CURRENT CONDITIONS
Sales slip, incentives dim and rising writeoffs reset the market
CANADA’S EV REPAIR PICTURE TRENDS FOR 2025
Higher OEM-parts use, longer cycle times and fewer total losses are reshaping estimates and scheduling.
TOO HOT TO HANDLE?
Refinishing safety considerations with EVs
Darryl Simmons
EBY WILLIAM SIMMONS
lectric vehicles are no longer on the fringe. While their numbers are still nowhere near ice models, EVs are steadily increasing on Canadian roads—and that means they will increasingly appear in collision repair facilities.
Studies show that, despite the rise of automated driver-assistance systems, accident rates have not dropped significantly. Too many drivers develop a false sense of security with these features and, all too often, turn their attention to their phones. The reality is simple: EVs will continue to find their way into repair shops, and we need to be ready.
That readiness begins with training. Without proper education and preparation, repairing an EV can be dangerous. High-voltage systems are not forgiving. Mistakes can be costly, and in the worst cases, deadly. This magazine exists to help build a culture of training, awareness and shared knowledge—so that every repair is done safely and correctly.
We are also seeing a fascinating shift in the shop dynamic. Traditionally, young technicians learned from their senior peers, who passed along decades of wisdom and mentorship. Today, the reverse is often true. Younger technicians are more familiar with EV technology, digital tools and cloud-based systems. They are sometimes the ones showing older colleagues the safest and most effective repair practices. That reversal is reshaping mentorship in collision repair.
WITHOUT PROPER EDUCATION AND PREPARATION, REPAIRING AN EV CAN BE DANGEROUS. HIGH-VOLTAGE SYSTEMS ARE NOT FORGIVING. MISTAKES CAN BE COSTLY, AND IN THE WORST CASES, DEADLY.
Our goal at EV Repair is to reflect this moment in all its complexity—not just how to repair EVs safely, but also what the latest trends mean for our industry, and what new tools and products are emerging to support the work. In this issue, you will find excellent insights from Ryan Mandel and Greg Horn on the trends shaping EV adoption, and from Brittany Kearns on how to structure training in an EV environment.
Last year, while running the Collision Repair EV Tour across Canada, I had the chance to meet many of the people leading the charge in EV repair. Their dedication and perspective convinced me this is one of the most important conversations we can be having as an industry.
I hope you enjoy this issue and take something useful back to your shop. But more than that, I want your feedback. Tell us your challenges, your successes, and the lessons you’ve learned. Together, we can ensure this industry is ready for the EV era—and that every vehicle returned to the road is repaired with safety, precision and pride. EV
MANAGING EDITOR
William Simmons | william@mediamatters.ca
ASSISTANT EDITOR
Mackenzie Grant | mackenzie@mediamatters.ca
ART DIRECTOR
Yvonne Maschke | yvonne@mediamatters.ca
VP OF INDUSTRY RELATIONS & ADVERTISING
Gloria Mann 647.998.5677 | gd.mann@rogers.com
INDUSTRY RELATIONS ASSISTANT
Wanja Mann 705.928.0653 | wanjamann1@gmail.com
DIGITAL OPERATIONS MANAGER
Cassie Doyle | cassie@mediamatters.ca
MEDIA PRODUCTION SPECIALIST
Dayna Dicuangco | dayna@mediamatters.ca
CONTRIBUTORS
Greg Horn, Brittany Kearns, Doug Kirk, Ryan Mandell
PRESIDENT
Darryl Simmons | publisher@collisionrepairmag.com
VICE PRESIDENT
Orest Tkaczuk | orest@mediamatters.ca
EV Repair magazine is published by Media Matters Inc., publishers of:
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EV Repair ™ magazine is published Annually, and is dedicated to serving the business interests of the EV repair industry. It is published by Media Matters Inc. Material in EV 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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As electric vehicles become more common on the road, staying ahead of advanced repair techniques is critical.
