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Johnny D’Ambrosio, third-generation owner of Fix Auto St. Catharines, Welland and Niagaraon-the- Lake, stands with his dad, John, at the shop his grandfather founded in 1976.

THE ROAD TO 2026: PAINT, PRICES AND THE PUSH TO REPAIR

BY DARRYL SIMMONS, PUBLISHER

If you’ve been in this business long enough, you know change rarely arrives politely. It usually shows up unannounced, rearranges the furniture and hands you a new rulebook on the way out. And this year — and increasingly as we look toward 2026 — the change doing most of the rearranging is consolidation, particularly in the paint and coatings sector.

The news itself isn’t surprising. Major companies have been acquiring competitors for decades. But the speed and scale of what’s happening now marks a real shift. A market that once had a dozen or more global suppliers is contracting quickly, and while OEMs will navigate their own implications, the most immediate impact will be felt by collision repairers. When competition shrinks, pricing pressure eases. The coatings, toners, clears, reducers and supporting products shops rely on become

the lens of sustainability. On the surface, “repair over replace” sounds like a familiar slogan, but modern vehicles have transformed it into a far more serious responsibility. Behind almost every bumper are ADAS sensors that must function with exact precision. Radar units depend on perfect mounting points. Lightweight structural components require proper restoration to maintain crash performance. A cosmetic part isn’t merely cosmetic anymore. If it’s repaired, it must perform exactly as designed.

Sustainability is no longer just about reducing waste; it’s about ensuring repaired components meet OEM expectations for safety and function while reducing unnecessary replacement. It is environmental stewardship, but it is also liability management and, increasingly, economic good sense. With fewer repairable vehicles making it through the triage stage, shops must maximize the value

As global paint brands merge, insurers write off more vehicles and sustainability expectations rise, collision repairers face a new set of pressures — and opportunities.

more vulnerable to upward cost movement. That isn’t a prediction; it’s simple math.

And paint isn’t just a liquid in a can. It’s a complete operating system — equipment, mixing platforms, colour tools, software, spectrophotometers, warranties, certification ties, digital workflow systems and brand-specific training. These aren’t accessories; they’re infrastructure. After years of investing in proprietary tools and programs, the major paint brands have created not just loyalty, but dependence. When multiple brands and technologies fall under fewer corporate umbrellas, the flexibility shops once had begins to narrow. Switching brands becomes harder. Negotiating becomes harder. Even keeping suppliers responsive becomes harder. Choosing a paint line is no longer choosing a product; it’s choosing an ecosystem.

At the same time, another force is reshaping the repair landscape — one that has nothing to do with consolidation: the economics of used vehicles. Elevated used-car prices continue to push insurers toward more total losses. When resale values are high, the threshold for writing off a borderline vehicle drops. What might have been a solid repair five years ago now becomes a line on a salvage auction report. The outcome is unmistakable: fewer repairable vehicles entering the system. And when volume tightens, every remaining repair matters more. Shops can no longer rely on high car counts to smooth out a month. The complexity and accuracy of each repair now carry far more financial weight.

This pressure brings us to the conversation the industry is only beginning to grapple with — the repair-versus-replace decision, now viewed through

of the ones that do. Proper repair — documented, measured, traceable and defensible — becomes a revenue strategy as much as an ethical one. Instead of watching the clock turn back to shop consolidation, what truly matters as we move toward 2026 is how repairers respond to these converging pressures. With product flexibility tightening, repair volume shrinking and repair expectations rising, shops of all sizes are being pushed to sharpen their processes and elevate their technical discipline. Sustainability isn’t going to wait for the industry to catch up; it’s already reshaping how insurers evaluate repairs and how OEMs expect procedures to be followed. The repairers who thrive won’t be the ones with the most locations or the biggest purchasing power — they will be the ones who can prove, consistently and confidently, that their repairs are accurate, well documented and aligned with modern vehicle requirements.

As we move into 2026, the forces shaping collision repair are becoming clearer: paint consolidation is reducing choice, used-car economics are reducing volume and sustainability is raising the bar on how repairs must be performed and validated. The future won’t favour whoever is largest; it will favour whoever is most prepared. And if this industry has proven anything, it’s that preparation is something collision repairers do exceptionally well.

PUBLISHER

Darryl Simmons publisher@collisionrepairmag.com

ASSOCIATE PUBLISHER

Orest Tkaczuk | orest@mediamatters.ca

ART DIRECTOR

Yvonne Maschke | yvonne@mediamatters.ca

INTERIM EDITOR

Gideon Scanlon | news@collisionrepairmag.com

ASSISTANT EDITOR

Mackenzie Grant | mackenzie@mediamatters.ca

AUDIENCE ENGAGEMENT MANAGER

William Simmons | william@mediamatters.ca

VP OF INDUSTRY RELATIONS & ADVERTISING

Gloria Mann 647.998.5677 | gd.mann@rogers.com

INDUSTRY RELATIONS ASSISTANT

Wanja Mann 647.998.5677 | wanjamann1@gmail.com

DIGITAL OPERATIONS MANAGER

Cassie Doyle | cassie@mediamatters.ca

MEDIA PRODUCTION SPECIALIST

Dayna Dicuangco | dayna@mediamatters.ca

CONTRUBUTOR

Wally Dingman, Doug Kirk

Stefano Liessi, Jay Perry

SUBSCRIPTION

Single edition $7.99 One-year $39.95 ( 6 issues) Collision Repair™ magazine is published bimonthly, and is dedicated to serving the business interests of the collision repair industry. It is published by Media Matters Inc. Material in Collision Repair™ magazine may not be reproduced in any form without written consent from the publisher. The publisher reserves the right to refuse any advertising and disclaims all responsibilities for claims or statements made by its advertisers or independent columnists. All facts, opinions and statements appearing in this publication have been compiled and included with the permission, though not necessarily the endorsement, of the editor, or of independent columnist contributors, and are in no way to be construed as those of the publisher, or as endorsements of them.

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Collision Repair magazine is published by Media Matters Inc., publishers of:

People on the Move

ART CRAWFORD — AUTOCANADA INC.

Art Crawford has been named president of collision operations at AutoCanada Inc. He has spent more than 20 years in rental, MRO distribution and collision repair, previously leading AutoCanada’s collision division through its expansion to 32 sites and into profitability. In his new role he will direct collision operations across the national network. AutoCanada notes that under his leadership the division has become a “best-in-class platform.”

collisionrepairmag.com/15771881

CYNTHIA HILL — AUTOCANADA INC.

Cynthia Hill has been appointed general counsel at AutoCanada Inc. She has worked in corporate law for more than a decade, previously serving as a partner at Davies Ward Phillips & Vineberg LLP with a practice focused on mergers and acquisitions, capital markets and corporate governance before joining AutoCanada in 2020. In her new role she will oversee legal, compliance and risk functions throughout the company. AutoCanada says her appointment supports the company’s long-term governance structure.

collisionrepairmag.com/15771881

SCOTT ASHBY — AUTO SHIELD

Scott Ashby has been promoted to senior vice-president of operations at Auto Shield. He has worked in the OEM, warranty and dealer-services sectors for more than 30 years, previously serving in leadership roles at Hyundai Capital Canada, Toyota Financial Services, Sym-Tech Dealer Services, Safe-Guard Products Canada, Nissan and Ford of Canada. In his new role he will lead claims performance and customer-concierge operations as the company expands across Canada and into emerging U.S. markets. Auto Shield says Ashby brings “unmatched leadership and technical expertise” to the role. collisionrepairmag.com/15772090

KEN GILLINGWATER — FIX AUTO WOODSTOCK

Ken Gillingwater has been appointed general manager of the new Fix Auto Woodstock facility. He has worked in the collision repair industry for decades, previously serving in his family-owned bodyshop in Burford, Ontario under his father’s leadership. In his new role he will oversee operations at the 10 000-square-foot, 12-bay repair centre. “It’s exciting to be part of a business that’s doing everything related to autobody repair,” he said.

collisionrepairmag.com/15769873

We’ve been proud to be part of the CARSTAR team since 2014. The brand’s strong visibility and trusted reputation have been key drivers in growing our repair volume and revenue, enabling us to expand our shop several times. The ongoing support from CARSTAR — across certifications, marketing, training, and more, has been essential to our continued success and growth.

– Patrick Flibotte, owner of CARSTAR Charlesbourg

Good Will Driving: From Dream to SEMA

A Firebird’s Journey on Route 66

What began as a rusty remnant in a muddy, British Columbian field is now a standout project for Fix Network in Canada and its partners. This November, the unique “Good Will Driving” Firebird restoration project reached a major milestone. After a 3,500-mile journey spanning Ontario to California and then Nevada, powered by industry spirit and Route 66 grit, the car made an epic debut at SEMA in Las Vegas.

A PROJECT THAT NEEDED A NETWORK

It all began last spring, when Daryll O’Keefe, Vice President, Strategic Business Development, North America for Fix Network, acquired a classic 1980 Pontiac Trans Am from Mike Hall’s renowned “Field of Dreams” collection. Far from seeing its condition as a setback, the Fix Network team recognized an exciting opportunity to highlight the collective strength of their network while inspiring renewed enthusiasm for the automotive repair industry. The ultimate goal is to auction the restored Firebird to benefit the longstanding charity partnership between Fix Network and Ronald McDonald House Canada. The project quickly became a collaborative mission, uniting leading partners and talented professionals from across the country to turn a challenging restoration into a powerful symbol of what is possible when an industry comes together for a great cause. With support from partners like LKQ, NAPA, 3M, Axalta, ATK, Kent Automotive, DT-Tire, and many others, the restoration effort gained remarkable momentum. LKQ provided essential replacement panels, while ATK contributed a brand-new 355-cubic-inch LS engine along with new 5 Speed Tremec Transmission. Teams from sites across the network rallied to tackle everything from fabrication and paintwork to assembly and finishing touches—all working at an impressive pace to make the project a reality.

A DEADLINE WITH HIGH STAKES

As anyone who’s taken on a classic vehicle restoration knows, ambition is only half of the equation. Time was the rarest commodity. Making the journey to Las Vegas for SEMA Industry Week, and catching up with Mike Hall himself, meant squeezing 1,000 hours of work and $100,000 in restoration and upgrades into just a few breakneck months. From floor pans to plastic trim, many parts were flown in from across the country. Three separate teams worked on the shell, paint, and mechanicals simultaneously. Fix Auto Hamilton Mountain laid down Chromax paint in a 48-hour marathon. By September, only a final frantic week separated “project car” from “roadworthy.” Safety inspection: Tuesday. License plates: Wednesday. Last-minute mechanical work was completed the very same day Daryll was set to start his journey. O’Keefe left directly from the Speedy Auto Waterloo shop, pointing the Firebird west.

“This project showed that with the right people behind you, good things happen, even when the odds say different. For Fix Network and its partners, the Firebird’s SEMA run is not the end of the story, it is just the beginning of giving back.”

— Daryll O’Keefe

ROUTE 66: TRIALS BY ASPHALT

The drive to SEMA wasn’t a luxury cruise; it was a proving ground. Over three days, O’Keefe and co-pilot Nicky Woerner, Vice President Business Development and Partnerships, braved everything from fueling headaches near Windsor, to midnight arrivals in St. Louis, to an impromptu run-in with state troopers in Pontiac, Illinois (the car, and its mural photo op, attracted plenty of attention).

There were moments of uncertainty: fuel gremlins, a dash rattle, and nearly running dry in the Arizona desert. Still, the spirit of the journey always trumped the setbacks. Each challenge was met with the same can-do attitude that rebuilt the car, along with support from every corner of the network, no matter how far off Route 66 they may have been.

SEMA SPOTLIGHT & WHAT’S NEXT

After more than 3,500 miles, the Firebird rolled into Las Vegas. A thorough wash and a much-needed dinner later, it shone under the lights at Industry Week, a point of pride for everyone who had turned a wrench, made a call, or cheered from afar. The journey demonstrated more than a mechanical transformation - it showcased what this industry can do when it pulls together for a cause.

Following its Vegas debut, the Firebird returned not to retirement, but to the Fix Network state-of-the-art Calgary Training Centre. Here, it’s receiving the final touches: fine detail work, safety inspections, and tune-ups, all to guarantee that when it returns to the spotlight at the Fix NetworkCanada National Conference at the Banff Fairmont Springs in early May, 2026, it will be in show-stopping, road-ready condition to be auctioned off in support of Ronald McDonald House Canada.

A DRIVING FORCE FOR GOOD

More than a restoration, Good Will Driving is a living testament to the power of grit, teamwork, and purpose. “This project showed that with the right people behind you, good things happen, even when the odds say different,” O’Keefe says. For Fix Network and its partners, the Firebird’s SEMA run is not the end of the story; it is just the beginning of giving back.

To follow the full journey, visit the Fix NetworkCanada YouTube channel.

A college student who lost her vehicle in a fire received a fully restored Honda from CARSTAR Goderich owners Shawn and Allie Leslie. The couple bought the car, completed all required safety work and transferred ownership so she could commute five-hours to school. Their intervention protected her ability to continue her program without transportation barriers. “Shawn’s generosity has made a huge impact,” said CARSTAR. collisionrepairmag.com/15755457

REPAIRIFY TARGETS VEHICLE THEFT

Repairify announced an initiative based on its internal telematics and diagnostics analysis to combat increasingly sophisticated vehicle theft. The program uses connected-vehicle data to help counter theft rings exploiting gaps in modern security and driver-assist systems. The approach responds to patterns the company identified in late-model theft incidents across Canada. collisionrepairmag.com/15767838

AGING VEHICLES DRIVE REPAIR DEMAND IN CANADA

expectations as vehicle life cycles lengthen. collisionrepairmag.com/15767717

Simplicity Car Care recognized its top-performing franchisees and teams during its annual Growth Conference. Internal performance metrics formed the basis of awards for customer satisfaction, cycle-time improvements and sales growth across more than 100 locations. The event underscored the company’s focus on culture, mentorship and operational discipline.

“Simplifier of the Year went to Chantal Cox for her work with the Franchise Advisory Council, her community involvement and her efforts to keep franchisees connected and engaged.” collisionrepairmag.com/15755461

2025 SALES DOWN, REPORT SHOWS

An IBISWorld industry report projected that the Canadian auto parts retail sector will generate about $8.1 billion in revenue, marking a 0.5 percent decline. The IBISWorld analysis attributed the slowdown to weaker consumer spending, higher costs and stronger online competition. It also noted employment has grown since 2019 with a small rise in store counts. collisionrepairmag.com/15769684

CANADA’S AUTO EXPORTS SLAMMED BY LEVIES

The Anderson Economic Group reported that Canadian auto exports to the United States absorbed US$1.39 billion in tariffs in a single month. The group’s analysis found duty-free entry for Canadian-built vehicles dropped from 99 percent to 36 percent under the new levy structure. Economists at Anderson expect downstream disruption affecting manufacturers, parts distributors and collision repair networks. collisionrepairmag.com/15767821

AKZO-NOBEL AND AXALTA TO JOIN FORCES

AkzoNobel and Axalta Coating Systems announced an all-stock merger projected to create a coatings company valued near US$25 billion with about US$17 billion in annual revenue. Investor disclosures from both firms forecast US$600 million in annual synergies within 3 years. Analysts expect the combined scale to alter supply dynamics for OEM and collisionrepair operations. “This merger will allow us to accelerate our growth ambitions by bringing together highly complementary technologies, expertise and passionate people to unlock our full combined potential,” said AkzoNobel CEO Greg Poux-Guillaume. collisionrepairmag.com/15772156

SIMPLICITY UNVEILS NEW NORTH YORK CENTRAL FACILITY

TOYOTA COMMITS US$10 BILLION TO AMERICAN EXPANSION

Toyota released a corporate investment announcement detailing up to US$10 billion in new U.S. spending tied to its first American battery plant in Liberty, North Carolina. The company’s internal projections show the facility supporting 14 production lines and 30 GWh of annual capacity. Toyota stated the investment strengthens its North American manufacturing strategy as electrification accelerates. “Today’s launch of Toyota’s first U.S. battery plant and additional U.S. investment up to US$10 billion marks a pivotal moment in our company’s history,” said Toyota Motor North America president and CEO Ted Ogawa. collisionrepairmag.com/15772054

BODYSHOP EXPANSION TO ALLOW MORE SERVICES, CERTIFICATIONS

Simplicity Car Care announced the launch of its North York Central facility, accompanied by internal capacity data outlining major workflow and technician-space upgrades. The centre incorporates expanded digital repair systems and updated production processes to reduce cycletime. It is designed to serve drivers, insurers and OEM partners across the Greater Toronto Area. “Our North York Central facility is more than just a repair centre – it’s a symbol of how Simplicity continues to evolve with the needs of our customers and partners,” said CEO Paul Prochilo. collisionrepairmag.com/15772524

