system safety.

The testing vehicles are being developed to participate in normal traffic in urban areas and safely complete manoeuvres such as unprotected left turns, navigating roundabouts, U-turns, and parking.

Sub-standard airbags warning

The cost of using cheaper substitute parts in repairs has taken a new toll in the US where the safety regulator found substandard air bag inflators have now caused multiple deaths and injuries.

Three people have been killed and two people have suffered disfiguring injuries over the last year due to these faulty aftermarket replacement air bag inflators the National Highway Traffic Safety Administration found

The NHTSA has urged owners and those in the automotive industry to reassess the risks of substandard replacement air bag inflators.

In all five cases it studied, the

vehicles had previously been involved in a crash, and their original equipment air bags were replaced with defective, substandard inflators, in most cases confirmed to have been manufactured overseas, the NHTSA noted.

“These dangerous aftermarket parts malfunctioned in subsequent crashes, sending large metal fragments into drivers’ chests, necks, eyes and faces, killing or severely injuring drivers in otherwise survivable crashes.”

“These suspect replacement parts are often manufactured by foreign companies with little to no reputation of quality manufacturing or experience, sold at prices far

Mercedes-Benz and WeRide jointly received the Level 4 automated driving testing approval, which the Beijing HighLevel Automated Driving Demonstration Zone Office issued. below the cost of quality genuine equipment, ordered online and shipped to the US, and installed by those other than reputable repair shops or manufacturer dealerships.

The NHTSA wants buyers considering a used car to learn the vehicle’s history and ensure the vehicle has genuine air bag inflators.

It also warned the substandard inflators may deploy partially or too slowly, failing to protect an occupant’s head from striking the steering wheel or dashboard. The NHTSA advisory does not cover new vehicles or those where the full and complete history of used vehicles is known.

Mercedes Benz technology will be tested at new autonomous levels in China.

Image: Mercedes Benz

with Cliff Chambers

Picking a personal car

Throughout history there have been cars bought not for any practical reason, just the sheer enjoyment of driving. But who devised the first ‘Personal Car’ is hard to decide.

Was it Harry Stutz in 1915 with his Bearcat, or EL Cord with the frontdrive 1930s Sportsman? Probably not, because these were two-seat sports cars not the sporty looking hardtops that typify the genre.

Also, the Stutz and Cord cost much more than was affordable by middle class motorists at the time; the kind of people who in later generations would fuel the battle between

models like those reviewed here.

The 1960s-70s Personal Car would typically be built on a chassis a few inches (60-100mm) shy of being fullsized. They would notionally be four seaters, however only the occupants seated closest to the steering wheel and dash enjoyed any kind of superior comfort.

Performance was more important to the Personal Car buyer than price and manufacturers knew that. Contenders in the crowded market segment were promoted as indulgences; intended to signify the buyer’s social and occupational success.

Features would often include air conditioning, power mirrors and door locks. The seats would adjust electrically and come with distinctive trim in leather or cloth.

The cars chosen here all have V8 engines, but there is no reason why a six cylinder, which could get the business done in terms of performance, wouldn’t qualify as a Personal Car.

A couple of stand-out contenders might be the maligned Chevrolet Corvair Monza and 1980s Buick GN Turbo. So, which of these or our featured cars would you choose?

FORD THUNDERBIRD 1958-66

Ford claims to have coined the term ‘Personal Car’ and quite likely it did, but not with the 1955-57 Thunderbird. That honour more likely goes to the 1939 Lincoln Continental that was created as a one off for the personal use of Edsel Ford. Fifteen years later when devising the T-Bird as a rival to Chevrolet’s Corvette, the description was again adopted. Then, three years after that a version with true Personal Car credentials was launched.

These square-edged beasts had four seats and came as a hardtop or convertible. They did the job and even featured in a Beach Boys’ song until replaced in 1961 by the ‘Bullet Bird’. These cars had front guards that tapered to a point and tail-lamps intended to echo the glowing exhaust of a jet engine.

‘Flair Birds’ which followed in 1964 returned T-Bird styling to a more conservative place but held onto the notion of combining performance with luxury. The performance part was enhanced for 1966 with inclusion of an optional Q-Code, 7.0-litre V8 and 256kW.

Australia has been home for years to a wide range of four-seat T-Birds, with 1964-66 Hardtops the easiest to find and, at less than $40,000, the most affordable.

BUICK RIVIERA 1963-73

Three distinct designs characterise the Riviera’s first decade of existence and ensured ongoing acceptance amongst buyers of Personal Cars.