At CARSTAR Etobicoke Central, we invest in EV-specific training, tools, and technology to ensure every repair meets the highest standards for safety and performance. We’re not just repairing the future—we’re ready for it.
- George & Toni Troka, owners of CARSTAR Etobicoke Central
BY OREST TKACZUK
Ontario’s premier opened the Automotive Aftermarket Retailers of Ontario symposium in Mississauga on September 17. EV Day featured a keynote by James Carter of Vision Mobility, who cited COVID-era investment bubbles and overly optimistic EV adoption forecasts as reasons adoption has slowed. Panels addressed technician preparedness, charging infrastructure, training, and industry forecasts, featuring speakers from Swtch Energy, Plug’n Drive, Auto Aide and NAPA. The day concluded with Premier Doug Ford urging reduced government spending and tax relief to boost vehicle purchases, highlighting the auto sector’s role in trade and economic recovery.
“The auto sector has been on the front line of trade and trade disruptions… We have to lower income tax. We have to get more money back in people’s pockets,” Doug Ford said, arguing that Ontarians would be more likely to buy vehicles if they had more disposable income.”
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Chevrolet’s Silverado EV has set a world record for distance travelled on a single charge, covering more than 1,700 km under the guidance of General Motors engineers. Driving a 2024 Silverado EV RST, the team surpassed the vehicle’s estimated 724 km range on public roads near Detroit, using no hardware or software modifications. Engineers maintained speeds between 32 and 40 km/h, removed the spare tire, added a tonneau cover, turned off climate control and increased tire pressure. The seven-day drive involved 23 engineers rotating in one-hour shifts. General Motors says the exercise aimed to explore battery limits, not daily driving expectations. Data from the record run will help inform battery efficiency and software calibration in future EV development.
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The federal government is investing $25 million to build more than 850 new electric vehicle chargers across Canada. Announced August 15, the funding supports 33 projects under three separate programs aimed at expanding charging infrastructure, advancing clean technology and cutting emissions from heavy-duty fleets. Natural Resources Canada’s Zero Emission Vehicle Infrastructure Program will provide $9.7 million for 23 projects to install chargers in public spaces, workplaces, multi-unit residential buildings, commercial fleets and along highways. Most of the new installations will be in Quebec. Another $8 million will be delivered through the Energy Innovation Program to fund six projects that support breakthroughs in the medium- and heavy-duty vehicle sector and help fleets transition to electric power. A further $7.9 million from the Green Freight Program will assist commercial, construction and municipal operators in adopting cleaner technology, lowering fuel costs and reducing emissions. Claude Guay (pictured), Parliamentary Secretary to the Minister of Energy and Natural Resources, said the investment is a step toward making EVs more practical for Canadians and for industry. “We are accelerating the transition to zero-emission vehicles with the installation of more than 850 additional EV chargers across Canada, many of which will be in Quebec,” he said. “Clean transportation is not just for consumers, but also for commercial, industrial and municipal fleets.” The announcement is part of Canada’s wider EV infrastructure plan, which aims to make charging accessible at home, at work and on the road, while supporting the federal goal of reaching net-zero emissions by 2050.
Natural Resources Canada’s Zero Emission Vehicle Infrastructure Program will provide $9.7 million for 23 projects to install chargers in public spaces, workplaces, multi-unit residential buildings, commercial fleets and along highways. Most of the new installations will be in Quebec. collisionrepairmag.com/15767683
The Canadian Automated Vehicle Initiative proposes sending a driverless big rig across Canada from Halifax to Vancouver in 2028 to showcase AI logistics and connected vehicle technology. The demonstration also aims to address the truck driver shortage, currently more than 25,000 positions, while boosting domestic innovation and tech jobs. A chaperone driver would be on board, and the route would follow southern regions in summer. CAVI stresses the need for a unified national regulatory framework rather than patchwork provincial rules. Officials say federal support, stakeholder consultation and detailed planning are required before the project can proceed.