WORKERS USING AI MORE THAN EMPLOYERS, SURVEY FINDS

A Censuswide survey commissioned by IBM Canada found 79 percent of full-time workers use AI tools at work while only 25 percent rely on enterprise-grade systems. Censuswide’s data showed unmanaged “shadow AI” increases the average Canadian breach cost by $308,000. Respondents overwhelmingly reported productivity gains and time savings. “Despite high usage, only 29 percent of workers believe their employer is using AI to its full potential.” collisionrepairmag.com/15772546

Waterdown Collision shared expansion plans supported by internal volume analysis showing truck and large-vehicle repairs now represent about 40 percent of its workload. The company is building a 3,700-square-metre facility enabling alignment, calibration, glass work and OEM-certification capacity for multiple brands. The project follows the government’s expropriation of its previous site for highway expansion. “In the new building we’re expanding our mechanical department by bringing in services like alignment, calibration and glass installation,” said company president Max DiFelice. collisionrepairmag.com/15772077

REPORTING CENTRE OPENS IN RURAL ALBERTA

Accident Support Services International opened a collision-reporting centre supported by insurer data showing the model shortens claims-handling time when used for minor collisions. The Cochrane facility processes non-injury, low-severity incidents while major collisions still require police attendance. The launch reflects the expansion of Ontario’s long-running CRC model into Western Canada. collisionrepairmag.com/15772163

U.S. DRIVERS EMBRACING AI FOR INSURANCE BUYING

A CCC Intelligent Solutions report outlined tariff pressure, inflation and consumer-debt strain across the collision repair sector. CCC data showed auto parts inflation exceeding 6 percent year-over-year as supply chains tightened. The report also found 39 percent of shops experienced tariff-related disruption, with larger facilities reporting even greater stress. “Today’s auto industry is navigating unprecedented economic turbulence,” said CCC analytics director Kyle Krumlauf. collisionrepairmag.com/15756048

AIA CANADA PROPOSES NEW NATIONAL STANDARDS

An Insurify Insurance Trends Report found 86 percent of U.S. drivers would use AI to help buy auto insurance and 68 percent would allow automated policy adjustments if savings reach US$1,000 per year. The report showed 76 percent of respondents would permit AI to compare quotes and 54 percent would allow it to build a custom policy. Despite this, 53 percent still preferred guidance from human agents. “Our AI Insurance report shows that American drivers are increasingly seeing AI as a trusted co-pilot for making insurance decisions,” said Insurify founder and co-CEO Snejina Zacharia. collisionrepairmag.com/15771917

THE MOST STOLEN VEHICLES IN CANADA

AIA Canada published a proposed national collision repair standard outlining requirements for calibration, repair processes, certification and parts sourcing. The framework aims to create unified expectations across provinces and support insurer repairer alignment. The document responds to rising vehicle complexity and demand for consistent national quality benchmarks. collisionrepairmag.com/15755891

AUTO SECTOR PRODUCTION SURGE AHEAD

A global vehicle production forecast from S&P Global Mobility projected output increases across China, Europe, Japan and Korea, led by EV and hybrid incentives. The forecast showed North America posting smaller gains due to tariff uncertainty and inventory corrections. Analysts cut expectations for 2026–27 as demand and stock levels shift. collisionrepairmag.com/15755820

A national theft study from LowestRates.ca found newer SUVs dominate Canada’s list of most stolen vehicles despite a 17 percent drop in overall theft. The report identified annual losses exceeding $1 billion and noted the influence of export networks and key fob relay attacks. Insurance brokers warned the costs remain entrenched across the system. “Even with thefts declining slightly, the cost impact is still sitting in the system,” said insurance broker Fleur Dsouza. collisionrepairmag.com/15772540

INSURERS OPTIMISTIC ABOUT BUDGET PROPOSAL

A federal budget document launching consultations on a national earthquake backstop prompted a positive response from the Insurance Brokers Association of Canada. The budget text outlined a potential system where the federal government acts as payer of last resort for catastrophic seismic claims. Industry groups said the model could reshape how risk is priced and allocated nationwide. “A major earthquake isn’t hypothetical,” said IBAC CEO Peter Braid. collisionrepairmag.com/15771449

FORMULA FIRST COLLISION

DRIVING EXCELLENCE THROUGH OEM CERTIFICATION AND STRATEGIC WORKING RELATIONSHIPS

Formula First Collision, located in Windsor, Ontario, is a standout in the Canadian collision repair industry. Founded in 2002 by Frank Gobbato, the shop has grown into a leader in OEMcertified repairs, known for its commitment to quality, innovation and customer-first service. This shop profile explores Formula First’s journey, its unique culture, and its strategic working relationships with Mercedes-Benz Canada and Sherwin-Williams Canada.

Gobbato’s passion for automotive repair began early, working in his father’s shop, Continental Collision, where Sherwin-Williams was Continental’s paint brand of choice. That legacy laid the foundation for Formula First Collision, which Gobbato launched with a vision to elevate repair standards and prioritize customer safety.

Since its inception, Formula First has grown steadily, embracing new technologies and certiﬁcations while maintaining a strong internal culture. The shop now employs 30 people, most of whom started their careers there, reﬂecting a deep commitment to mentorship and long-term development.

WHAT MAKES FORMULA FIRST UNIQUE

1. OEM-CERTIFIED REPAIRS

Formula First is a non-direct repair program facility, meaning it works directly for customers rather than insurance companies. This independence allows the shop to strictly follow OEM procedures, ensuring repairs meet manufacturer standards for safety and performance.

2. PASSION-DRIVEN ENVIRONMENT

From antique restorations to high-end luxury vehicles, Formula First’s work is fueled by passion. The shop fosters a family-like atmosphere, complete with a communal lunch space and even an in-house garden, reinforcing its commitment to employee well-being and sustainability.

3. CULTURE OF GROWTH AND EDUCATION

The team is built from the ground up, with most employees starting young and receiving in-house training across multiple disciplines, as well as regular OEM training to stay certiﬁed in all its partners’ latest repair techniques.

General Manager Cristian Agostini, for example, began at age 15 and now oversees certiﬁcation audits and training programs.

“We pride ourselves as a team here in the quality and craftsmanship of our work, our working environment and our culture,” says Agostini. “We really follow the OEM procedures and make sure that the repairs we give our clients are as if they were our own vehicles.”

MERCEDES-BENZ CERTIFICATION: A BADGE OF EXCELLENCE

Formula First’s journey to Mercedes-Benz certiﬁcation was rigorous and rewarding. The process involved multiple steps, including:

• Extensive training: Technicians undergo specialized training, including welding courses offered by Mercedes-Benz.

• Tooling and audits: The shop maintains strict compliance with tooling requirements and audit protocols

• Attention to detail: Certiﬁcation demands precision and accountability, which Formula First embraces wholeheartedly

Mercedes-Benz Canada Collision Program Manager Edwin Marasigan notes its mission is to ensure appropriate geographic locations for each region to provide ample coverage for MercedesBenz customers.

“Mercedes-Benz customers are unique,” he says. “They expect the highest level of service and expect the vehicle to be perfect when returned from an accident. That’s why when a collision center like Formula First meets and exceeds these standards, our customers trust their repair is in good hands. Another reason this is true, is they know they are using only certiﬁed Mercedes Benz OE parts and Preferred-Partner coatings.”

Gobbato is deﬁnitely a believer.

“If you’re looking to pursue a Mercedes-Benz certiﬁcation, it’s deﬁnitely worth it. But shops need to dedicate themselves to properly training their people, buying the right equipment, not taking shortcuts on repairs and always being faithful to the consumer.”

— Frank Gobbato

WORKING WITH SHERWIN-WILLIAMS: INNOVATION MEETS RELIABILITY

Gobbato’s history with Sherwin-Williams made the decision to work together again a natural one — especially after Mercedes-Benz named Sherwin-Williams Canada as its Preferred Paint supplier. The working relationship was driven by:

• Product quality: The Ultra 9K® paint system delivers superior ﬁnishes and color matching

• Support and service: Sherwin-Williams provides responsive, hands-on support with reliable delivery even across long distances

• Shared vision: Both companies value innovation, quality and customer success

Regarding transitioning his paint supplier to Sherwin-Williams, Gobbato says, “If anybody is thinking of making a switch to SherwinWilliams, it has been a good conversion. We like the Ultra 9K product. It’s superior and the matches have been fantastic. The clears are crystal clear. The undercoats are marvelous, and the training is there.”

Formula First was the ﬁrst shop in Canada to join the MercedesBenz/Sherwin-Williams Preferred Program and has been recognized for setting a high standard in collision repair.

“Sherwin-Williams Canada is very proud to be named the MercedesBenz Preferred Paint Program partner,” says Tim Gallant, Senior Sales Manager, Sherwin-Williams Canada. “And we’re also extremely proud that Frank was the ﬁrst to be in that program. The stature that his shop carries throughout the industry demonstrates the level of commitment Sherwin-Williams can provide for anyone’s collision center.”

Sherwin-Williams also introduced several tools that enhanced Formula First’s operations including its Collision Core™ Inventory, which digitizes inventory management, eliminates shortages and streamlines ordering; its digital platforms, which integrate tools to improve eﬃciency and support seamless operations; and its Collision Core™ Pronto® system, which completely automates paint mixing, improves accuracy, reduces waste, and boosts productivity.

RESULTS AND IMPACT

The end result for the shop was a significant increase in its operational efficiency. Since adding these Sherwin-Williams productivity tools, Formula First has seen increased throughput benefits, such as reduced downtime and errors in the paint department, improved inventory tracking and ordering, and faster turnaround times with accurate colour matching.

The shop has also facilitated employee empowerment with staff trained on new technologies and systems and increased engagement and ownership of repair processes. The result has been continued high-quality, OEM-certiﬁed repairs and transparent communication and education during vehicle handover to satisﬁed customers.

Formula First Collision exempliﬁes how passion, precision and strategic working relationships can elevate a business. Through its commitment to OEM standards, investment in staff development, and collaboration with Mercedes-Benz and Sherwin-Williams, Formula First has positioned itself as a powerhouse in the Canadian collision repair industry.

FOR MORE INFORMATION:

• Formula First - https://formulaﬁrstcollision.com

• Mercedes Benz Canada Certiﬁed Collision Repair Center: www.mercedes-benz.ca/en/certiﬁed-collision-repair-center

• Sherwin-Williams Automotive Finishes: industrial.sherwinwilliams.com/na/us/en/automotive.html

General manager Cristian Agostini and Formula First Collision owner Frank Gobbato.

Cristian Agostini over-seeing operation of the Collision Core™ Pronto system.

ALIGNED FOR THE FUTURE

HOW A NIAGARA COLLISION LEGACY KEEPS ITS FRAME STRAIGHT THROUGH THREE GENERATIONS

For Johnny D’Ambrosio, the third generation of his family to work at United Motor Collision, now known as Fix Auto St. Catharines, Welland and Niagara-on-the-Lake, the collision repair business isn’t just an enterprise. It’s a family heirloom, built bolt by bolt over nearly five decades.

“As a child, I was always around cars and the shop,” the 39 year-old owner recalls. “By 14 I’d even work some summer breaks and Christmas holidays, always finding a way to be involved. When I went to Brock, the shop was down the street, so I’d stop in between classes — sometimes even when I should’ve been in class.”

Johnny’s path mirrors the steady, hands-on work ethic that shaped Fix Auto St. Catharines into the operation it is today. Founded in 1976 by his grandfather, Lino D’Ambrosio, a licensed mechanic who immigrated from Italy, the original shop began as a humble garage. His father joined a few years later, after the original partner left.

“My grandfather opened United Motor Collision in 1976,” Johnny explains. “He’d worked as a mechanic when he first came to Canada, then opened a gas station and mechanic shop. After selling his first business he opened UMC, a four bay shop, which has now grown into a 15,000 square-foot building.”

Nearly fifty years later, that same site remains the group’s main hub — still independently owned by the D’Ambrosio family, now operating under the Fix Auto banner — and will celebrate its golden anniversary in 2026.

“There’s a lot of pride involved,” Johnny says. “It’s rare these days for a small business to continue on and not just survive, but thrive. Reaching 50 years means a lot, and we will certainly continue to build on that.”

That spirit of continuity is threaded through every decision Johnny has made since oﬃcially joining the business in his early twenties. After leaving university, he traded lecture halls for the shop floor — starting in the wash bay, detailing cars then prepping, eventually working his way into estimating and management.

He credits a blend of mentorship, external training and industry partnerships for shaping his approach.

“In my early years I learned a lot from my dad, John and our general manager Jamie,” he says. “Then I brought in a business consultant through our paint supplier who really helped propel my knowledge forward. That was a turning point — our production, structure and procedures started setting us apart.”

That emphasis on process eventually led to one of the D’Ambrosio’s most defining decisions — joining the Fix Network in 2015.

“It was a remain stagnant or evolve further moment,” Johnny reflects. “Either stay as one shop or grow into many. Expansion was always a dream — to take what my grandfather started, what my father built, and scale it.”

The dream became reality in 2021 when D’Ambrosios acquired the Welland location, followed soon after by Fix Auto Niagaraon-the-Lake.

“The foundation of it all is having the right people in place,” he says. “Communication and expectations are huge. You need at least one person in each shop who shares the same vision and goals. From there it’s infectious and turns into more than one — those pillars hold everything up.”

The results speak clearly. Many team members have been with the business for decades. The general managers Jamie Werstroh and Dave Cirone in St. Catharines and Welland are each 40-year veterans in the industry, while others have risen through the ranks to lead new shops and facilities.

“Our general manager in Niagara-onthe-Lake, CJ George-McCool, started in St. Catharines and worked his way up to running that location,” Johnny said. “Our painter Josh Boland has been with us for nearly 20 years. Mario Di Tizio and Mike Bowers in Welland are approaching 20 years as well. Building internally has proven to be incredibly valuable.”

That internal development philosophy extends through years of dedication and drive — though Johnny admits, it’s not a quick process.

“It’s not fast. It’s hours in hands-on experience,” he says. “I’ve done a lot of testing, and a lot of things have worked and others haven’t. I try to share that with the guys coming up so they can bypass some of the mistakes I made.”

Patience, he said, is essential.

“It takes time and the right people. It’s never perfect, but that slow, steady climb is what builds sustainability.”

Operating three collision centres across the Niagara region — with a fourth on the way — brings its own challenges. With multiple insurance partners, evolving OEM procedures, a growing staff and differing regional demands, keeping operations unified requires discipline and structure.

“The larger you are, the more opportunity there is — but also more potential issues,”

“It was a Remain stagnant or evolve further moment. Either stay as one shop or grow into many. Expansion was always a dream — to take what my grandfather started, what my father built, and scale it.”

— Johnny D’Ambrosio

“I walked into a thriving family business, which was an incredible opportunity,” he said. “Creating more opportunity for our employees, for my family and for my business partner — my father — was and still is a great feeling. I consider myself blessed to still have the opportunity to work alongside my father and enjoy his mentorship as we continue to grow our network of family-owned facilities.”

Johnny says. “We try to maintain standard operating procedures across all shops, so there’s always something to refer to. Having leaders in place who hold those standards and people accountable keeps us on a strong path.”

Each shop maintains ICAR Gold Class recognition and multiple OEM certifications — a point of pride that keeps the group at the forefront.

Beyond certifications and expansions, Johnny’s proudest achievement is personal: purchasing his first shop in Welland four years ago.

That blend of gratitude and ambition defines Johnny’s leadership. The Fix Auto St. Catharines group has earned the Fix Network President’s Award twice — in 2022 and again in 2024 — standing out among nearly 300 facilities nationwide. The award recognizes the partner who best exemplifies Fix Network’s values.

“It was a great feeling,” Johnny says. “Winning two cycles back-to-back means a lot.”

As he balances a growing business with life as a young father, Johnny can’t help but smile when his three-year-old daughter chirps, “Bodyshop!” from the backseat as they pass one of their locations.

“I still remember my dad saying, ‘you don’t want to do this,’ and urging me to pick another career path. But I secretly fell in love with the shop at a young age. I hope one or both my daughters feel the same pull one day.”

And if they do, they won’t just inherit a business — they’ll inherit a legacy five decades in the making, built on patience, precision and pride.