Shaped initially by General Motors’ styling guru, Bill Mitchell, the Riviera in the space of a decade transformed from almost iconic to marginally idiotic while keeping customers flooding into Buick showrooms. Rivieras were fast and well equipped, geared for 200km/h, with power seats and windows standard, but disc brakes available only as an option. Early cars led their class with seven litre engines and 242kW, climbing to a peak in 1971 of 268kW.

The 1966 model produced a shape that came close to automotive perfection, but one that didn’t survive more than a couple of seasons, before being ruined by the addition of heavier bumpers and exposed lights. For 1971 came a Riviera that is now known as the Boat-Tail, with a vee-shaped rear section and massive wrapover rear window. These had as standard a 455 cubic inch engine and needed it because weight since 1963 had increased by 113kg.

Whichever style of Riviera you choose, prices will likely range between $35,000 and $55,000. 1968-70 cars are typically at the cheaper end but top examples of all versions have at times exceeded $60,000.

LINCOLN CONTINENTAL MARK 3-5

Notional successors to Edsel Ford’s original Continental, these overblown two-doors took the Personal Car concept to its absolute extreme.

Even the lighter looking Mark 3 weighed 2.1 tonnes and later versions gained more again. To move them took one of the era’s biggest passenger car engines; a 460 cubic inch (7.5-litre) lump that used 20 litres per 100km. Starting out in 1968 with a claimed 272kW, output was steadily whittled down until 1978, when with stringent emission controls it could claim just 155kW.

Mark 3-5 Continentals that came here as new cars and underwent complex right-hand drive conversions seem largely to have disappeared. That still leaves a good selection of more recent arrivals that have avoided having their dash and steering layouts messed with. Early Mark 3s have some collector appeal, as do exceptional cars from the Mark 5 ‘Designer’ series. As for the others, people buy them for presence and to look like J R Ewing of Dallas TV series fame.

These Lincolns started out as the most expensive of Personal Cars yet now are the least costly in this selection. Mark 3s at over $45,000 will usually claim the highest prices, with good examples of the Mark 4 and even Designer Series Mark 5s costing $30-35,000.

PONTIAC GRAND PRIX 1964-66

Grand Prix had the singular honour of outscoring Ferrari’s 330GT in a magazine contest to decide the best 2+2 coupe in America.

OK, the magazine was US Road & Track and a bit parochial from the start, but the testing team did try to be impartial and the Grand Prix was genuinely superior in some respects to Mr Ferrari’s car. The basic Grand Prix engine was a 389 V8, as used in Pontiac’s GTO. However, the options list included a 421 cubic inch big block with Tripower triple carburettors that produced 280kW and startling acceleration.

When fitted with the optional four-speed manual transmission and limited slip differential, cars with 421HO engines laid down Ferrari shaming times of 5.8 seconds for the 0-96km/h dash and 14.4 seconds for the standing 400 metres.

The Pontiac also had space in the back seat for three moderately sized passengers – any extras in your 2+2 Ferrari had to be very vertically challenged – and a boot big enough to picnic in. Although over 36,000 Grand Prix two-doors were built during 1966, only 917 were made as manuals and few of any kind have made their way to Australia. Automatics with the smaller motor and in good condition typically make less than $50,000.

CHRYSLER 300 1965-68

Letter series Chrysler 300s appeared during the 1950s, with 220km/h immediately on tap and more available on banked tracks during frantic Nascar contests. Moving into the 1960s, alphabetical designations were retained, even though the Hemi engines disappeared and the cars became more conventional.

300s that best fit the Personal Car mould are 300L versions built from 1965-68, with scalloped body sides, a deeply set grille and thick rear pillars suggesting a fastback roofline. Late-series 300Ls came with concealed headlights and spoke effect sports wheels, plus luxury trim and a 7.4-litre V8 as standard.

Power disc front brakes, in accordance with US industry doctrine, remained an option. Perhaps thanks to their competition heritage, later Letter Series 300s were found to still steer predictably and corner with less wallowing than other cars that qualified for a ‘Personal’ tag. They weren’t as expensive either, with a two-door version of the 1967 300L costing $4134 against the $4446 Buick wanted for a Riviera. While lots of Rivieras were imported to Australia, we saw hardly any 1960s Chryslers as new cars. That wouldn’t change until the 1990s when local Mopar specialists got interested in sourcing used ones from the USA and selling them at bargain prices. Survivors aren’t common or cheap anymore, with good Hardtops above $50,000.

Pontiac’s

Nissan’s cool paint an energy saver

Nissan is testing an automotive paint aimed at lowering vehicle cabin temperature in summer and reducing the energy usage of the airconditioning system.

In what could be a breakthrough for EVs, where battery use translates directly into range, the new paint was tested at Tokyo airport on a Nissan NV100 service vehicle.