By completing the project, CAVI aims to provide regulators with the opportunity to reduce red tape before the widespread arrival of autonomous vehicles.
collisionrepairmag.com/15767633
AkzoNobel and Chinese EV maker NIO won the 2025 Altair enlighten award for sustainable product for their Interpon A1000 coating, which extends battery protection system lifespan from five to 15 years while cutting coating thickness by 70 percent. The coating also reduces vehicle weight by 2.2 kg (4.8 lbs) and supports NIO’s battery swap system, which increases wear on battery plates. Mass production began in November 2024 at AkzoNobel’s Changzhou facility, with roughly 80,000 NIO EVs already using the technology. Officials say the coating eliminates PVC, cuts electricity consumption by over 2 GWh, and achieves zero VOC emissions with a 95 percent powder recycling rate. The award highlights leadership in sustainable EV materials.
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Tesla is facing a U.S. safety investigation over claims it delayed crash reports involving its self-driving vehicles. The National Highway Traffic Safety Administration alleges Tesla submitted accident reports weeks or months late, rather than within the five-day requirement. Tesla says the delays stemmed from a resolved data collection issue. The audit covers the Model 3, S, X and Y, amid scrutiny of Full Self-Driving, Autopilot features, and recent robo-taxi operations in Austin, Texas. Safety advocates have criticized Tesla for withholding crash information, raising ongoing questions about its self-driving technology and reporting practices.
The National Highway Traffic Safety Administration (NHTSA) opened the probe on Aug. 20, alleging that Tesla submitted accident reports weeks or months after crashes occurred, instead of within the required five-day window. collisionrepairmag.com/15767685
A Florida jury has ordered Tesla to pay US$242 million after finding the company partially liable for a 2019 crash involving its Autopilot system. The accident in Key Largo killed Naibel Benavides Leon and seriously injured her boyfriend after a Tesla Model S collided with a parked Chevrolet Tahoe. Lawyers argued the system was defective and misused outside controlled highways. Tesla was found 33 percent responsible for $129 million in compensatory damages and another $200 million in punitive damages. The automaker plans to appeal, warning the verdict could hinder the development of life-saving technology.
Tesla must pay US$242 million after a Florida jury found the company partially liable for a 2019 crash using its Autopilot semi-autonomous driving system. collisionrepairmag.com/15767680
Ultium Cells LLC, the GM-LG joint venture, plans to retrofit its Spring Hill, Tennessee plant to produce lithium-iron-phosphate (LFP) batteries, adding to its existing nickel-cobalt-manganese-aluminum output. Full-scale commercial production is expected by late 2027. GM says the upgrade will scale lower-cost LFP cell production, complementing high-nickel and future lithium-manganese-rich solutions. LFP cells offer affordability and long cycle life for entry-level EVs, while higher-range models retain NCMA batteries. The move strengthens domestic EV battery supply and aligns with GM’s strategy to diversify chemistries for different market segments.
Ultium Cells LLC, the joint venture between General Motors and LG Energy Solution founded in 2019, is preparing to upgrade its Spring Hill, Tennessee battery plant producing inexpensive lithium-iron-phosphate, also known as LFP cells. collisionrepairmag.com/15767675
Independent repair shops can prepare for EVs by investing in training, says Yves Racette, director of NAPA High Voltage. NAPA’s training hub offers role-specific programs for service advisors, techs, collision specialists and parts professionals. The hub includes videos, webinars, safety sheets and technical support tools. Racette notes that training on EVs also teaches transferrable skills for internal combustion or diesel vehicles. “Training is especially important given all the technologies arriving in repair bays -- and all the new technology that will be coming in with each model year,” he said.
By investing in electric vehicle repair training programs, independent shop owners can position their businesses to thrive in the coming years, says Yves Racette, director of NAPA High Voltage at NAPA/UAP. collisionrepairmag.com/15755792
A new survey from Clean Energy Canada shows two-thirds of Canadians (66 percent) support keeping the paused federal electric vehicle availability standard, though many want to see changes made to it.