— Johnny D’Ambrosio

UNCHARTED TERRITORY

HEADWINDS DRIVING UP COSTS, WORKLOADS AND DELAYS FOR COLLISION SECTOR BUSINESSES

Canada’s collision repair economy is running hot, and the latest Pulse of the Industry data shows just how intense things have become on the shop floor. The latest report, based on data from more than 60,000 repair orders each month, revealed a sector fuelled by high repair values, lopsided eﬃciency and a work-in-progress load that’s pushing many facilities to their limits.

The average insurance-paid repair now comes in at $5,172 — a figure that would have seemed shocking a decade ago but barely raises an eyebrow in today’s advanced-technology repair landscape. Customer-pay work tells a different story, landing at $1,734 per repair, a reminder that consumers who hit the road without a claim are still feeling the financial sting of modern vehicle design.

Production numbers show a widening gap between the average shop and the elite performers. Cycle time for the industry sits at 13.3 days, while the top 10 percent of Canadian repairers are turning keys in just 5.7 days. Touch time tells the same story. Shops on the national average produce 2.5 hours of work per repair per day, while the leaders more than double that, hitting 4.6 hours. For operators trying to understand why their throughput feels sluggish, the numbers offer a blunt explanation: time-on-task is where the game is being won.

Capacity management reveals the pressure point everyone in the industry can feel. The national work-in-progress ratio lands at 11.6 to 1 — translating to nearly 12 days of repairs sitting in the building for every single day’s worth of output. The benchmark for top performers usually lands between seven and eleven days of WIP, which means Canadian operators have drifted past the comfort zone and into sustained-congestion territory. Keeping that ratio in check is the only way to increase profitability without expanding square footage or adding staff, two moves that aren’t realistically on the table for many.

Taken together, the numbers paint a clear picture: Canada’s collision repair industry is busy, strained and pushing through complexity that isn’t letting up. Elevated repair order values, long cycle times and dense WIP loads aren’t temporary quirks — they’re structural conditions created by modern vehicles and a labour pool playing constant catch-up. The top shops are winning through tighter processes, sharper touch time and disciplined capacity control. Everyone else is fighting the clock.

Pulse of the Industry, produced in partnership between AutoHouse Technologies and Collision Repair magazine, remains the only verified national scorecard covering the majority of Canada’s highestperforming collision repair centres. With the industry running flat-out and no slowdown in sight, these metrics aren’t just numbers — they’re the new rules of survival.

Evaluate your Performance?

Curious how your shop stacks up?

Our enhanced benchmarking tool compares your performance against national, provincial and regional peers. Using real operational data - not surveys - you can quickly identify where to improve efficiency, boost throughput, and grow profitability. Learn more to see if benchmarking is a fit for your business.

Learn more at autohousetechnologies.com/crmpulsereport

About this Report

Pulse of the Industry is the result of a powerful collaboration between Collision Repair magazine, Canada’s leading collision industry publication, and AutoHouse Technologies, the nation’s foremost provider of real-time repair performance analytics. Compiled from over 60,000 monthly repair orders completed by Canada collision repairers. All information has been normalized, with variance thresholds applied to remove anomalies and ensure data integrity.

Exclusively partnered with

VIVA LAS VEGAS

EXCITEMENT AT SEMA 2025

The SEMA Show of 2025 took over the Las Vegas Convention Center. It ran alongside AAPEX and the Industry Week schedule. For collision repair professionals the show felt bigger than ever. The energy on the first morning set the tone. Visitors lined the entrances. Cameras flashed. Attendees rushed toward the upper south hall, home of the collision and refinish section.

The opening ceremony was simple but loud. The Specialty Equipment Market Association president and chief executive oﬃcer Mike Spagnola welcomed everyone to the show and cut the ribbon. Collision Repair Mag’s team was on the ground to capture the scene. Before the week even began, the magazine told readers the show had evolved into a place “where shop owners and technicians get an early look at the tools, training and technology that will soon make their way into bays back home.”

“I’m so excited to be back at SEMA this year, it’s the perfect place to reconnect with industry leaders, discover new technology and feel the pulse of where the industry is headed.”

CANADIANS ON THE FLOOR

Collision Repair sent marketing coordinator and audience engagement director William Simmons to Las Vegas. The magazine also sent director of marketing Gloria Mann. Their mission was clear: track the launches, report the training sessions and spotlight Canadian participation.

Simmons said he was excited to return to the show. “It’s the perfect place to reconnect with industry leaders, discover new technology and feel the pulse of where the industry is headed.” That line captured the feeling among many Canadian shop owners walking the aisles.

The magazine used its coverage as a central hub for Canadian attendees. It told readers to flag innovative booths and to send photos from the show floor. The team wanted to gather the best ideas for a post-SEMA recap and to ensure Canadian collision shops could see what mattered even if they did not travel. The message was simple: SEMA was no longer optional for shops that wanted to stay ahead.

WHAT EXHIBITORS BROUGHT

Collision Repair previewed several exhibitor plans. AkzoNobel announced that it would unveil Ballistic, a custom build created by Miller & Son Collision. The company also said it would display Sikkens Autowave Optima and its Carbeat digital workflow tool. These technologies targeted colour accuracy, cycle-time visibility and high-productivity refinishing.

Repairify’s asTech division announced live demonstrations as well. The company planned to show the asTech Generation 3 device and its Connected Calibrations platform. For collision operators trying to decide whether to bring calibration in-house, these sessions mattered. They provided hands-on exposure to hardware and software that could change their work mix.

I-CAR also outlined a strong presence. It planned to bring training modules built around mixed-reality tools and new attachment-method instruction. Those offerings underlined how much collision training had shifted toward simulation, structured procedure and OEM-aligned workflows.

— William Simmons

“This was more than a record-setting event — it was a symbolic moment for the industry.”

— Rodolfo Ramirez

A SHOW DESIGNED AROUND LEARNING

Training was not a sideshow. It was central. SEMA offered repair-focused sessions every day. Many were full to capacity.

On the first day, the schedule covered battery safety, repair approvals, refinish processes and structural considerations for mixed-material vehicles. The collision audience leaned in. Electric-vehicle safety was a major theme. So were OEM repair procedures. Many attendees noted that even general aftermarket professionals crowded into EV safety sessions because the material felt urgent.

I-CAR built on that with welding demonstrations, radar replacement simulations and refinishing exercises inside mixed-reality headsets. I-CAR’s booth ran non-stop. Attendees often lined up just to try the Cruiser’s radar replacement simulation.

“Mixed Attachment Methods reflects our ongoing commitment to advanced technical training that prepares the industry to repair complex vehicles completely and safely.”

— Kyle Thompson

ADAS TOOK OVER

By day 4, the event’s focus tightened around ADAS systems and calibration requirements. Collision Repair described the day’s content as dominated by sensor technology, workflow requirements and evolving OEM demands. One presenter from BASF explained how colour formulation could affect radar performance. In his talk, he said “colour selection was actually an important technical consideration.” The idea hit hard for refinish-department leads. It showed that paint lines and tint mixes were no longer cosmetic questions. They were safety issues.

Another ADAS presenter spoke about hardware changes coming to radar and camera units in the near-term model years. Repairers were told they “would be required to adapt tools and procedures as these units entered circulation.” It was a warning. The technology was changing fast. Shops could not afford to lag behind.

A third presenter covered geometry, floor condition and spatial tolerances. Collision Repair Mag summarized it clearly: “His presentation focused on geometry, floor condition and spatial tolerances.” That message reinforced that calibration needed space, tooling and measurement, not guesswork. These sessions shaped how shops understood their responsibilities. No one left thinking ADAS calibration lived only in dealership spaces anymore. It was a core part of the collision workflow.

REPAIR-FIRST THINKING ROSE AGAIN

Plastic repair made noise throughout the show. Polyvance pushed its “Rebel Against Replacement” campaign hard. The company encouraged shops to repair damaged plastic parts rather than replace them. The idea was simple: bumper covers, tabs and trim pieces were often repairable. Replacing them out of habit weakened margins and increased waste.

Polyvance said the message resonated with SEMA attendees. “Our #rebelagainstreplacement message at SEMA resonated! We had so many visitors say that they’re interested in writing for more labor hours by doing more #plasticrepair.” The quote showed that the appetite for repair-first thinking was rising. Repair-first messages also tied into sustainability discussions. Several exhibitors stressed that reducing parts waste cut costs and improved workflow. For the collision repair sector centres facing tight margins and rising material costs, that message had practical weight.

NEW PRODUCT SHOWCASE DELIVERED SCALE

The New Product Showcase in the upper south hall pulled huge crowds. More than 1,300 products were entered across 15 categories. Collision Repair Mag quoted one judge who said: “The level of innovation and craftsmanship on display is outstanding. It’s clear our industry is moving forward with real

I-CAR CAPTURED A MAJOR AWARD

I-CAR’s Mixed Attachment Methods course won a SEMA New Product Award. The selection came from a panel of consumer, trade and enthusiast editors. The training program focused on the safe execution of OEM joining methods, including rivet bonding, MAG welding, MIG brazing, steel sectioning and spot welding. It was in a hands-on format and aligned directly with OEM repair procedures.

Kyle Thompson, I-CAR chief executive cer and president, said: “I-CAR is honoured to be recognized as a Media Choice winner.” He added: “Mixed Attachment Methods reflects our ongoing commitment to advanced technical training that prepares the industry to repair complex vehicles completely and safely.” His comments captured the growing focus on structured training, not improvisation.

The Mixed Attachment Methods program would become eligible for Gold Class and Platinum renewal requirements in 2026. That mattered to shop owners who sent technicians to SEMA to plan next year’s training strategy.

I-CAR’s Mixed Attachment Methods training earned a SEMA New Product Award, highlighting its focus on safe, OEM-driven repair techniques.

More than 1,300 products packed the New Product Showcase, highlighting a wave of collision-sector innovation. The Revv ADAS Integration Ecosystem took top honours in the Collision Repair & Refinish category.

Plastic repair took center stage at SEMA as Polyvance encouraged shops to fix rather than replace parts, showcasing the MiniFuzer Pro for faster, broader repairs.

PPG STIRRED A WORLD RECORD INTO THE SHOW

Refinish giant PPG staged one of the most memorable events of the week. It organized a Guinness World Records attempt during a customer event. More than 275 people stirred paint at the same time. The attempt succeeded. An oﬃcial verified the count. A new world record was set.

The stunt also pushed attention to PPG’s Mix’n’Shake automated stirring system. The system mixed paint hands-free in under 60 seconds. PPG said the system could help shops recover up to 6 percent more productive hours each year. It could also reduce consumable waste by up to 10 percent. It connected to the PPG LINQ digital ecosystem and paired well with the Moonwalk automated mixing robot.

PPG linked the event to training too. The paint stirred during the record attempt was donated to Dixie Technical College in Utah. The donation supported paint-shop training for new technicians. Rodolfo Ramirez, vice-president of automotive refinish coatings at PPG, said: “This was more than a record-setting event — it was a symbolic moment for the industry.”

DIGITAL EVENTS RAN PARALLEL

Hunter Engineering recognized that not all collision-repair professionals could get to Las Vegas. To support those people, it launched a digital Hunter Expo timed to match the show. The event presented everything Hunter showed at SEMA, including alignment, ADAS and tire-service equipment. Collision Repair Mag’s coverage made clear that digital outreach was becoming standard practice for major suppliers.

“Canada Night has always been more than just an event—it is a celebration of Canada’s auto care industry on a global stage.”

— Jean-François Champagne

CANADA NIGHT TOOK OVER THE EVENING

AIA Canada hosted its annual Canada Night reception during the week. It took place at HaSalon in The Venetian. The event sold out. Canadian automotive professionals packed the room. Many had spent the day at AAPEX or SEMA and wanted a quieter space to meet colleagues and suppliers.

It was also the last Canada Night under AIA Canada president and chief executive oﬃcer Jean-François Champagne. He told attendees: “Canada Night has always been more than just an event — it is a celebration of Canada’s auto care industry on a global stage.” He said the 2025 event was “a resounding success.” The tone was warm but also forward-looking. Other Canadian leaders echoed that feeling. CSN Collision’s Jay Hayward called the event a meaningful gathering point. Fix Network vice-president Daryll O’Keefe said the smaller venue created space for deeper conversations. Those comments showed that the Canadian footprint at SEMA was organized and confident.

PPG made headlines with a Guinness World Record, highlighting its Mix’n’Shake hands-free system.

ON THE SCENE

MSO CONFERENCE HELD AHEAD OF SEMA

BY MACKENZIE GRANT

The MSO Symposium held its 14th annual gathering in Las Vegas on Monday, November 3rd, launching SEMA/ AAPEX week with a full day of MSO-focused presentations on operational data artificial intelligence and market consolidation.

The one-day program was directed by executives from the MSO Symposium advisory board. The group set session direction and selected speakers while managing structured networking intervals designed to allow peerto-peer discussion between blocks.

Leadership teams from across North America were represented, including the

Boyd Group, Caliber Collision Centers, Certified Collision Group, Fix Auto and Driven Brands.

The agenda opened with a macro review of business conditions and competitive pressure facing multi-location operators heading into 2026. Analysts and presenters detailed how regional volume fluctuations and labour volatility continue to affect productivity and cycle time consistency.

“I really loved [the data point] about customer pay,” said Mike Anderson, president and owner of Collision Advice. “I think the data set he used was that customer pay is

around 20 percent of shops’ repair order count, so in my opinion collision repairers should be using that as a key performance indicator going into 2026.”

Sessions then moved to applications of artificial intelligence in estimating triage and workflow recommendations. Data-driven decision-making was a recurring theme across the mid-day programming — including real-time metric use cases benchmarking and performance modelling. Presenters also detailed current mergers and acquisitions patterns and drivers.

Afternoon technical blocks focused on

“customer pay is around 20 percent of shops’ repair order count, so in my opinion collision repairers should be using that as a key performance indicator going into 2026.”

— Mike Anderson

scanning calibration and operational readiness as calibrations continue to shift toward a higher percentage of total repair volume. Speakers cited emerging vehicle and crash data patterns as an early indicator for repair type mix changes that may affect materials planning bay allocation and technician skill deployment.

The MSO Symposium is held annually ahead of the SEMA/AAPEX Show presented by the Automotive Service Association, positioned as a strategic orientation phase for operators before the larger exhibition floor opens on November 4.

collisionrepairmag.com/15770903

CELEBRATION AT CANADA NIGHT

EVENT DRAWS SOLD-OUT CROWD AT SEMA

CBY MACKENZIE GRANT

anada’s collision repair and auto care community came together in Las Vegas on November 4 for AIA Canada’s annual Canada Night during AAPEX/SEMA. The sold-out event drew hundreds of guests to HaSalon at The Venetian Resort from 5:30 pm to 8:30 pm, filling the room elbow-to-elbow with Canadian automotive professionals.

Canada Night has marked Industry Week for more than 30 years, serving as a showcase for Canada’s contributions to the global auto care and collision repair industry. The event has become a key gathering for networking, recognition, and celebrating the community that drives the sector forward.

This year’s event also marked a milestone for the association, as it was the final Canada Night under the leadership of president and chief executive officer Jean-François Champagne.

“Canada Night has always been more than just an event — it is a celebration of Canada’s auto care industry on a global stage,” Champagne said. “This year’s gathering at AAPEX/SEMA was a resounding success, marked by meaningful connections and a powerful sense of community. As I prepare to step down as president and CEO, I could not have asked for a more fitting finale. I am proud of how far we’ve come as an industry and confident in the road ahead.”

Champagne will be succeeded by Emily Chung. That transition hung over much of the evening’s dialogue, with attendees acknowledging both the milestone and the decade of progress under Champagne’s leadership.

“Canada Night felt vibrant and positive, bringing Canadians together with a spirit of community and pride. The evening was

especially meaningful, as it also recognized Jean-François’ final year and celebrated our shared achievements as Canadians,” said Jay Hayward, senior vice-president of operations at CSN Collision.

The event’s setting offered a more intimate atmosphere than the typical ballroom celebrations, allowing for closer connections across the industry. “I really enjoyed the celebration,” said Daryll O’Keefe, vicepresident of strategic business development for the Fix Network. “Having it in HaSalon made the event feel more personal and allowed for real conversations among attendees.” The gathering highlighted Canada’s visibility on the global stage while reinforcing the sense of community that drives the nation’s collision repair and auto care sectors.

collisionrepairmag.com/15771355

Outgoing AIA president and chief executive officer Jean-François Champagne.

PPG’s new MagicMix software tool for its PPG LINQ digital ecosystem is designed to help painters and technicians choose refinish products based on real-time environmental conditions inside the spray booth. MagicMix works alongside PPG’s MagicBox mixing system and MagicSensor, a device that monitors booth temperature and humidity. Using the sensor data, the software recommends specific combinations of basecoats, clearcoats, hardeners and thinners or reducers from PPG’s product line. According to the company, these recommendations are tailored to current conditions so that mixtures match the speed, flow and curing characteristics required for that moment.