The vehicle treated in Nissan’s cool paint has shown yields of up to

surface temperatures and up to 5C° cooler interior, compared to a vehicle featuring traditional automotive paint.

It found the cooler cabin was not only more pleasant but also required less air-conditioning run-time to cool the cabin to a comfortable temperature.

Developed in partnership with Radi-Cool, the paint incorporates metamaterial, synthetic composite materials with structures that exhibit properties not usually found in nature.

The metamaterial embedded within Nissan’s cool paint features two microstructure particles that react to light. One particle reflects near-infrared rays in the sunlight that would typically cause molecular level vibrations within the resin of traditional paint to produce heat.

The second particle creates electromagnetic waves, that counteract the sun’s rays, redirecting the energy away from the vehicle into the atmosphere.

Combined, the particles in Nissan’s cool paint reduce the transfer of heat

into surfaces such as the roof, hood, doors and panels.

In November 2023, Nissan commenced a 12-month feasibility trial in a large, open tarmac area of the Haneda airport that it said provided the perfect environment to conduct real-world evaluation of the paint’s performance under an exposed hightemperature environment.

Leading the development is Dr. Susumu Miura, senior manager and expert at the Advanced Materials and Processing Laboratory, Nissan Research Centre.

He played a leading role in Nissan’s award-winning noise-reducing acoustic material and has dedicated much of his career at Nissan to exploring ways to make cars quieter, cooler and more efficient.

“My dream is to create cooler cars without consuming energy,” says Miura. “This is especially important in the EV era, where the load from running air-conditioning in summer can have a sizable impact on the state of charge.”

Vans improve safety to medal level

A trio of vans have come out on top on a new range of safety testing for commercial vans conducted by the national safety vehicle monitor.

The active safety performance of commercial vans has been assessed by ANCAP SAFETY in the latest round of Commercial Van Safety Comparison testing.

The tests began in December 2020 following an upsurge in delivery van use during the pandemic and tested their crash avoidance systems above and beyond the normal crash performance tested by ANCAP and assessed in star ratings.

These collision avoidance results measured scores of ‘platinum’ above 80 per cent, ‘gold’ 60 to 79 per cent,

‘silver’ 40 to 59 per cent and ‘bronze’, with scores of 20 to 39 per cent.

The new-generation Ford Transit Custom achieved a platinum grading with record high score of 96 per cent. It noted the Transit Custom is sold with a comprehensive suite of active safety features as standard and can detect and respond to other vehicles, pedestrians and cyclists in forwards and turning scenarios.

High levels of performance were recorded in each of these areas. Full points were awarded for lane support, speed assistance and occupant status monitoring.

The electric Mercedes-Benz eSprinter and eVito also scored platinum for active safety performance.

ANCAP says Active safety equipment is fitted to these models as standard, and high scores were awarded for good performance in all assessment areas. This performance elevates MY24 models well above the previous silver grading and positions them at the top of the large van segment.

The electric LDV eDeliver 7 and the diesel LDV Deliver 9 scored a gold medal.

The five vans have been assessed based on the fitment and performance of their active collision avoidance safety systems which include low and high-speed autonomous emergency braking (AEB), lane support systems (LSS), speed assistance systems (SAS) and occupant detection systems.

The new paint was shown to reduce ambient cabin temperature.

BMW empowers next generation of visionaries

BMW Group Australia has partnered with two Melbourne universities to launch the fifth iteration of the YourMelbourne student competition to challenge aspiring young minds.

The YourMelbourne student competition encourages students to use their discipline to envision innovative and sustainable ways to manage the pressing issues of climate change, population growth, and the growing need for mobility in Melbourne’s expanding and sprawling urban landscape.

Students enrolled at RMIT University, and the University of Melbourne are encouraged to sign up and propose sustainable solutions for Melbourne in the year 2030.

The competition is offered to all academic disciplines and students are invited to participate in this challenge either as individuals or as part of a group.

Entries will be judged based on their merit across five core pillars: public mobility, private mobility,

urban planning, connectivity, and sustainability.

Cash prizes await the top three winners in each category, with a combined prize pool of over $10,000.

The first-place winners in both categories will receive a week-long internship experience at the BMW Group Australia headquarters. This experience will allow them to immerse themselves in a multinational workplace environment, gaining insights and practical exposure.

The winning entries will be selected by a judging panel with expertise in the automotive industry and academia. The panel will be comprised of representatives from BMW Group Australia, RMIT University, University of Melbourne and Capire, a community engagement consulting group.

CEO of BMW Group Australia, Wolfgang Buechel highlighted the importance of engaging students in future issues.