Just 27 percent say there should be no federal requirement for more electric vehicles, while 16 percent want the policy to be more ambitious, 24 percent want it to stay more or less the same, and 26 percent want it to be less rigid or easier to achieve.
Younger Canadians are notably stronger supporters of the mandate, with 58 percent of those aged 18 to 29 wanting the policy to maintain or increase its ambition and 55 percent of those aged 30 to 44 feeling the same way. With Ottawa weighing whether to allow more Chinese and European electric cars into the market, the survey also asked about perceptions of Canadian EV prices. A majority, 52 percent, believe Canadians are paying more than people in other countries, while 21 percent say Canadians pay about the same and only 6 percent believe cars are cheaper here.
As part of its 60-day review of the mandate, the government has floated the idea of rewarding automakers who sell EVs under $40,000 or offer zero-interest financing. When presented with this affordability centred version of the mandate, 46 percent of respondents supported the approach, 18 percent wanted the policy to stay as is, and just 24 percent opposed it outright, down from 27 percent who initially opposed the mandate. Support for this version is highest in British Columbia, where 50 percent backed the affordability option, 16 percent preferred the policy unchanged, and 20 percent wanted it repealed.
The survey also captured reactions to Ottawa’s pause of its $5,000 federal EV rebate at the start of 2025. Prime Minister Mark Carney has said he intends to reintroduce a rebate program, but the uncertainty has left potential buyers waiting. Among respondents open to buying an EV, 41 percent said they would delay a purchase until an update on incentives, 14 percent would buy without one, 36 percent said they would not buy an EV regardless, and 9 percent were unsure.
Trevor Melanson, director of communications at Clean Energy Canada, said: “A very strong majority of Canadians ultimately support keeping in place a version of Canada’s Electric Vehicle Availability Standard, and so the right question for Mark Carney is how the policy should adapt, not whether it should exist.”
Carney earlier this month delayed the 2026 EV sales quota, which would have required 20 percent of all passenger vehicles sold to be zeroemission, citing pressure on automakers from U.S. tariffs and economic strain in the auto sector. The reversal marked a departure from one of
Ottawa’s flagship climate policies, raising concern from environmental groups who say Canada risks falling behind on its emissions targets.
“As Canadians rightly realize they’re paying more for EVs than people in other countries, an approach centred on lowering upfront costs would be well received by many Canadians, especially younger ones keen on making the switch,” Melanson added. “Transportation is the second biggest expense for households after housing, and lower-priced EVs would unlock considerable savings for drivers both on day one and for years to come thanks to considerable gas savings.”
The shift also follows a broader climate-policy recalibration under Carney, who in March repealed the consumer carbon tax that had been a centerpiece of Trudeau-era policy. His government argues the tax had become politically divisive during a period of high inflation and cost-of-living strain. Industrial carbon pricing remains in place, with Ottawa promising tighter compliance rules, but without the household-level levy Canada’s path to meeting its climate targets will rely more heavily on regulations and subsidies such as the EV mandate and rebate program.
The survey was conducted with 2,230 Canadians from September 12 to 17, 2025. Respondents were recruited through partner panels on the Lucid exchange platform, which blends double opt-in survey samples to reduce bias. Results were weighted by age, gender, and region to reflect census data. A comparable probability sample of the same size would have a margin of error of plus or minus 2.08 percentage points, 19 times out of 20. Totals may not add to 100 due to rounding.
collisionrepairmag.com/15755982
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EBY BRITTANY KEARNS, SR. PROGRAM MANAGER - TECHNICIAN TRAINING ROBERT BOSCH LLC TECHNICAL TRAINING ACADEMY
arlier this month, during one of our EV training classes, I asked the group of technicians whether they were currently working on EVs yet. The answers were all over the board, but most admitted they hadn’t done much (if any) EV work yet. What I found most interesting was that each faced a different hurdle. One shop needed to install a charger but wasn’t sure who to contact or how to get started. Another had already purchased some new tools and PPE but wasn’t seeing EVs come through the door. A few others had attended training classes, but they still felt there was a lot to learn and insufficient hands-on experience in the bay to reinforce their knowledge. The problem I began to realize wasn’t access to the tools or training—it was the need for a strategic plan for their shop, the marketing, and the mindset. Without leadership direction and preparation, the tools and skills they’d invested in would sit around gathering dust.