PPG states that fluctuations in temperature and humidity can affect how refinish products behave during application and how long they last once cured. By providing product guidance based on booth conditions, the company says MagicMix is able to reduce paint defects linked to poor environmental matching and cut down on time waste caused by incorrect product selection. The company also says the software can save time spent checking technical sheets, reducing waste associated with trialand-error approaches.

collisionrepairmag.com/15773435

globalfinishing.com

The Ultra XD Paint Booth from Global Finishing Solutions is expertly designed and engineered for superior performance, versatility and longevity. With a choice of high-efficiency heat systems, intuitive control panels and downdraft or semi-downdraft airflow, along with superior lighting and contamination control, the Ultra XD delivers consistent, quality results for flawless paint finishes and increased productivity.

It’s all about efficiency: The time to find hidden damage is before you start, not after. Typical alignments focus on primary measurements, such as toe, camber and caster, but collision shops need more. The workflow for Hunter’s Collision Alignment System surfaces the trouble up front by providing additional measurements to uncover damage right away. By measuring toe out on turn, maximum steer, ride height, suspension body dimension audit and steering axis inclination, the Collision Alignment System finds damage before it finds you.

collisionrepairmag.com/15735335

collisionrepairmag.com/15735695

Ultra XD Paint Booth

Collision Alignment System

PPG MagicMix Software

GROWTH MODE

SIMPLICITY NETWORK GATHERS FOR 2025 CONFERENCE

LBY MACKENZIE GRANT

ike Niagara Falls itself — immense, unstoppable and constantly building momentum — the Simplicity Car Care network is surging forward with growing force. That sense of power and connection framed this year’s 2025 conference, where franchisees, partners and industry leaders gathered for two packed days of leadership insights, collaboration and celebration.

Master of ceremonies James Channer opened the event by urging attendees to embrace collaboration, calling the conference “two days of impactful insights and knowledge sharing.” His message of unity carried into CEO Paul Prochilo’s keynote, “Creating a Stronger Future Together.” Prochilo celebrated Simplicity’s expansion beyond 100 locations, while challenging franchisees to overcome pain points and set bold new goals for the years ahead.

Former General Rick Hillier, one of Canada’s most celebrated leaders, delivered a keynote that blended humour, candid storytelling and practical advice. Drawing on his experience as Canada’s former Chief of Defence Staff, Hillier emphasized preparation, the importance of strong teams and a peoplefirst approach — a message that resonated deeply in an industry built on trust and service.

President Domenic Ieraci followed with the State of the Union, attributing the company’s rapid growth to the strength of its franchisees. He outlined plans to expand partnerships, training and certifications, technology integrations and acquisitions. Ieraci emphasized that corporate leadership would deliver even stronger support in marketing, technology and business development to ensure continued growth.

Industry partners brought perspectives on the future of the business. Todd Richardson of In Motion Brands explored how artificial intelligence can close gaps and streamline operations, while Darren Swanson of Novel Futures led an interactive sustainability workshop. His session linked circular economy principles to Simplicity’s ambitious goal of achieving net-zero carbon emissions by 2040, encouraging attendees to think big about their role in shaping a sustainable industry.

Closing Day One, COO Domenic Prochilo reflected on milestones with an energetic presentation underscored by the 1991 Chicago Bulls anthem. Drawing parallels between sports and collision repair, he reminded attendees that while the fundamentals remain the same, philosophies must evolve. His

challenge to “lead with vision” set the stage for the work ahead.

Attendees then moved to the trade show floor to connect directly with sponsors, stakeholders and industry partners — rounding out the first day of the conference.

Day Two began with Simplicity’s CFO Shawn Wilson, who provided practical guidance on managing business and personal finances. The conversation then turned to the future of multi-shop operations, with Colson Cole leading a panel discussion on consolidation and its impact on the industry.

Director of strategic partnerships Greg Wing unveiled plans for the 2026 Growth Conference before a panel of top performers took the stage to share insights on cycle time, revenue benchmarks and operational excellence.

Master of ceremonies

James Channer opened the event by urging attendees to embrace collaboration, calling the conference “two days of impactful insights and knowledge sharing.” His message of unity carried into CEO Paul Prochilo’s keynote, “Creating a Stronger Future Together.”

The afternoon spotlighted the Simplicity Awards, honouring standout franchisees and partners across the network. Look in Tuesday’s edition where a separate story will highlight the winners in detail.

Closing out the formal program, renowned hypnotist and entertainer Jason Cyrus took the stage with “Hypnotic Leadership: Unlock Your Hidden Potential.” Combining showmanship with motivation, Cyrus left the audience both entertained and inspired.

The conference concluded with a gala evening that tipped its hat to the Old West. Attendees donned cowboy hats, boots and western flair for a spirited celebration of Simplicity’s achievements. With cocktails, dinner, dancing and live entertainment, the evening was a fitting salute to the energy, resilience and unity of the network.

Like the thundering waters of Niagara Falls, the Simplicity Car Care network continues to gain strength and momentum — driven by vision, powered by people and destined for even greater impact in the years ahead.

Next year’s conference will be held in Banff, Alberta in October.

UNDER THE HOOD

PFAFF’S EFFICIENCY EDGE TRAINING EVENT

More than 70 technicians, apprentices and trainers packed into Pfaff Autoworks in Markham on October 23 for a high-energy tech night that felt closer to a pit-lane scramble than a classroom. The Efficiency Edge workshop, hosted by Collision Repair , drew repairers eager to sharpen real-world skills and get hands-on time with new tools.

Jeff Pabst, president of Pfaff Autoworks, set the tone fast, reminding the crowd that “a large percentage of the industry is behind the times when it comes to repairing modern vehicles.” Moments later, the shop floor broke into rotating demo stations run by 3M, PPG, BASF, RUPES, SATA, Titanium Tools, Flatline, Caruk and Associates and Area22 Training. Trainers moved quickly. Panels moved quicker.

Jeff Pabst, president of Pfaff Autoworks.

Robert Gargaro of Titanium Tools.

Kelly Roberts of BETAG Innovation.

One of the biggest draws of the night was Robert Gargaro of Titanium Tools, who ran a detailed glue-pull dent repair session. He stressed preparation and panel analysis, telling the group that “no two dents behave the same way — depth, size and position all change your repair strategy.” Techs crowded close to watch him demonstrate differences between shallow impressions and deep, stretched metal.

Across the shop, Kelly Roberts of BETAG Innovation led structured hands-on sessions on dent correction and damage evaluation. His message was simple: a careful plan saves hours of rework. Evercoat’s Randy MacLeod followed with reminders about filler use, cautioning techs not to spread lightweight filler so thin that it sets before it can be shaped — a mistake that slows jobs and hurts finish quality.

Vendor stations kept the energy high. RUPES ran live polishing demos. SATA walked attendees through airflow and spray-gun setup. Flatline and Area22 coached techs on metal movement and panel straightening, offering the kind of direct instruction that rarely happens during daily production.

Between stations, techs compared techniques and asked rapid-fire questions about EV structures, ADAS calibrations, aluminium movement and OEM repair procedure changes. Younger technicians jumped into every demonstration, with one summing up the mood best: “With all the new technology coming into this industry, there’s always stuff to learn at these events.”

A prize draw closed out the evening, sending Kevin Kazama, Owen Dale, Jen Tam and Riz Patel home with gear courtesy of event sponsors. But the bigger payoff was the reminder that modern collision repair demands constant upskilling. For many in the room, this was the most useful — and most fun — training night of the year.

“No two dents behave the same way—depth, size and position all change your repair strategy.”

— Robert Gargaro

“A large percentage of the industry is behind the times when it comes to repairing modern vehicles.”

— Jeff Pabst

“With all the new technology coming into this industry, there’s always stuff to learn at these events.”

— Maddox Seacock

SAVE THE DATE: IBIS MIDDLE EAST 2026 TO DEBUT NEW VENUE AND CONFERENCE FORMAT

IBIS Worldwide has announced IBIS Middle East 2026 will take place February 10–11, 2026 at The Avery at Conrad Dubai, introducing a new venue and updated conference format for the regional collision repair event.

The conference will align with IBIS’s 2026 global theme, “Connecting Changemakers”, which was announced alongside the organization’s international conference calendar for the year. IBIS confirmed the Middle East event will adopt a revised structure featuring more focused content blocks, interactive discussions and networking opportunities tailored to the region’s collision repair and automotive sector.

“The Middle East is one of the most exciting, dynamic and fast-evolving regions in the global collision repair market,” said Robert Snook, IBIS conference director. “With our new venue and a completely different, more dynamic format for 2026, IBIS Middle East is the perfect platform and environment for the Middle East’s collision industry changemakers to connect.”

IBIS Worldwide has also launched an early bird registration offer

for IBIS Middle East 2026. The promotion will be available throughout December and allows organizations to register at a reduced rate ahead of the announcement of the full agenda and speaker lineup.

The Dubai event is part of IBIS Worldwide’s broader 2026 international conference series, which will include multiple IBIS Experiences across key global regions. Each conference is designed to bring together decision-makers and industry stakeholders from the automotive collision repair sector.

“Connecting Changemakers reflects the very essence of IBIS,” said Snook. “Our conferences are designed to bring together the leaders who are driving transformation across the global collision repair ecosystem. In 2026, we will continue to provide the place for high-level networking, knowledge sharing, and collaboration that leads to meaningful change.”

IBIS confirmed the 2026 program will feature new venues and updated formats across its global calendar, alongside its established conference model.

For more information about IBIS Middle East 2026 early bird registration options, please contact: Emily Miles: emily@ibisworldwide.com Contact Louise Cooke at louise@ibisworldwide.com for all event-related enquiries. For partnership enquiries, contact Suzie Scott, IBIS Worldwide Head of Sales, at suzie@ibisworldwide.com or call +44 7545 068455.

Full details of the IBIS 2026 calendar and registration information are available at www.ibisworldwide.com

Worldwide Calendar 2026

DRIVING FORWARD

CARSTAR OAKVILLE WEST TURNS THIRTY

BY MACKENZIE GRANT

Thirty years in collision repair isn’t just a milestone for Lorenzo Pellicciotta — it’s proof of perseverance, adaptability and community trust. As CARSTAR Oakville West celebrates three decades in business, Pellicciotta says the achievement is especially meaningful given the churn he’s witnessed in the industry.

“In the 30 years that I’ve been here, I know I’m doing something right, because so many shops around me have opened and closed,” he says. “I feel good that I’m still here, I’m profitable, I’m expanding. My employees have been with me a long time, so I must be doing something right.”

Lorenzo Pelliccotta all smiles at the celebration.

ROOTS & REINVENTION

Pellicciotta’s entry into collision repair wasn’t a straight path. A mechanic by trade, he had never worked in body before meeting Sam Mercanti at a Hamilton YMCA in the late 1980s. Their friendship grew over the years, and Mercanti encouraged him to consider shop ownership. What began as an idea to rent space for a mechanic’s garage turned into something bigger when Mercanti steered him toward the collision side of the business.

In 1995, Pellicciotta opened his own franchise, just as Ontario Auto Collision was transitioning into the CARSTAR brand. He later grew his operations to include CARSTAR Oakville East, winning several accolades along the way, including the Pride Award in 2004, two President’s Awards and the Iron Man Award in 2022. The Pride Award was particularly memorable, he recalls, because his two young daughters joined him on stage in Halifax to celebrate the recognition.

WEATHERING STORMS

The journey hasn’t been without challenges. Pellicciotta weathered early disputes with business partners, the upheaval of COVID 19 and the ongoing test of staﬃng. Despite that, many on his team have stayed loyal — his longest serving employee has been by his side for 28 years, another for 25.

Those long-standing relationships extend beyond staff. “When I have suppliers and vendors bring their cars to me, that really makes me feel good,” he says. “It’s more than just business. It’s a friendship.”

“I’m proﬁtable, I’m expanding. My employees have been with me a long time, so I must be doing something right.”

— Lorenzo Pellicciotta

“It’s more than just business. It’s a friendship.”

— Lorenzo Pellicciotta

LOOKING AHEAD

Today, Pellicciotta is focused on the future. After selling his Oakville East store last year, he is expanding his West location by 4,000 square feet. The renovation includes an aluminum room, new frame machine, spray booth and an EV and calibration centre.

Though he admits he has a personal preference for combustion engines, he’s pragmatic about where the industry is headed. “I was fighting the EVs, because I like the roar of an engine. But that’s where the business is going. I can’t wait to jump on — I have to get in there.”

For Pellicciotta, three decades in the industry is about more than survival. It’s about building a business that adapts, endures and continues to earn the trust of its community.

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The CARSTAR Oakville West team celebrates the business’s 30th anniversary.

Lorenzo Pelliccotta in 1995.

FIX & MINGLE

REGIONAL MEETING TACKLES SUCCESSION PLANNING, AI

OBY GIDEON SCANLON

n October 2, about 150 repair operators, sponsors and insurance partners gathered for the Fix Network Ontario Regional Mix & Mingle, where blunt conversations about succession planning, artificial intelligence and the future of multiservice facilities took centre stage.

Franchisees from Fix Auto, ProColor Collision, NOVUS Glass and Speedy Auto Service treated the event as part family reunion, part strategic huddle.

“I’m meeting the kids of franchise partners who joined while I was with the network,” said Darryll O’Keefe, Fix Auto’s vice-president of strategic business development. “That really shows how long some of these relationships have lasted.”

A highlight of the day was a leadership panel featuring balanced representation from all Fix Network departments. The panel addressed a range of questions previously gathered from franchisees, delving into essential issues surrounding profitability, sustainability, and technology.

“It was fantastic, and we’re incredibly proud of the leadership panel,” said PhilippeAndre Bisson, director of marketing and communications. “We wanted to hear directly from our franchisees. We had sent out surveys to gather their questions, and today we addressed 15 of them.” Amin Youssef of Fix Network World added, “It was a fantastic turnout. We were able to focus on some

high-level issues that really matter to Ontario operators.”

Forecasting the road ahead, much attention fell on U.S. tariffs and possible impacts on parts pricing. Youssef noted the results have been less dramatic than feared.

“The response has been surprising — it hasn’t had the impact many feared,” he said. “Parts inflation hasn’t materialized the way it was expected to.” His advice to shop owners: stay observant, but don’t let the noise disrupt your operations.

Succession planning emerged as a central concern as many shop owners contemplate retirement or ownership transitions. Youssef stressed that early planning is essential and promised the network will play a more active role in guiding franchisees through these changes.

“There’s a lot of pride in continuity. It carries weight in communities,” he said. “It might be where someone’s uncle or grandfather worked. It’s hard to quantify a reputation, but

preserving that in a sale helps pass the torch.”

Throughout the day O’Keefe reinforced that strong fundamentals—clean bookkeeping, solid facility metrics—remain non-negotiable. But he also urged franchisees to embrace innovation. Fix Network has launched an internal team focused on AI and data analytics and is working to embed those capabilities across locations.

“We’re institutionalizing these tools as part of our culture,” he explained. “It’s not just about top-down initiatives — we want franchisees involved from the ground up.” He cautioned operators not to fall behind in industry discussions. “If you’re not at the table, you’re on the menu,” he said.

In the final discussions, Fix leaders painted a vision of the franchise of the future, integrating collision, glass, mechanical services, and calibration within a single ecosystem. “The way forward is to spread out that cost by offering multiple services within the same facility,” O’Keefe said.

“Imagine Hunter’s Ultimate ADAS system working with HawkEye Alignment to meet OEM specs — not just for your collision centre, but for your glass and mechanical services too. That’s the future.”

Fix Network leaders also held a closed session with insurance partners to align on service expectations, pricing and shared technology. As the network expands, O’Keefe said consolidating brand identity will matter more than ever.

“We’re responsible for making sure life’s put right,” he said. “Whether it’s a cracked windshield, a flooded basement or a damaged bumper, the Fix family of brands is here to help.”

The evening before the main event included a charity auction featuring artwork by children aged 2 to 12 in support of McDonald House Charities. “We’re thrilled to have been able to raise $22,700 for the cause,” said Bisson. “Two of the paintings even sold for $5,000 each.”

“Whether it’s a cracked windshield, a flooded basement or a damaged bumper, the Fix family of brands is here to help.”

— Darryll O’Keefe

“It was a fantastic turnout. We were able to focus on some high-level issues that really matter to Ontario operators.”