University and the University of Melbourne to uncover the bold visions that will shape the future of mobility and city living in Melbourne. By tapping into the innovative mindsets of these aspiring young leaders, we aim to discover transformative ideas that can revolutionise the way people move, work, and thrive within the urban landscape,” Buechel says.

RMIT University’s College of Business and Law professor, Heath McDonald, expressed his excitement in seeing the next generations perspectives and ideas.

“We were absolutely blown away last year by the level of creativity, technical expertise, and attention to detail in each of the student submissions. The innovative ideas and comprehensive solutions proposed truly exceeded our expectations. We look forward to seeing the fresh perspectives and groundbreaking concepts the next generation of aspiring designers, engineers, and urban planners will propose,” McDonald says.

Chery growth continues in Australia

Chinese automotive manufacturer

Chery Group has made its debut on the Fortune Global 500 list, securing the 385th position with a revenue of US$39.09 billion.

The expanding auto giant now boasts 14.2 million global users and operates in over 80 countries and regions.

In the first half of 2024, Chery Group achieved a historic milestone by surpassing 1.1 million vehicle sales, marking a 48.4 per cent increase yearon-year.

After exiting the market last decade,

“BMW Group Australia is excited to once again partner with RMIT it relaunched in Australia last year and has become one its fastest growing brands, achieving a year-on-year increase of 127 per cent for sales in July.

Chery and aims to launch their first electric vehicle in September, followed by the new urban SUV, TIGGO 4, later in the year.

Across the world the group’s annual sales increased from 962,000, 1.233 million to 1.881 million vehicles, from 2021 to 2023, nearly doubling in three years.

With a cumulative 3.9 million

exported vehicles, it is the leading Chinese brand in passenger car exports, a position it has held for 21 consecutive years.

In 2023, one in every three Chinese passenger cars exported overseas was a Chery. In the first half of 2024, Chery’s sales exceeded 1.1 million vehicles, a 48.4 per cent year-onyear increase, setting a new historical record.

Chery was founded 27 years ago and now operates in over 80 countries and regions and continues to expand into new markets.

BMW

Image: BMW Group

Closer lane system scrutiny

Automotive crash avoidance technology is progressing in leaps and bounds but it is not always trusted by drivers. ANCAP wants to bolster that confidence with a new layer of testing.

Understanding road and car safety is essential to minimising collisions on the road. ANCAP has established a program to shine a light on the realworld driver experience and usability of lane support systems.

ANCAP SAFETY’s official collision avoidance testing has embarked on a new research project designed to intentionally capture the steering force, intervention timing, and correction severity of Lane Keep Assist and Emergency Lane Keeping on vehicles already star rated.

This additional layer of examination looks beyond a vehicle’s ability to intervene and prevent an unintentional side-swipe, head-on, or run-off-road crash as determined through ANCAP’s official star rating assessments.

The project focuses on the sophistication and integration quality of lane support systems (LSS) from a range of vehicle brands and models.

Aspects interrogated through this research program include:

• Vehicle path and position - is the autonomous intervention smooth and intuitive?

• Intervention timing – is the system overly cautious, exhibited through premature/early intervention?

• Steering torque and angle – are there sharp, unnecessary or jerky steering inputs, leading to a feeling of loss of control?

• Lateral vehicle acceleration – is the sideways force experienced by the driver severe and unnatural?

This research follows feedback ANCAP has received from consumers concerned that the safety systems

The project will examine the usability of the systems across a range of vehicles.

fitted to their new cars are providing an adverse driver experience.

A pilot group of vehicles have been put through their paces against a baseline ‘positive reference’ vehicle, with early insights showing clear room for improvement.

ANCAP Chief Executive Officer, Carla Hoorweg, highlighted how the research project is a step forward to help vehicle manufacturers improve the functionality, calibration and integration of their active safety systems.

“Good system design and properly tuned systems are critical to consumer acceptance, and the aspects we’ve examined with this research are those that manufacturers should already be factoring into their systems,” Hoorweg says.

“The pilot group of vehicle models we’ve assessed has been assembled from direct consumer feedback, where a specific list of models were

identified as offering a fairly rudimentary response. Unfortunately, the behaviour of these vehicles is having consumers question the benefits of these systems, and in some cases, turn them off.”

“What we don’t want to see is these systems being badged as ‘annoying’ and switched off.”

“What we want to demonstrate are the differences in vehicle behaviour, and by sharing these results, encourage manufacturers to improve their systems. This will in turn improve the acceptance of these systems by their customers.”

The results of this pilot project will be shared with manufacturers and used to inform refinements to ANCAP’s upcoming 2026-2028 test protocols and criteria.

Additional vehicle models will be examined against the same research criteria over the course of the year, with full results to be released once the broad program of work is complete.