We’re witnessing the automotive industry evolve in real time through the EV transformation. For shop owners and managers, being “EV ready” is about far more than installing a charging station or sending a tech to class. It’s about leading your business through change. The shops that will win EV work aren’t necessarily the ones with the fanciest equipment; they’re the ones with leaders who’ve already made the mental shift.
In leading the Bosch EV Training Tour over the past year, I’ve had the opportunity to speak with hundreds of shop owners and technicians across North America.
After countless conversations, my biggest takeaway is that there are three common pitfalls leaders need to avoid to navigate the EV transition successfully:
1. Underestimating the Speed of Adoption: Many leaders still believe EVs are a decade away from impacting their shop. But adoption curves are accelerating, especially in urban and coastal areas, and EV collision repair is already here. Waiting until “the right time” often means playing catchup as opposed to setting your shop up to be a leader in the transformation. According to Bosch Powertrain figures, in the US, EVs now represent roughly 8–9 percent of all new vehicle sales, and in Canada, the figure is around 12-15 percent. When you add xHEV1s into the mix, that figure climbs to 23 percent of new vehicles sold in 2025 are BEV or xHEVs. In markets like British Columbia, EVs already outpace that rate, as one in five new-car purchases is electric. Waiting for EVs to “arrive” at your shop could mean missing a regional surge that’s already here.
2. Thinking EVs Are Just Another Car: Yes, they have four wheels and brakes. However, the repair processes, safety risks, and customer expectations differ. That means different training, workflows, and even customer conversations.
3. Skipping Cultural Buy-In: Leaders sometimes make significant EV investments without preparing their team for why it matters . Without that connection, techs may resist the work, advisors may undersell it, and the customer experience suffers.
Here’s what you can do as a shop owner to bypass these common pitfalls and ensure your team is truly ready for EVs from the top down:
WE’RE WITNESSING THE AUTOMOTIVE INDUSTRY EVOLVE IN REAL TIME THROUGH THE EV TRANSFORMATION. FOR SHOP OWNERS AND MANAGERS, BEING “EV READY” IS ABOUT FAR MORE THAN INSTALLING A CHARGING STATION OR SENDING A TECH TO CLASS. IT’S ABOUT LEADING YOUR BUSINESS THROUGH CHANGE.
THE SHOPS THAT WILL WIN EV WORK AREN’T NECESSARILY THE ONES WITH THE FANCIEST EQUIPMENT; THEY’RE THE ONES WITH LEADERS WHO’VE ALREADY MADE THE MENTAL SHIFT.
1. Set the Visions: Your shop’s EV journey starts when leadership paints a clear picture of where the business is headed and why. Develop a guiding vision—your “True North”—such as: “We will become the go-to shop for EV service in our region within 3 years.”
2. Prepare Your Whole Team, Not Just Techs: The first point of contact for an EV owner isn’t your technician, it’s your front desk or service advisor. They need to be confident and competent in answering questions about safety, timelines, and give the customer peace of mind that their vehicle is in the best hands.
3. Understand Your EV Customers: EV owners are often progressive, environmentally conscious, tech-savvy, and highly informed by research they’ve conducted online before they call. Your customer service approach should reflect these expectations, creating an experience that reinforces their trust and reassures them they’ve chosen the right shop.