— Amin Youssef

Independent body shop owners driving their business forward are choosing ProColor.

Standardized operations, management tools and consolidated technology solutions improve performance. The ProColor team of industry professionals are dedicated to performance excellence offering the sales, operational and marketing support needed to take business to the next level.

ProColor Collision is committed to helping shop owners grow their business locally while leveraging established relationships with global insurers, suppliers, and fleet companies. The ProColor PROcess is a winning formula.

ASSURED SUCCESS

BOYD GROUP GOLFS FOR YOUTH CHARITY

Paul Hicks, VP Client Services, TD Insurance; Brian Kaner, president and CEO, The Boyd Group; Steven Boyd, COO Canada, The Boyd Group and Daryl McGrattan, AVP Auto Claims, Aviva Canada.

BY WILLIAM SIMMONS

The Boyd Group’s 17th annual charity golf classic at TPC Osprey Valley had players eyeing rain clouds early in the morning — but by the time the back nine rolled around, the skies had cleared to reveal a flawless afternoon on one of Canada’s premier courses.

The event brought together Boyd team members, industry partners and friends for a full day of golf, camaraderie, and fundraising in support of the Pinball Foundation. The charitable spirit was felt from the first teeoff, with groups laughing, cheering and, occasionally, groaning over mis-hit drives. The tournament wasn’t about the lowest scores (although there were prizes for that) or the longest putts — it was about showing up, enjoying the game and making an impact.

Des Browne, vice president sales and business development, captured the spirit of the day: “When we gather like this, it’s about more than golf. It’s about connecting as a team, celebrating our industry, and most importantly, supporting the incredible work that Pinball and his foundation are doing for youth across Canada.”

The fairways were filled with lighthearted banter, impromptu swing advice, and friendly rivalries. Between holes, players enjoyed the chance to reconnect with colleagues, swap industry insights, and talk shop in a relaxed, scenic setting.

“You couldn’t ask for a better day — great people, great golf, and all for a great cause. It’s a reminder that when our industry comes together, we can make a meaningful

difference beyond the repair bays,” said Stephen Boyd, chief operating oﬃcer, Canada

The Boyd Group.

As the last groups returned to the clubhouse, special guest Michael “Pinball” Clemons shared a few words of thanks and encouragement. His trademark energy and positivity provided the perfect closing note, reminding attendees why their support matters.

By the end of the day, the leaderboard hardly mattered. The real winners were the youth programs supported through the Pinball Foundation — and the participants who left Osprey Valley with new memories, fresh connections, and a reminder of the good this industry can do when it comes together.

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The event brought together Boyd team members, industry partners and friends for a full day of golf, camaraderie and fundraising in support of the Pinball Foundation.

“You couldn’t ask for a better day—great people, great golf, and all for a great cause. It’s a reminder that when our industry comes together, we can make a meaningful difference beyond the repair bays.”

— Stephen Boyd

WHAT DOES THE NEXT CHAPTER OF YOUR LIFE LOOK LIKE?

Make the decision to sell your business a smart business decision.

When you’re ready to sell your collision repair business, the Boyd Group is ready for you. We’re the leading, scaled operator in Canada with a highly experienced team offering bestin-class performance, earned on a trusted reputation. Ensure continuity for your people and the communities you serve, reach out today!

NASHVILLE CONFERENCE DRIVES INDUSTRY FORWARD CIECA CONNEX

BY DARRYL SIMMONS

The road ahead for the collision repair industry isn’t being just mapped out in boardrooms — it’s being driven by the vehicles themselves. That was the clear message in Nashville, Tennessee for three days in late September, where stakeholders from every corner of the sector gathered for CIECA’s annual conference. As new technology transforms the makeup of modern vehicles, the industry is realigning its priorities around data access, repair procedures, and digital interoperability — following the car, quite literally, into the future.

The 2025 CIECA CONNEX Conference gathered some of the industry’s sharpest minds for a deep dive into the future of automotive claims, repairs, and data integration. And if there was one unifying theme, it came from keynote speaker Sean Carey, President of

SCG Management Consultant: “If you want to know where this industry is going — just follow the car.”

Carey’s session, The Claims and Collision Repair Roller Coaster, opened the event with a sweeping look at the industry’s post-COVID highs and lows, and the ongoing market instability. His message served as a roadmap for the sessions that followed — each one tracing how the car’s evolving complexity continues to drive change across the entire ecosystem.

He painted a clear picture of an industry at a crossroads, shaped by persistent macroeconomic pressures and the long shadow of the pandemic. He pointed to inflation, supply chain strain and labour shortages as continuing stressors, compounded by shifting customer expectations and the rising

complexity of repairs tied to ADAS and electrification. Cycle times, insurer-repairer tensions and workforce challenges remain immediate hurdles, while the pandemic’s impact on driving patterns and claims management continues to ripple through the market.

Looking ahead, Carey emphasized cautious optimism. He noted that recovery will depend on investment in training, technology and stronger collaboration between insurers, OEMs and repair networks. Opportunities lie in preparing for EV repair, adopting sustainable practices and embracing datadriven processes to improve transparency and eﬃciency. Those who adapt strategically, Carey suggested, will not only weather current challenges but also position themselves at the forefront of the industry’s next growth phase.

CIECA’s executive director Paul Barry followed with an update on the association’s efforts to modernize standards and enhance collaboration across repairers, OEMs, insurers, and tech platforms. In an environment where speed and accuracy are essential, CIECA’s role as a data standards unifier is more important than ever.

Sessions throughout the conference showcased the growing need for actionable, accurate data. Jim Vecchio from J.D. Power explored how VIN-specific and OEM build data is transforming everything from ADAS calibration to risk assessment. Meanwhile, Mike Anderson, owner of Collision Advice, highlighted how software-defined vehicles and telematics are reshaping customer expectations — and technician workflows.

The impressive agenda touched every corner of the collision space. Agero Chief Commercial Oﬃcer Chetan Ghai’s session on post-accident logistics revealed how towing inefficiencies and release fees are quietly costing insurers billions, while CIOs from major MSOs discussed how AI and cybersecurity are no longer back-office concerns, but core to operational survival.

This year’s Innovation Showcase case studies delivered hands-on insights from 3M, Kinetic Automation, Revv, Opus IVS, and Autel. Topics ranged from robotic paint finishing to ADAS failure analysis, reinforcing the need for scalable, tech-driven solutions in every shop, regardless of size or geography.

For Danny Frangione, co-owner of Bemac Collision Group in Canada’s Ottawa region, the value was immediate and profound.

“Our industry gives us plenty of opportunities to engage and interact, but it’s rare to truly learn and immerse yourself in content the way we did here,” said Frangione. “From experienced speakers such as Sean Carey, who painted a clear vision of what’s to come, to a panel of peers who highlighted the critical importance of security within our organizations, the value was exceptional.

What stood out most is that this wasn’t just ‘shop talk’ or best practices — it was about bettering our organizations, preparing for the future, and gaining awareness of the technology and trends shaping what’s next.”

OEM voices were also in the spotlight, with Audi and Lucid Motors representatives sharing a stage to compare how legacy and new

automakers are aligning on repair network strategies, data-sharing, and training needs. Despite their differences, both emphasized the same priorities: safety, trust, and consistency.

CIECA’s mission to create and maintain electronic communication standards for the collision repair industry was woven throughout the event. As technology becomes more fragmented, its goals remain simple: eliminate ineﬃciencies, improve communication, and ensure every repair professional — regardless of role — has access to the right information at the right time.

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GREENER GOALS

SOLERA, SIMPLICITY HOST SUSTAINABILITY SUMMIT

BY MACKENZIE GRANT

Solera Holdings and Simplicity Car Care co-hosted the second annual Automotive Sustainability Summit in Ontario on Oct. 8, drawing insurers, repair networks, suppliers and industry innovators to discuss practical steps toward lower emissions and greater eﬃciency.

Paul Prochilo, chief executive oﬃcer of Simplicity Car Care, opened the day by grounding the conversation in collaboration. “Our progress is the result of partnership,” he said, urging the room to look across the value chain for cleaner, more transparent ways to work and to think in terms of circularity.

Bill Brower, senior vice-president of global industry relations and North America claims

at Solera, followed by underscoring the importance of partnerships, measurement and accountability. While digital tools play a key role in tracking carbon output, he said real progress depends on accountability and partnership. Working sustainably, Brower added, ultimately makes sense for everyone in the value chain, from shops and suppliers to insurers.

“We’re not trying to sell people on the value of sustainability — this forum today is about how we can execute on it,” said Brower. “This summit is about what’s happening in other parts of the world and how we can move faster on it within Canada.”

Keynote speaker Jeffrey Simpson, co-author

of Hot Air: Meeting Canada’s Climate Change Challenge, shared a personal experience as a Simplicity customer before widening the lens to the broader climate conversation. He emphasized that meaningful emission reductions depend on coordination between private industry and all levels of government, reminding attendees that progress is a collective effort, not the work of any one sector alone.

Michelle Li, climate strategist and founder and CEO of Clever Carbon, urged action from the top down. Citing household names such as IKEA and Apple as examples of how bold corporate moves reset expectations, she told the audience, “Sustainability is not

“We’re not trying to sell people on the value of sustainability — this forum is about how we can execute on it. This summit is about what’s happening in other parts of the world and how we can move faster on it within Canada.”

— Bill Brower

a nice to have, it’s a must have.” Li linked emissions reduction to operational eﬃciency, profitability and talent attraction, and warned that climate risks are material and financial risks — “sustainability is a license to operate,” she said. She then led an interactive Q&A, pressing attendees to identify concrete opportunities to cut emissions.

Dominic Napier, managing director of Carbon Neutral Repair, closed the program with a practical call to action. Having worked with Solera on a full scope 3 emissions assessment for their Sustainable Estimatics solution, Napier stressed measurement before movement — you must know the data to make the right choices. He described consciously

minimizing his own travel footprint to the event as an example of personal accountability mirroring corporate practice, and he urged the industry to align behind a common methodology and a repair-over-replace approach. “People need to be doing as much as you possibly can today,” he said.

The event highlighted that sustainability is operational, measurable and collective. The speakers left no doubt that progress in the collision and claims ecosystem will come not from isolated initiatives, but from shared measurement, transparent partnerships and coordinated action. Sustainability depends on a collaborative effort to have a positive impact.

RECYCLERS REUNITE

EXCITEMENT AT ARPAC’S ANNUAL CONGRESS

BY WANJA MANN AND GLORIA MANN

The Association of Auto Parts Recyclers in Quebec held its annual congress at the charming Hôtel Le Noranda in Rouyn-Noranda from September 12 to 14.

The event brought together about 100 industry professionals from across the province and beyond.

“It was both a pleasure and a privilege for us to be invited to attend this conference in person,” said Gloria Mann, one of Collision Repair and Canadian Recycler’s representatives at the event.

“The warm hospitality and professionalism extended by the organizers created an engaging and welcoming environment, which led to an informative and meaningful event enjoyed by all,” added Wanja Mann, the magazines’ other representative.

This year’s theme, “Un futur responsable, se construit une pièce à la fois!”— A responsible future, built one part at a time! — set the tone for three days of learning, networking and collaboration.

The program began with an optional tour of the Universel Recycling Center in Vald’Or, followed by registration and a welcome reception at the hotel.

On Friday evening, delegates gathered at the picturesque Club de Golf Municipal Dallaire for a dinner and casino night, offering a relaxed atmosphere to reconnect with colleagues and enjoy lighthearted entertainment.

Saturday opened with a breakfast conference where attendees were welcomed by ARPAC’s

A keynote presentation by renowned Québécois folk singer and film-maker Richard Desjardins followed, highlighting pressing environmental issues and challenges in the forestry sector.

Following these sessions, the ARPAC annual general meeting was held.

Throughout the day participants explored exhibitor booths, discovered new products and built business relationships over lunch. Afternoon highlights included roundtable discussions and an impactful presentation by Mathieu Godon of Progi on a recent cyberattack. The presentation also detailed Progi’s critical role in helping customers navigate the crisis, and its broader implications across the industry.

The day wrapped up with a spirited charity car auction conducted by Mr. Gravel in support of the ARPAC Foundation, before moving into a festive evening banquet featuring dinner, dancing and a silent auction. Since its creation in 1995, the Foundation has supported

individuals and communities across Quebec. This year’s efforts generated over $55,000, which will benefit local charitable organizations.

On Sunday morning, attendees concluded the congress with a hearty breakfast with handmade salmon canapés, freshly brewed coffee, fresh fruit and yogurt and buttery croissants served in true French fashion at Perreault Pièces d’Autos Inc.

During a guided tour of the facility that followed the breakfast, participants got an insider look at the company’s advanced auto recycling operations and expansive facility. The visit highlighted Perreault’s strong commitment to the environment and their meticulous process — dismantling, washing, grading, and carefully inspecting every part before shipping or pick-up.

“Attending the conference in person was an enriching experience that provided valuable insights and meaningful connections,” said Gloria Mann. “The generosity and hospitality of the organizers left a lasting impression on us. we were grateful for the opportunity to have participated in such a wellexecuted event.”

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new incoming president Stephane Gravel, from Recyclage Auto Gravel and the team from Perreault Pièces d’Autos Inc.

LET’S TAKE A TRIP TO NIAGARA

CCS, ACE DISCUSS CERTIFICATION, STRATEGY AND SHARED PURPOSE AT ANNUAL CONFERENCES

IBY MACKENZIE GRANT

n mid-autumn, the collision repair community converged on Niagara Falls, Ontario, for two major gatherings that highlighted the industry’s ongoing focus on certification, innovation and collaboration. The annual Consolidated Collision Services Certified Success conference and the Automotive Conference & Expo ran consecutively, drawing hundreds of professionals for seminars, awards and networking.

The CCS event set a strong foundation for the week. President Mike Beier opened with remarks on the network’s continued investment in training and standardization, emphasizing the importance of shared standards across dealer-owned facilities. General manager Charles Aubry followed with a presentation on long-term strategy, urging participants to pursue operational excellence through technology and disciplined management. A session devoted to OEM certification drew significant attention, demonstrating how manufacturers, insurers and repairers are aligning under increasingly rigorous repair protocols.

Recognition formed an important part of the CCS gathering. Bramgate Collision Centre and Weston MB Collision were honoured

CCS President Mike Beier (centre) discussed the need for continued investments in training and standardization during the annual conference.

for exceptional performance and innovation within the network. Between sessions, guests explored a trade floor hosting more than seventy exhibitors. The day concluded with a reception that balanced professional discussion with an atmosphere of genuine camaraderie.

The ACE conference continued that momentum. Over its final sessions, presenters examined the changing business landscape shaped by advanced driver assistance systems, electrification and artificial intelligence. Consultant John Niechwiadowicz spoke on how dealerships without collision centres can still capture repair work through careful use of service-lane data. Consultant Brandon Roy discussed how consolidation and technology are reshaping both dealer and independent operations.

Across the exhibition floor, vendors reported a high level of engagement and meaningful dialogue with attendees. As the event concluded, participants reflected on shared challenges and a renewed commitment to certification-based growth. Despite economic headwinds and shifting policies, the tone was optimistic: a belief that data, training and collaboration will define the sector’s next phase.

COLLABORATION IN MOTION

THE 82ND ARA CONVENTION PROVED SHARED KNOWLEDGE, CERTIFICATION AND TECHNOLOGY ARE KEY TO THE INDUSTRY’S FUTURE

The 82nd Annual Automotive Recyclers Association Convention, held October 16-18 in Birmingham, Alabama brought together recyclers, collision repair leaders and innovators from across North America.

While many U.S. associations acknowledged falling engagement and leadership turnover, the overall tone was one of adaptation and progress — with technology, certification and sustainability leading the charge.

ENGAGEMENT CHALLENGES, COLLABORATIVE SOLUTIONS

Across the U.S., many state associations are facing declining participation and diﬃculty attracting new leaders. Several are joining forces to co-host events and share resources.

The message was clear: collaboration and modernization are essential for long-term survival — a lesson that resonates across both the recycling and collision sectors.

In Canada, we’ve placed growing emphasis on building stronger ties between recyclers, insurers and collision repairers to improve parts utilization, communication and consumer confidence.

A NEW CERTIFICATION ERA

One of the most significant developments at the convention was ARA’s announcement of a forthcoming certification program that will replace the long-standing Gold Seal standard and operate as an enhanced layer above CAR Certification.

The new program, developed in partnership with URG, is built on ISO 9000 principles and integrates a digital dashboard to track key performance indicators such as returns, customer satisfaction and online reviews — moving certification from a static label to a dynamic measurement system.