4. Lead by Example: Continue to show your staff that you’re invested in the EV shift. Attend trainings yourself, stay informed about market trends, host monthly Lunch and Learns to share EV-related topics, and encourage conversations about challenges and successes.
Of course, having the right tools is essential for safe and proper EV repair. Insulated gloves, HV-rated test equipment, battery lifts, and chargers are necessary investments for your shop’s EV capabilities. However, acquiring these tools should be the final step in your EV transition plan, not the first. Without a solid foundation in place, expensive equipment risks sitting unused.
Before investing in tools and training, ensure you have:
• Team Buy-In—Ensure your staff understands why you’re moving into EV work and is committed to the transition.
• A Marketing Plan—Define how you will let existing and potential customers know that you can service their EVs (website, Google business profile, social media, text updates, etc).
• Safety and Workflow Protocols—Establish clear processes for handling EVs in the bay, from intake to delivery.
• Leadership Preparedness—Take an EV safety and systems overview course yourself so you can speak from knowledge.
• Team Feedback—Ask your staff what excites them, what concerns them, and what they need to feel ready.
• Operational Insight—Consider visiting an EV-ready shop to see firsthand how the workflow and customer experience differ.
• Public Presence—Ensure your website and social media clearly showcase your EV capabilities before the first job arrives, helping to drive new business to your shop.
When these pieces are in place, your investment in tools and training will translate directly into revenue-generating work rather than collecting dust in the corner.
You’ve probably heard the saying, “The early bird gets the worm”. This couldn’t be truer when it comes to the EV transition. Shops that take a proactive approach will enjoy several key advantages. First, being one of the first in your area to market EV services positions your business as innovative and forward-thinking. Second, EV capability helps attract skilled technicians who want to work where they can learn, grow, and tackle new technology. You’ll set your shop up as a magnet for ambitious talent and retention. Finally, early adopters build lasting customer loyalty. Satisfied EV owners are likely to recommend your shop to friends and family, driving new business for EV and traditional services alike.
But being first is just one part of the equation. EV readiness isn’t a box you tick, it’s a journey you lead. The shops that will thrive aren’t the ones with the most expensive tools; they’re the ones with leaders who saw the change coming, prepared their team, and embraced the opportunity. Tools and training are needed and will follow, but real EV readiness begins with bold leadership. Your vision and commitment are what will drive your team forward and power your shop’s success in this exciting new era. And you don’t have to do it alone – you should lean on experts, such as Bosch or others in the industry, who are here to support your entire shop and help you confidently navigate every step of the EV transition. EV
INNOVATIVE PRODUCTS POWERING SAFETY, PERFORMANCE AND SUSTAINABILITY
As electric vehicles transform the automotive industry, collision repair and maintenance professionals require specialized tools, coatings and safety solutions tailored to high-voltage technology. From advanced protective coatings to fire suppression and containment systems, insulated tools and precision workshop equipment—these products are designed to meet the unique challenges of EV servicing. From improving technician safety and supporting sustainability to enhancing operational efficiency, each solution plays a vital role in preparing shops for the demands of an electrified future.
GFS PRODUCTS ARE DESIGNED AND MANUFACTURED TO MEET THE APPLICABLE REQUIREMENTS OF VARIOUS INDUSTRY-RECOGNIZED CODES AND STANDARDS.
AKZONOBEL INTERPON A1000 COATING PROVIDE SUPERIOR PROTECTION AGAINST THE CORROSIVE EFFECTS OF FUEL, BATTERY ACID AND GENERAL WEAR AND TEAR.
The Ultra XR Paint Booth from Global Finishing Solutions® (GFS) is a premium downdraft spray booth that integrates with REVO Systems’ accelerated curing technology, creating a topof-the-line spraying and curing environment. By combining excellent contamination control and lighting with REVO Systems’ innovative accelerated curing technology, the Ultra XR Paint Booth provides the performance and versatility needed for efficient and high-quality paint jobs. Alternative configurations, including the Ultra XR Closed-Top OpenFront (CTOF) Booth, allow vehicles to be filled, primed, sealed, painted, and cured in one location. Both booth types are designed to improve operational efficiency while reducing energy consumption, providing a controlled environment for precise automotive finishing.