During the convention, ARC and OARA met with ARA and URG leadership to discuss potential collaboration on the initiative. Our goal is to review the content, provide feedback and help shape a North American certification standard that supports recyclers on both sides of the border while strengthening confidence across the collision repair supply chain.

EV TRAINING AND BATTERY SAFETY

Electric-vehicle handling, storage and safety were dominant themes. ARA is redeveloping its EV and high-voltage training through a U.S. Department of Energy grant, incorporating enhanced safety and dismantling protocols. Canadian initiatives through ARC and OARA’s national EV battery recovery and training programs drew considerable interest, with U.S. counterparts eager to learn from the established Canadian model.

AI AND TECHNOLOGY TRANSFORMATION

Artificial intelligence is rapidly reshaping the recycling and collision landscape. Demonstrations in Birmingham showcased AI tools capable of analyzing auction photos to identify parts and assess condition with up to 90 percent accuracy. Automated phone and inventory systems are already improving eﬃciency and part identification — giving early adopters a major advantage.

SUSTAINABILITY AND DATA LEADERSHIP

Quantifying carbon savings from reused parts is becoming a critical metric for insurers, policymakers and manufacturers. ARC’s verified greenhouse-gas reduction data continues to position Canadian recyclers as global leaders in environmental performance — turning sustainability into a measurable business value.

LOOKING FORWARD

Despite declining engagement among some U.S. associations, the industry’s advances in certification, EV safety and technology adoption remain encouraging. The convention reinforced a shared understanding.

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The ARA leadership team officially opened the event with a ribbon cutting ceremony.

ENSURING A SUSTAINABLE TRANSITION

WHY ARC SUPPORTS A STRATEGIC PAUSE FOR THE EV MANDATE

BY WALLY DINGMAN

The recent decision by the federal government to pause Canada’s 2026 zero-emission vehicle sales mandate is both timely and responsible. Ottawa has announced a 60-day review of the program, reflecting growing recognition that while electrification is essential, the transition must be achievable across the entire automotive ecosystem — not just for manufacturers and consumers, but also for recyclers.

At the ARC, we welcome this reprieve. It’s not about slowing down the future of EVs — it’s about ensuring that all the necessary supports, training, and infrastructure are in place so Canada’s auto dismantling and recycling industry can handle the wave of electrification safely and sustainably.

WHY A PAUSE MATTERS

TIME TO BUILD CAPACITY

Electric vehicles are fundamentally different at the end of their life cycle. High-voltage batteries, electric drivetrains, and complex

safety requirements demand specialized knowledge, equipment, and handling protocols. Without the breathing room provided by this pause, recyclers would be forced to adapt too quickly — risking unsafe practices or bottlenecks in processing.

TRAINING & INFRASTRUCTURE ALIGNMENT

This pause allows time for recyclers to develop and expand training programs, certification pathways, and dismantling technologies. It also enables facilities to invest in safe storage and transport systems for EV batteries. Aligning industry readiness with the pace of EV adoption ensures that recyclers are prepared to manage these vehicles responsibly.

ENABLING SUSTAINABLE MARKET GROWTH

The ARC fully supports Canada’s transition to electric mobility. But sustainability doesn’t end at the charging station — it extends to the full lifecycle of the vehicle. By pausing the mandate, the federal government ensures that recycling systems can scale in tandem with EV

DINGMAN

Wally Dingman, executive director of the Automotive Recyclers of Canada is a veteran, third-generation auto recycler. He served as president of Caughill Auto Wreckers from 1982 to 2021. Wally continues to serve the industry as an auditor, and as the owner of ELV Consulting. WALLY

adoption, protecting both the environment and the integrity of Canada’s circular economy.

WHAT NEEDS TO HAPPEN NEXT

During this 60-day review, ARC urges policymakers to:

1. Engage recyclers and industry experts in consultation.

2. Develop funding and incentives to accelerate training and infrastructure readiness.

3. Establish a phased approach to EV mandates that ties adoption to end-of-life management capacity.

A BALANCED APPROACH

This is not about stepping away from electrification — it’s about stepping into it responsibly. A sustainable EV future requires that Canada’s recycling industry is fully equipped to manage end-of-life vehicles safely, eﬃciently, and profitably.

By embracing a strategic pause, we can ensure a resilient and balanced transition — one that protects consumers, supports industry, and strengthens Canada’s environmental leadership.

The ARC will continue to advocate for policies that align innovation with practicality. Together, we can build an EV ecosystem that works not just at the dealership, but all the way to the dismantling yard.

REMEMBERING LARRY JEFFERIES

A TRUE PIONEER OF CANADA’S COLLISION REPAIR COMMUNITY

BY JAY PERRY

The Canadian collision industry lost a true icon this Fall. With deep sorrow we announce the passing of Larry Jefferies. Larry made an indelible mark on the collision industry worldwide and especially in Canada. With his deep knowledge of the business he was able to play an instrumental part in a seismic change in the way the once fragmented industry functioned. With his partners in CARSTAR Canada he spread the ideas of consolidation, cooperation and collegiality completely from coast to coast to coast. He was a true “Road Warrior” logging many miles across this huge country, meeting with various stakeholders and franchisees in the industry, helping each to see a brighter future.

Either directly or indirectly he has had an impact on each of us associated with this great industry. He was one of the good guys, generous with time and experiences — anything he could do to help someone progress toward success.

JAY PERRY

Larry was impactful beyond his position as executive vice-president for CARSTAR Canada as he held major roles in CCIF, chairing the steering committee on two different occasions, doing committee work and leading breakout sessions. He reached people on a personal level too and helped establish many multi-million dollar businesses by helping business owners start, build and refine their operations. Many of us owe a debt of gratitude for his assistance along our pathways to success.

Even after retiring from CARSTAR he stayed attached to helping industry folks looking to transition into new phases of business or ease into retirement. With his partners in Collision Builders he advised and facilitated many deals to the betterment of all concerned.

In the honour I had in spending time with him over the last few years he constantly talked about the industry friends he had, keeping up to speed on what they were doing and in the

Larry, our friend, you will be truly missed.

loop on developing trends and challenges to be faced. I heard him regret only one thing in the time we spent together; that he didn’t have more energy to do more work to help more people.

He was also charitable beyond our industry, giving his time as a director for the Burlington Millennium Orchestra, again helping grow an organization beyond humble roots. Every once in a while you could encourage him to tickle the ivories too.

Of course he could not have done what he did without tremendous support from his cherished family. His lovely wife, Janice, always long-suffering of the hours he logged and the “rubber chicken” he ate, was unwavering. He had three great kids, Leanne, Susie and Robert and also leaves behind five grandkids.

In one of my most recent articles I wrote about standing on the shoulders of giants, how we all have an advantage due to the people that came before us and helped us along in life and business. Larry was one of those giants. Larry, our friend, you will be truly missed.

VEHICLE THEFT AND FRAUD IN CANADA

HOW IAA AND CARFAX ARE PROTECTING THE AUTOMOTIVE ECOSYSTEM

AListen to the full podcast by scanning the QR code or visiting the podcast section of collisionrepairmag.com/15772545

recent episode ofIndustry Insider, IAA Canada and CARFAX Canada examine the rising threats of vehicle fraud in Canada and how insurers, repairers and consumers are feeling the impact. Blair Earle and Richard Pasta break down national theft trends and outline how government initiatives are shaping recovery rates and criminal behaviour.

The conversation details how auto fraud and theft are complicating claims, resale and remarketing. Earle highlights IAA Canada’s efforts to repatriate stolen vehicles from overseas, while Pasta explains how CARFAX Canada’s data tools are flagging inconsistencies earlier in the process.

Both revisit the 2022 IAA–CARFAX collaboration, which increased transparency in the salvage and remarketing market, helping detect compromised vehicles before they re-enter circulation. They also share practical advice for spotting red flags and responding when fraud is suspected.

The episode provides a clear-eyed look at the evolving tactics of auto crime and the tools the industry is using to stay ahead.

Mackenzie Grant: Vehicle fraud in Canada is evolving, and it’s costing insurers, repair facilities, remarketers and auto finance providers millions each year from stolen vehicles and VIN cloning to claims manipulation, organized crime and digital tools are creating a new level of sophistication. So you both have a very clear line of sight into some data here. The Équité Association reported that in 2024, over 57,000 vehicles were stolen. What do those numbers mean on a larger scale, and what stands out most when you look at those data sets?

Richard Pasta: Just to expand a little bit on those numbers, and according to our data at CARFAX, we’ve identified over 372,000 vehicles as having a potential fraudulent VIN. We’ve also seen a 93% increase in VIN fraud investigations just this year.

MG: Wow — and there’s also some numbers that show from the first half of 2025 there’s a promising downward trend in auto thefts across the country, with provinces like Ontario and Quebec seeing some significant drops. What does that indicate?

RP: What’s really interesting, is that while the number of vehicles being stolen has gone down, the number of vehicles actually being recovered is also dropping. Back in 2022 about 84% of stolen vehicles were found and returned. Fast forward to 2024 and that number dropped to just 60% and in just the first half of this year, it slipped a little bit more, and now it sits at 58% of vehicles being recovered. So yes, fewer cars are being stolen, but few of them are also making their way back to their owners.

“while the number of vehicles being stolen has gone down, the number of vehicles actually being recovered is also dropping. So yes, fewer cars are being stolen, but few of them are also making their way back to their owners.”

— Richard Pasta

Richard Pasta Blair Earle

“For us, the most important thing is giving our buyers complete transparency. The VIN is essentially the vehicle’s ﬁngerprint — it deﬁnes its history and all the data connected to it. That’s why we provide a CARFAX report for every vehicle in our inventory.”

— BLAIR EARLE

MG: Yeah, and there’s a bit of government support there too, with the newly developed National Action Plan on combating auto theft, which has provided a little bit of funding there to the Canadian Border Services Agency to track those stolen vehicles leaving the country with that plan in place and border agencies being resourced a bit differently. What has the impact there of that national action plan been?

Blair Earle: So a big part of it is the National Action Plan. They’ve connected all the authorities that are responsible for the automotive network in Canada, so the Canadian Border Services Agency, the RCMP, their Interpol division, and they’ve really concentrated and worked together with manufacturers, insurers and remarketing companies on the theft that’s taking place, and as a result of that, they’ve made a big difference. They’ve deployed teams through a project called Drive Out, which was the RCMP Interpol division, and they deployed Canadian vehicle examiners to West Africa to look for vehicles that have been stolen. The big piece is that we all pay for that in the automotive car park in Canada with insurance rates, with the number of vehicles being stolen. So those efforts have really made a difference.

MG: That’s amazing! Do you think over the past several years there’s been an increased public awareness of this auto theft?

BE: I do. I think the public awareness is as a result of the efforts by all the agencies working together and Équité put together quite a team dating back to 2021 and it’s made a difference, as you know, that what I would call the technical and data fraud and auto theft has taken place in the country, and those rates rose over the last four to five years that Richard referred to the sophistication of theft. These are not smash and grab vehicles, and the public is aware of it. They’re taking extra efforts with their own vehicles and making sure they’ve got everything from a club to make sure that they protect their fobs of their vehicles in their own house.

MG: It’s definitely getting more sophisticated and Blair, something that a lot of the public wouldn’t know is happening is that you’re helping bring stolen Canadian vehicles back home from oversea ports. Would you be able to take us inside what that looks like operationally?

BE: I’ll give a brief summary at a high level, they get contacted by a client — and that could be an insurance company or a marketer or manufacturer — and they found vehicles in ports around the world. They create an assignment with us from “XYZ” country, and then all the documents are shared back and forth. The efforts that are put together by all the agencies, working together, have produced tremendous results. The vehicle gets secured, and then a transportation plan is put in place and that vehicle is brought back to Canada. Why it is so important is that it brings down the cost when we auction off that vehicle and return the funds back to the customer, which is the insurance company or the remarketing company — and that keeps all of our premiums lower in this country. So those efforts have really taken off, especially over the past 24 months. It’s very important that it continues, and the National Action Plan on combating auto theft has made a big difference.

MG: From the day to day side, there’s a lot of that cost being allocated to time that untangling and verifying and reversing. How much of that cost there do you think is simply just human hours?

RP: It’s a lengthy process to unwind or to detach a clone VIN from your vehicle. So getting ahead of it and being proactive is the best way to avoid delays when it comes time to move in or out of your vehicle. I was going to review a real world example, but really, without the vehicle history report as a visual, it’s kind of diﬃcult to follow. So I thought I’d paint a high level picture here of what we’re seeing when it comes to owners finding out that their vehicle has been a victim of auto fraud. We see examples every day where a vehicle has been used as a trade-in on another vehicle — and at some point in

the vehicle sales cycle, an inspection and vehicle history report are completed on the vehicle being traded in. It’s a pretty normal and common occurrence. Upon the review of the history report, usually unbeknownst to the owner, warning flags in the history report of that vehicle appear. The red flags vary from vehicle to vehicle, but things like the vehicle being registered in another state or another province, or service history showing up in another state or province, the vehicles appear to be leading this parallel life. It’s really crazy. Dealers nor consumers want a vehicle that’s been cloned, and mainly because auto finance companies won’t lend against them, insurance companies won’t insure them. It’s ultimately up to the dealer or the consumer to prove the vehicle is the original or the donor vehicle, and take steps to disprove or remove that cloned history. The process, Mackenzie, is not easy. It’s very time consuming and can be very, very costly.

MG: I can imagine, and I guess that kind of sets the stage for where the collaboration between IAA and CARFAX comes in. The companies paired together in 2022 and it was a very strategic move. So what was the original intention there? What was the problem that both of you, Richard and Blair, were looking to solve?

BE: For us, the most important thing is giving our buyers complete transparency. The VIN is essentially the vehicle’s fingerprint — it defines its history and all the data connected to it. That’s why we provide a CARFAX report for every vehicle in our inventory. The buyer only has to purchase the CARFAX on the vehicle that they buy, but that really lets them dig into it. As Richard said, having that CARFAX creates flags. If anything pops up out of the ordinary, we’re able to identify it and go back and do some other research on that vehicle to make sure the VIN is accurate. So it’s been a big step in the industry. Since 2022 we’ve received accolades from both our sellers and buyers for being so proactive in that process.

RP: Yeah, I echo that. The Impact team just really established themselves there as the leader early adopters and the first ones to recognize really just how important the vehicle history reports are for vehicles that have been in an accident or written off by insurance companies. Just great transparency and really says a lot about Impacts, commitment to doing things right.

PROCEDURALLY SPEAKING

CAN’T DO ANY OF IT WITHOUT ALL OF IT

BY STEFANO LIESSI

One of the tasks I occasionally handle is researching procedures on a special request basis. There are times when a customer may encounter an issue or roadblock that prevents them from accessing repair procedures for a vehicle in their facility. It is done as a courtesy, but also as a necessity, as I have always stated, I want to see vehicles repaired fairly and properly. In my role, I am constantly exposed to articles, forums, and various opinions, which, at times, are highly questionable (hello, social media). I am always reading literature from multiple sources that, well… have all the answers. I now face a dilemma of sorts, one that affects you in your day-to-day repair world. Who do I believe? If you have ever spent some time on social media (which is quickly becoming the bane of my existence), you will realize that there is possibly no correct answer. I often wonder where on earth that thought process came from as I read some of the content that is out there. We have access to OE procedures; ergo, there should be no question, should there. Sadly, I stand corrected. I take issue with this. Why? It is genuinely a compromising situation for many of us on the repair side of the equation. All of these ‘different’

thoughts on what is right and what is wrong have to stem from somewhere, but where? I have access to multiple third-party information providers regarding procedures. Yes, the OEM sites are out there, and when it comes to the ‘gospel,’ OEM is always the bonus answer for $500 Alex. That $500/month is not going to cover subscriptions to ALL the OE sites, hence the need for a third-party presence. Now, it is Optimist versus Pessimist; the optimist in me says there is a solution for every problem, while the pessimist in me says there is a problem for every solution. Even though these are thirdparty sites, they DO NOT create or write the procedures from the OE; they redistribute under license. Which means they are technically OEM procedures. I take comfort in that. (Pessimist coming up) I would feel more comfortable if everyone carried everything, not to mention if the OE provided everything to everyone.

My issue is this: if you are going to provide third-party players with the information, please provide all of it. Yes, I realize that the content is likely distributed under a license, and the breadth of that license is controlled monetarily; however, the onus of responsibility lies with the repairer, who will be flying blind at this very moment.

Now I realize, as I read this out loud, you are saying “the third parties need to communicate the possibility of some content omitted,” and in a perfect world, I would one hundred percent agree; however, 1) it’s not a perfect world, 2) credibility lies within diligence, and ensuring complete transparency of information lends diligence. Why should I concern myself with the information when the creator chooses how much and where it can be seen? Can’t be all that important now, can it? Remember, I have access to multiple providers, allowing me to compare their offerings. Sometimes, it really astonishes me what is and is not available. Is it fair to expect a repair facility to pay for access to all the OE’s AND all the third parties? No, I don’t believe it is a fair request. It could be, I suppose, if the time and rates were taken into account… (topic for another day).

Let’s add another layer to the foundation: translation. Have you seen the film ‘Lost in Translation’ (Bill Murray, 2003)? It’s delightful. The point here is that when information is arbitrarily missing, terminology is lacking, and availability is hit or miss, you are going to end up with so many varied ‘opinions’ (again, social

media), it becomes increasingly challenging to be genuinely accountable in your repairs. How someone on the other side of the fence perceives something is most likely going to be very different from how you infer something (to clarify, inference trumps perception). Recently, there has been progress with the Right To Repair movement, which is probably stacked with so much legalese that you need a team of crack lawyers to navigate it; however, it is a step in the right direction as long as we have all of the direction-(s).

As an estimator is presented with a customer’s vehicle and is about to embark on a proper repair plan, the possibility of slight concern should be rolling around in the back of their mind. Do I have all the necessary

information? It would be a much better scenario if that thought were not part of the thought process. In an industry where liability is becoming the word of the day, it really isn’t fair to put someone in that predicament: tech, front oﬃce or owner.

As we progress, one can only hope that the landscape will improve for all personnel involved in the repair side. In my opinion, and you are entitled to my opinion, being held accountable in a scenario where you genuinely do not know what you do not know is a doubleedged sword. I hope this article makes you think to proceed with caution.

Merry Christmas and a Happy New Year to everyone who takes a moment to read these articles. I genuinely appreciate it.

STEFANO LIESSI

Stefano Liessi is the Training and Curriculum coordinator for Color Compass Corporation. He is also a Red Seal technician and refinisher. Stefano enhances his 40 years of experience with 15 years of I-CAR instruction and a post-secondary degree. He also trains Skills Alberta students and has brought home 11 medals for the province, and taught high school students in the auto shop for six years. He can be reached at sliessi@colorcompass.com. For more columns by Stefano Liessi visit www.collisionrepairmag.com/15738697

OVERSKILLED AND UNDERPAID

WHY THE REAL ISSUE IS NOT SHORTAGE OF TALENT, BUT TASK DEPLOYMENT

BY DOUG KIRK

Stand back, I am about to poke a bear. The collision sector isn’t facing a lack of talented workers; it is simply misusing its most valuable resources. For too many years bodyshops around the world have been trying to turn everyone into a master technician, then deploying master technicians to low-skill work. That is like hiring a brain surgeon and having them write GP sick notes all day, then moaning about surgeon shortages.

The hard truth is the money in the system rightly or wrongly won’t staff every role at master level costs. Nor does it need too. What it does need is to pay more attention to resource deployment by skill level.

Most delays come from stop-start handoffs, (which leads to WIP generation) and rework, not from a lack of talent. A series of local optimums is not an optimal series. My advice: plan the job once and assign it optimally per task once. At intake, break the repair order into steps, tag each step by skill, then give it to the most optimal tier that can meet the standard with supervision. Deploy master technician’s time for what only master technicians can do, such as structural work, stage signoff’s of work product, high-voltage isolation, complex diagnostics or ADAS calibrations.

Build a skills pyramid, not a plateau. Put the apex role at the top your most effective master technician and pay that role above market to prevent poaching, and to lead the system. Below that, run clear tiers with defined tasks and checklists. No one should work beneath their capability for long periods, and no one should work above it without adequate support and guidance.

Make the pay tiers explicit and aligned to scope. The apex master technician (top tier) earns master market rate plus 15 to

Build a skills pyramid, not a plateau. Put the apex role at the top your most effective master technician and pay that role above market to prevent poaching, and to lead the system.

25 percent, with a modest bonus tied to cycle time and comeback rate. Tier two technicians should earn the prevailing master rate. Tier three technicians earn about 25 to 40 percent below master and handle nonstructural repairs, panel prep and guided target support functions. Tier four earns about 50 to 65 percent below master and handle disassembly, masking, sanding, non-safety R&I, detail and final customer hand over quality checks. Engage a process where tier two techs learn to be number one’s. When someone moves on, the system is ready with a built-in replacement, and your payroll buys more throughput, fewer comebacks and less panic.

A key point to the above is the quality sign off stage, each tech, regardless of tier must sign off their own work and sign to accept lower tier or previous tasks, this in-process quality process aids training needs and reduces internal re-works.

Another bit of advice, stop promoting outside prime specialties. This industry still takes its best painter and calls them a foreman. Nine times out of 10, that approach fails. You wouldn’t expect a sniper to be a good general or a general to be a good sniper. Keep specialists in their lane unless they show real

leadership skill. Pay managers for managing and experts for expert work.

Operate to the plan. Set the destination like you would the ‘sat-nav’ before you leave the lot: route the job at intake, assign by optimal tier availability once, cap work in progress so no station becomes a bottleneck, and sequence tasks to finish and restart as optimally, not simply to start quickly. If a step does not require a master technician, it does not get a master technician. That is how you protect safety, quality and cash flow at the same time.

Prove it, quickly. For two weeks, tier every repair order at intake, move every step that doesn’t need a master down one tier with a checklist, and tie a slice of apex pay to

DOUG KIRK

results. Track four numbers only: cycle time, comeback rate (internal and external), labour dollar cost per repair order, on-time delivery. If they move the right way, keep the changes. If they don’t, fix the tier map and the gatekeeping not the thesis.

The status quo is irrational: brain surgeons used like GPs, generals asked to snipe, masters sanding door skins. Deploy scarce skill where it matters, pay the apex to stay and teach, and stop promoting people away from what they do best. That is the Pyramid Operative Management System (POM’s) that can help you turn a supposed shortage into a stronger, steadier, and sustainable system.

Survival is not mandatory, but neither is extinction.

Doug Kirk has had a wide and varied career in the automotive industry, having first begun his journey as an apprentice painter in the United Kingdom. He has worked in senior level positions at businesses such as Nexa, AkzoNobel, LKQ and Sherwin Williams. Kirk is interested in the continued challenges that face the industry.

For more columns by Doug Kirk visit collisionrepairmag.com/15738728

SHOP ALIGNMENT

THE CASE FOR BRINGING MEASUREMENTS IN-HOUSE

Steve Dawson

IListen to the full podcast by scanning the QR code or visiting the podcast section of collisionrepairmag.com/15773666

n this episode of Industry Insider, host Mackenzie Grant sits down with Hunter Engineering’s Washington DC regional manager Steve Dawson for a practical look at why in house alignments and ADAS calibrations have become critical to modern collision repair. Their conversation moves through the growing volume of calibration work, the workflow setbacks tied to subletting and the way early alignment assessments reveal hidden structural and suspension damage. Dawson breaks down how shops can improve cycle time, strengthen documentation and keep more revenue in house, offering listeners a clear sense of how alignment systems are reshaping day to day operations across the industry.

Mackenzie Grant: In simple terms, what does an alignment system actually do within the context of collision repair?

Steve Dawson: Our newest alignment system, the Ultimate ADAS has three points that it touches the car. If we use it right away in the repair process, we identify bent components that happen within the accident or maybe in the recovery process. We identify do we have a bent tie rod end, do we have a bent control arm, do we have a bent subframe. We can even identify that we may have some more structural problems that we need to look further into with our traditional measuring system. Then it’s going to do our final alignment after we’ve done all of our paint work, all of our metal work. Then now with that tool we also add in the ADAS calibrations so in a seamless process from the alignment go right into the ADAS calibration procedures. It saves the shop a lot of time of having a sublet or move the car to different places as well as identifying those damages up front. It reduces the need for supplemental claims, reduces the need for replacing multiple parts to try and figure out what’s wrong. They actually have the measurements and know what’s wrong.

MG: Why is an in house alignment system becoming one of those essential pieces of equipment for collision centers?

SD: I liken it to paint booths. You might have had to have them years and years ago but you could get away without them and today you can’t. With today’s paint procedures you cannot have an inferior booth. As time goes on here alignments are going to be the exact same way. A very small hit damaged a couple bumper covers and that repair was almost 60 percent calibrations and alignment work. If you’re not in that business you’re potentially going to be giving up 50 or 60 percent of your repair process to a sublet company.

MG: And what are the biggest workflow challenges when they sublet those alignments?

SD: The biggest challenge is transporting the vehicle from one place to another and scheduling it into that other shop. It may be a same day turnaround or two or three days before that shop can take it in. You’ve got to transport it there either putting it on a rollback or tow truck or having two people drive it. That puts us at significant liability as well as costs us two productive bodies out of our shop.

Our newest alignment system, the Ultimate ADAS has three points that it touches the car. If we use it right away in the repair process, we identify bent components that happen within the accident or maybe in the recovery process. We can even identify that we may have some more structural problems that we need to look further into with our traditional measuring system.

MG: How does bringing an alignment system in house directly affect cycle time?

SD: If we have the equipment we’re going to start doing that process right away. If we do our pre-alignment assessment and we identify components we order the control arm that we need as well. We’re not waiting for parts down at the end of the repair. We’re not worrying about scheduling with another vendor. We can schedule it to go right from paint into the alignment procedure. We’re in complete control of that repair not only quality wise but also timing wise.

One of the things that we talked about was, imagine from the insurance company’s standpoint, if you can deliver that car back to that customer days earlier, that’s a whole lot less rental car that the insurance company is paying for and they’re getting a customer that is much happier with that car because they got it back right away, as opposed to potentially having that customer think. So all of these steps reduce that cycle time and improve the customer experience for everybody involved in the process, not only the customer, but also the insurance company and the body shop.

MG: How have you seen owners react to how quickly alignments become a consistent revenue line?

SD: There’s a lot of hesitation up front. Putting in an alignment system takes up some precious square footage. What they end up finding is that in a very short timeframe there’s such a huge positive impact that it’s really eyeopening. A customer was contemplating putting in alignment and very hesitant. We talked about using his frame machine with mobile turn plates. Somebody walking by said he told me that exact same thing last year. I needed an alignment rack and put in that alignment rack. It eventually gets a visceral response that this was one of the best decisions I ever made.

MG: How often do you see minor hits cause measurable alignment issues?

SD: My son put a little scratch in my front bumper and hit his rear tire onto my front tire. They refinished the bumper cover and then I realized something felt really funny. It actually bent the control arm. We see that more often. Another customer settled with an insurance company. We put it on the alignment rack after that settlement and found the car had sheared the pin that holds the rear axle straight so the axle had shifted. That affects handling and ADAS calibrations.

We eliminate trying parts one at a time. If there’s a strut that’s bent or a spindle or a tie rod end or a steering rack that’s been impacted it is not something you’re going to see with the naked eye. It’s going to require enhanced angles through an alignment machine.

MG: What are those impacts of misalignment on functions like camera calibration?

SD: If that alignment is not right and that camera is looking a little bit to the left or right it’s either going to see things that it shouldn’t or it’s going to be not interacting when it needs to. When that deer runs out in front of you but the camera is looking in the wrong direction it doesn’t see it. Automatic braking can lock up the brakes. It’s a pretty scary experience.

MG: For techs listening, what are common misalignment signs they can miss?

SD: We eliminate trying parts one at a time. If there’s a strut that’s bent or a spindle or a tie rod end or a steering rack that’s been impacted it is not something you’re going to see with the naked eye. It’s going to require enhanced angles through an alignment machine. We provide red indicators as well as training. They need documentation to show why components are being replaced.

MG: How successful have shops been at handling documentation?

SD: We make that easy. They can print out readings and numbers and specs as well as visualizations. When we get into the ADAS calibration side we’re documenting exactly where every target was placed. The system even documents that the correct target was used.

MG: When a collision shop is taking a look at alignment systems, what features matter most?

SD: Functionality. The ability to do prealignment assessment, final alignment and ADAS calibrations. Complete documentation. Flexibility to work on a frame machine, bench system, floor or alignment rack.

MG: What does Hunter provide after installation?

SD: We have a support network of service reps and business consultants. We have 67 training centers. Level one, level two and level three classes plus ADAS classes. We have a support line through Bosch. We have Hunter University online classes. We have a YouTube learning channel.

Then we have a huge following in our YouTube learning channel, where we have a lot of these functions illustrated out in video, so that if somebody is struggling with something, they’ve got plenty of resources to be able to grab information, watch a video, understand it a little bit better, break it down into some smaller bits and we put that support in a multitude of places, so that we can help everybody with where they’re at in the process, and have the right stuff for them.

MG: What is the biggest operational or financial opportunity shops miss by delaying investment?

SD: They’re throwing gross margin down the street. They’re typically getting a maintenance alignment at a lower rate. When we’re doing it in house the margins are significantly better. ADAS calibrations are lucrative. Shops are spending $5,000 to $15,000 a month in sublet ADAS calibrations. That is a significant amount of gross margin they could be keeping in house.

MG: For the shop owner who’s now sold, what’s their first step?

SD: Go to Hunter.com and plug in your zip code. Reach out to your business consultant. He’ll sit down and talk with you about what your business operation is and what’s the right piece of equipment.

MG: Thank you so much Steve.

THE INDUSTRY’S OPINIONS ON OEM RULES

BODYSHOPS, INSURERS AND AUTOMAKERS AGREE ON THE RULES BUT NOT ON THE STEPS

BY GIDEON SCANLON

Original equipment manufacturer’s rules are clear – but the way they should be applied isn’t, a new survey has found.

A national Collision Repair survey conducted between Nov. 11 and Nov. 29, 2025 gathered feedback from collision industry professionals and those in related sectors. About 64 percent of the respondents work for

or own collision repair facilities, 21 percent are employed by insurance companies, four percent for automakers and 11 percent in roles such as consulting, supplying or education.

Professionals across all sectors described themselves as knowledgeable about OEM repair requirements. Only a few said their understanding was limited. Many identified

as very knowledgeable or somewhat knowledgeable and emphasised the value of OEM certification. Still, confidence in the rules did not translate into consistent application.

As one insurance professional put it, “We know the OEM procedures. The issue is access and practicality. Some repairs can’t

even start because we can’t verify the required steps across multiple OEMs.” A professional working in a collision repair facility echoed that frustration, saying they “spend too much time proving procedures that should be understood industry-wide.”

Every quote in this story comes from a different anonymous contributor.

Participants said they rely on two main information streams: technical sources such as OEM repair portals, procedure databases, training systems and certification materials, and industry sources such as publications, conferences, peer networks and insurer bulletins. Even with that range, many said access remains inconsistent.

One collision repair professional said, “Simplify access to OEM documentation. Too many portals and too many logins.” Another said, “Uniform documentation requirements that insurers accept would save huge amounts of time and frustration.”

Insurance professionals raised related concerns. One said, “Consistent repair documentation from bodyshops would speed approvals.” Another asked for “more clarity on which procedures are mandatory and which are recommended,” noting that vague wording often leads to disagreements.

Three issues came up most often: ADAS complexity, interpretation of OEM procedures and EV-related training and equipment

When choosing parts, what factors most influence your decision?

demands. Calibration requirements were the most frequent point of tension.

An insurance professional said, “Better visibility on calibration requirements. They vary widely and sometimes feel unclear.” A collision repair professional added that “better communication with insurers regarding pre and post scans and calibrations” would prevent many delays.

EV-related training and tooling needs added further pressure. One professional said that “training is expensive” and that small independent facilities “need more help keeping up with OEM programs.”

Certification produced similar concerns. Those working in collision repair facilities

Do you believe OEMs should be more involved in the repair ecosystem? If yes, how should they be

How confident are you that the information you receive about OEM repair procedures is accurate and up to date?

your shop part of any

Which best describes your role in the collision repair ecosystem?

Collision repair facility / bodyshop

Insurance company / claims appraiser / adjuster

/ automaker representative

Which category would you like to answer questions about?

How would you rate your overall knowledge of OEM involvement in the collision repair industry?

Parts supplier / distributor Other Very knowledgeable — I follow OEM programs and updates closely

How important do you believe OEMs are to the future of the collision repair industry?

described certification as essential but said its cost is often undervalued. As one put it, “The cost of certification is high, and without insurer alignment it’s hard to show customers the true value of certified repairs.” Another pointed to the combined weight of “staff training requirements, cost of certification, equipment and facility investment.”

Automaker professionals highlighted uneven treatment of their standards. One observed that “some follow procedures strictly, others treat them like suggestions.” Another said insurers “need more education about the

Somewhat knowledgeable — I’m familiar with key programs and issues

Limited knowledge — I hear about OEM activity occasionally Not knowledgeable — I don’t follow OEM developments

Where do you primarily get your information about OEM programs, repair procedures or industry involvement?

importance of following OEM procedures for safe repair.”

Professionals working in consulting and supplier roles emphasised the need for coordination. One said, “More collaboration is needed between all parties. Everyone needs to understand the reasoning behind OEM requirements.” Another said, “Everyone needs to be on the same page — clearer OEM guidelines, more insurer education and better communication would benefit the client most.”

Overall, the survey points to structural

issues rather than gaps in knowledge. OEM procedures are widely understood, but access to documentation is fragmented, interpretations differ between facilities and insurers and certification investments are not always recognised. Calibration work remains the most consistently disputed step.

OEM rules are clear. The challenge now is ensuring they are applied consistently across organizations, regions and repairs. The survey shows an industry aiming for a unified standard but still struggling to deliver it reliably on every vehicle.

RE-ESTIMATING ESTIMATIONS

AI AND THE VEHICLE INTAKE PROCESS

BY GIDEON SCANLON

AI technology is giving collision repair facilities the opportunity to save days of production time before vehicles ever reach a technician, Solera senior vicepresident Bill Brower told moderator Danny Gredinberg, a Database Enhancement Gateway representative, during a presentation at the 2025 SEMA Show in Las Vegas on November 4.

Brower said many shops still rely on an outdated intake routine. Customers wait for insurer approval, book appointments days out, drive to the shop only to schedule repairs later. “For a customer to get an estimate and get their car scheduled, it might be five to seven days,” he said. He called that delay “a wasted opportunity” for both the shop and the customer.

Solera is pushing guided photo capture as a way to shortcut that timeline. Brower said the system generates an AI-supported estimate in minutes, even if someone without technical training takes the photos. “Anyone — even someone on the administrative side — goes out and takes a few pictures for AI estimating,” he said. “The estimator then reviews it for about five minutes.”

Brower said the effect for bodyshop technicians is simple: it allows them to spend less time documenting and more time planning repairs.

According to Brower, the system also improves as shops use it. “The accuracy improves with each estimate,” he said. That, he argued, makes AI more of a tool for technicians and administrators than a replacement for them.

“It won’t take the place of talented people,” he said. “It helps talented people be even more eﬃcient.”

Gredinberg said a faster intake gives staff room to communicate properly with a customer instead of rushing through paperwork and photos. The time saved becomes time spent managing expectations.

“You can focus more on the conversation with the client,” he said.

He added that talking through a repair plan has value shops often overlook.

Brower highlighted one Canadian collision centre that has adopted the model, reporting a 17 percent increase in sales, a 25 percent reduction in cycle time and a 34 percent drop in non-drive cycle time. He said the shop also boosted customer satisfaction and reached insurer incentive benchmarks other locations could not.

“Not only did cycle times decrease, but customer satisfaction scores increased as well,” he said.

The shift now extends beyond the shop doors. Brower said recent developments allow customers to complete intake from home using a guided photo app.

“If they want to take pictures, the shop can send a link that walks them through the process,” he said.

After submitting photos, customers receive an estimate and can book a repair before ever arriving at the bodyshop.

Still, Brower said adoption depends on consistent use among appraisers and managers. He warned that many shops abandon new tools too early.

“You have to test and learn,” he said. “We’re creatures of habit, you’ve got to stay the course.”

Gredinberg shared the same outlook, noting that each iteration pushes the technology further. “I believe it’s the future,” he said. “There’s room for it to get even better.”

collisionrepairmag.com/15773346

Solera senior vice-president Bill Brower with moderator Danny Gredinberg, a Database Enhancement Gateway representative, during a presentation at the 2025 SEMA Show.

ROBOTIC REVOLUTION IS UNDERWAY THE

HOW A CANADIAN DEALERSHIP REPAIR CENTRE IS DRIVING THE COLLISION INDUSTRY INTO THE FUTURE

BY GIDEON SCANLON

Anew robot introduced at Yonge Steeles Ford Lincoln is helping boost eﬃciency at the dealership’s repair facility. The robot — developed with Toronto-based Kalk Robotics, a firm associated with Forté Performance Systems that specializes in workflow-focused automation — is the first of its kind reported in a Canadian dealership setting and is designed specifically to support internal parts movement.

The robot was conceived by serial innovator Mark Silverman, the dealership’s fixed operations manager, during a meal at a restaurant employing robotic servers. “I didn’t like the robot servers much because they eliminated people rather than empowering them. It did occur to me that there might be a way for a similar robot to help out with our parts procurement process.”

Silverman turned to the Toronto-based Kalk Robotics to turn his vision into reality. Silverman and consultant Greg Staley worked together to evaluate the dealership’s workflow and identify parts delivery as a high-impact area where automation could reduce lost technician time.

Now, the wheeled robot shuttles parts between repair bays and the part procurement centre at the facility, allowing technicians to spend more time working and less waiting in line. With the store’s service department handling close to 180 work orders per day across 40 bays, even small reductions in parts-run time accumulate quickly.

“We’re in the learning phase, teaching our technicians and parts staff the new routine,” said Silverman. “But it’s already making a big

impact on productivity. We’re looking at more work orders per day as a result.” A month into the project, and Silverman says the robot, which was designed by Kalk Robotics, is helping each of his repair technicians perform about two additional procedures each day.

“At this rate, we’re expecting to see a return on our investment after 18 months,” says Silverman. While Silverman declined to disclose the cost of the robot, he described the investment as “reasonable” for the longterm benefits. The Canadian AutoDealer report notes that similar units can be leased for about US$38 a day, making the economics favourable for high-volume operations.

“It’s an enhancement for productivity and eﬃciency,” Silverman added. “We’re always looking for ways to be at the forefront of innovation.”

The wheeled, autonomous parts-handling robot was designed by Toronto firm Kalk robotics to move components between the parts office and repair bays.

This autumn, Yonge Steels Ford Lincoln brought in its first robot worker to improve efficiency and maximize the amount of time collision technicians could focus on their primary duties.

“I didn’t like the robot servers much because they eliminated people rather than empowering them. It did occur to me that there might be a way for a similar robot to help out with our parts procurement process.”

— Mark Silverman

THE RISE OF ROBOTS IN THE COLLISION SECTOR, 2015–2025

Robotics have entered collision repair gradually over the past decade, beginning in the paint segment, where infrared curing robots demonstrated clear, measurable gains in cycle time. These systems use gas-catalytic infrared panels mounted on movable robotic arms to deliver controlled heat directly to filler, primer and clearcoat, reducing curing from hours to minutes and stabilizing one of the industry’s most persistent bottlenecks. Early adopters proved that automated drying could be integrated into prep bays, spray booths and continuous-flow layouts without disrupting the technician’s sequence of work.

Once established in refinishing, robotics expanded into adjacent processes. Multi-axis robots adapted for sanding and polishing appeared in high-volume European and Asian facilities, providing uniform pressure and consistent defect correction. Compact spotcuring robots, overhead-crane systems capable of whole-vehicle coverage and rail-mounted units designed to travel with the repair flow broadened the available toolset. By the early 2020s, non-drying automation entered the shop floor: force-controlled polishing arms, automated measurement tools and autonomous parts-handling robots began supporting daily operations in both independent collision centres and dealership repair departments. By the mid-2020s, robotics had moved from specialty equipment to operational infrastructure. Adoption remains uneven, but the trajectory is clear: robots entered through the paint department, proved their value and then advanced into other areas of the shop, supporting consistency, throughput and labour-strapped refinish teams.

2015

Robotic drying enters collision repair as infrared systems replace full-booth bake cycles. These systems use gas-catalytic IR panels on robotic arms to deliver concentrated heat to specific panels.

• Jennes Carrosserie in Belgium opens using Symach’s first robotic drying system, launching a FixLine-style production layout.

2016

North American operators begin designing facilities around robotic curing.

• Lindsay Auto Body in Ohio installs one of the first Symach FixLine systems, incorporating Drytronic robots — automated IR arms that follow programmed curing profiles.

2017

Robotic curing becomes central to expansion planning.

• Zenetec in Barrie, Ontario, commits to a multi-robot FixLine configuration, using Drytronic stages for filler, primer and basecoat transitions.

Mark Silverman, the fixed operations manager at Yonge Steeles Ford Lincoln, was the driving force behind the adoption of the new robot.

2018

Robotic systems enter daily use in collision shops.

• Rowley’s/Axiom Accident & Hail Repair in Loveland, Colorado, installs its first FlyDry-equipped FixStation, using a rail-mounted gas-catalytic IR robot.

• Mervyn’s The Body Shop in Kelowna, B.C., opens using two FlyDry robots and an EasyDry robot, a compact singlepanel curing system.

• Zenetec in Barrie, Ontario, launches its flagship site using six Drytronic robotic curing stations.

2019

Robotic curing scales across multiple sites.

• Three Collision Works facilities in Oklahoma become the first repair centres to install FixLine robotic drying systems across multiple locations.

2020

Robotics expand into hail repair and corrective finishing.

• TDN Group in Peterborough, U.K., launches its first FlyDryequipped FixStation.

• Repair centres in Germany and Japan introduce KUKA-based robotic polishing cells, six-axis units with force-controlled polishing heads.

2021

Alternative curing systems gain traction in Canada.

• CSN St. Clair in Sarnia, Ontario, becomes the first Canadian shop to adopt Greentech E5 and E6 robotic dryers, ceiling-mounted catalytic IR units that target individual panels.

“We’re

in the learning phase, teaching our technicians and parts staff the new routine. But it’s already making a big impact on productivity. We’re looking at more work orders per day as a result.”

— Mark Silverman

2022

Robotics integrate into prep and booth environments.

• Excellence Collision in Scarborough, Ontario, adopts its first EasyDry and FlyDry robots.

• CSN CARS Auto Collision in Burlington, Ontario, installs its first RoboDry system, an overhead-crane IR robot, along with multiple FlyDry units.

2023

Shops begin publicly identifying robotics in daily operations.

• Ethos Auto Body in Bedford Hills, New York, announces it is using robotic systems for painting, sanding and welding.

2024–2025

Robotics enter mainstream dealership repair and new-build facilities.

• Moses Collision Center near St. Albans, West Virginia, announces it is using FlyDry robotic technology as core infrastructure.

• Yonge Steeles Ford Lincoln in Toronto, Ontario, installs a partshandling robot to automate component movement within the facility.

MINOR BUMPS, MAJOR HEADACHES

WHY LOW-SPEED COLLISIONS CAUSE BIG CONFUSION FOR CANADIAN DRIVERS AND HOW INSURERS DECIDE WHO’S AT FAULT

BY MACKENZIE GRANT

The choreography of a parking lot is something most drivers take for granted.

Rows of metal, a tangle of feeder lanes and the slow shuffle of vehicles edging into or out of cramped spaces — it all feels casual, almost inconsequential after the focus required on public roads. Yet it’s in these low-speed environments where confusion thrives. Parking lot fender benders remain one of the most misunderstood types of collision, and according to Steven Harris, licensed insurance broker and LowestRates. ca expert, the uncertainty begins long before a driver calls their insurer.

Parking lots at shopping centres and oﬃce

buildings form a strange in-between space. They’re not the open road, but they still carry rules. Harris says many Canadians don’t realise just how firmly those rules are applied. Fault, he explains, isn’t a guessing game, even when the impact is little more than a nudge of a bumper.

“Parking lot collisions are one of the biggest sources of confusion I see,” says Harris. “Many drivers assume that since these incidents happen on private property, they’re handled differently or that fault can’t be assigned, but insurers follow clear rules. If you’re backing out or leaving a space, you’re generally 100 percent at fault if you hit another vehicle,

no matter how slow you’re moving. These collisions also tend to increase in bad weather, when visibility is low and surfaces are slippery, so taking extra care in winter can help drivers avoid unnecessary claims.”

Under Ontario’s Fault Determination Rules, the basics are straightforward. A driver leaving a parking space or feeder lane must yield to traﬃc already flowing through the lot. It’s a simple hierarchy — moving lanes outrank manoeuvres. If a driver reverses into that path and makes contact, they are typically deemed fully at fault. Two vehicles backing out at once complicate the picture slightly, but not as much as drivers tend to imagine. In

many cases, responsibility is shared because both were in motion and neither yielded.

Harris notes that insurers rely on standardized provincial rules rather than personal interpretation. Vehicle positions, directions of travel and recorded movements tell the story. The same framework applies whether the collision occurs on a city street, a suburban driveway or the far corner of a retail lot where visibility is thin and winter slush pushes drivers to hurry.

Then there are the hit-and-runs — the door dings discovered after a grocery run or the scraped bumper that wasn’t there an hour earlier. Harris stresses that timing matters. Without a police report filed within 24 hours, insurers may treat that damage as an at-fault claim, even if the driver was nowhere near the scene when it happened. The result can be costly.

Documentation becomes the driver’s lifeline in these situations. Photos of the damage, the layout of the lot and any nearby signage can shape an insurer’s understanding. Contact information from the other driver and statements from witnesses can do the same. Mounting evidence means clearer fault determination, which in turn smooths the claims process.

It may feel counterintuitive that such minor incidents can influence future premiums, but they do. Harris says frequency matters as much as severity. A handful of small claims — all easy to shrug off when the vehicle remains drivable — can still signal higher risk to an insurer. Some providers may even reconsider a driver’s eligibility if they collect repeated parking lot incidents over a short period of time.

“A lot of these collisions are avoidable with just a bit more awareness,” adds Harris. “Parking lots have their own flow of traﬃc, rightof-way rules and blind spots. Knowing how those apply can help drivers prevent claims and avoid unexpected premium increases.”

The lesson, then, is one of attention. Parking lots may be slow, but they aren’t simple. The rules are clear and the consequences — from fault to premiums — are real.

AN EVENING TO REMEMBER

BY GIDEON SCANLON

In October, I visited Pfaff Autoworks to attend its Eﬃciency Edge training event, that brought about 70 technicians together for hands-on training across multiple repair disciplines, from glue pulling to polishing.

Pfaff Autoworks, for those unfamiliar, is an exceptionally well-equipped, highly respected collision centre in Markham, Ontario, known for handling everything from daily-driver repairs to complex luxury-vehicle work.

For one night, we transformed the shop floor into a multi-station training arena. With the help of trainers, tool manufacturers and industry partners, Collision Repair magazine and the Pfaff team created an open, hands-on workshop where technicians could sharpen the same skills they rely on every day to deliver safe, complete repairs.

The format was simple by design. We set up stations across the shop: glue-pull dent repair, sanding and polishing systems, metal finishing, filler and feather-edge techniques, structural evaluation, spray-gun fundamentals and more.

Trainers from organizations like BETAG, Evercoat, RUPES, 3M, SATA, Flatline and Titanium Tools came prepared to demonstrate, coach and answer whatever questions came their way. Attendees rotated from station to station, testing tools, comparing techniques

when you see technicians giving their evenings to learn, improve and help others do the same, you’re reminded of something important: safe, complete repairs don’t happen by accident. They happen because the people in this trade work hard to make them happen.

and digging into the kinds of details they rarely get to explore during a normal shift.

Early in the evening, I noticed a young woman standing just outside one of the groups. She told me she wasn’t a technician — not yet — but she was interested in joining the industry and wanted to see what the work looked like up close. She spent the rest of the night speaking with trainers and technicians, asking smart, direct questions about training paths, tools and what makes a good shop good.

Watching experienced repairers welcome her so naturally reminded me why these events matter: this industry grows because its people share what they know.

The pizza arrived hot — and, to everyone’s genuine delight, very good — and even that turned into an informal learning session. People gathered around the boxes discussing EV repair, calibration requirements and new materials.

By the end of the night, I felt the same sense of reassurance I often feel after events like this. Our industry can be demanding, and our work carries real responsibility. But when you see technicians giving their evenings to learn, improve and help others do the same, you’re reminded of something important: safe, complete repairs don’t happen by accident. They happen because the people in this trade work hard to make them happen.

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Your craftsmanship in auto body provides a solid foundation which continues to get stronger. But as you already know, there’s much more to this business. Fix Auto is invested in forward thinking and bringing global best practices to building your local business.

Drive your business forward with:

• Solid performance-driven operational model and ongoing training.

• Full branding and marketing support for local awareness and promotion.

• Proven experience in winning insurance work.

• Established global supply and fleet arrangements.

Our owner started as a franchisee, and this inspires our commitment to the success of the local business owner.