AkzoNobel’s Interpon A1000 is a series of powder coatings engineered to protect automotive components from corrosion, heat, stone chips, and everyday wear. Tailored for parts under the hood and along the vehicle underside—such as engine blocks, valve covers, suspension springs, brakes, and gearboxes—this range offers solutions like A1243, A1250, A1270, A1242, and A1230 for specific applications. These coatings provide superior protection against the corrosive effects of fuel, battery acid, and general wear and tear. They also benefit the OEM or specialist coater by being more sustainable than alternative coatings. They include variants that cure faster or at lower temperatures, reducing energy use and material waste. Advanced particle management supports superior application, while BPA-free options enhance safety and environmental compliance. With a broad palette of on-trend colors, glosses, and textures, Interpon A1000 also meets aesthetic requirements.
The Color Compass E-FireX extinguisher is designed for fires involving lithium-ion batteries, commonly found in electric vehicles and portable electronics. Lithium battery fires can produce intense heat and cannot always be extinguished using conventional methods, making specialized extinguishers necessary.
The E-FireX uses a dry chemical agent formulated to suppress thermal runaway and reduce fire spread. Its compact design allows it to be positioned near high-risk areas such as EV charging stations or battery storage facilities. The extinguisher is pressure-rated and engineered for safe handling during use. It is tested against recognized international standards for lithium battery fires and is suitable for workshops, EV service centers, and industrial facilities where lithium batteries are handled. By applying the agent to the source of the fire, the extinguisher helps limit heat release and damage to surrounding materials.
The 3M™ Sealant SZ1000 is a two-part, cure-in-place foam adhesive and sealant developed for electric vehicle battery enclosures. Designed for use between trays, covers, and flanges, it forms a durable, resealable gasket that supports serviceability while maintaining protection against environmental exposure.
The cured material meets IPX8 water resistance standards, providing high levels of ingress protection. It also offers flameretardant performance, self-extinguishing without dripping to help satisfy enclosure safety requirements. SZ1000 cures at room or elevated temperatures, giving flexibility across different assembly processes, and is compatible with automated dispensing systems for consistent application in workshop or production environments. Once cured, the sealant demonstrates strong compression stability, with a compression set of less than 15 percent after prolonged exposure to heat. This combination of resealability, flame resistance, and environmental protection makes SZ1000 well-suited for modern EV battery designs where durability and safety are critical.
THE FIRE CLOAK™ EV FIRE BLANKET IS DESIGNED TO CONTAIN FIRES ORIGINATING FROM ELECTRIC VEHICLE BATTERIES.
DEPLOYMENT OF THE BLANKET CUTS OFF THE OXYGEN SUPPLY TO THE FIRE, REDUCING COMBUSTION POTENTIAL AND SLOWING ITS SPREAD.
The Celette BATPRO EV Battery Lift is designed for safe handling of high-voltage electric vehicle battery packs and other heavy components. Manufactured by Celette, the lift provides a stable, adjustable platform for installation, removal, and transport of battery modules within workshops. It has a maximum capacity of 2,500 kg and a lifting range of 800 mm to 1,800 mm, allowing precise positioning of batteries during maintenance. Its scissor-lift design includes a tilting top surface adjustable forward, backward, and laterally for alignment with various OEM jigs. Equipped with a pendant control, the lift enables hands-free operation of lifting and lowering functions, while its compact, mobile design allows movement across shop floors.
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The NOVAX® Glove Inflator from Kent Automotive is a portable, easy-to-use device designed to help technicians perform quick and thorough visual inspections of rubber insulating gloves—an essential safety step when working on electric and hybrid vehicles. With a non-slip base for added stability, it can be used anywhere in the shop or field to check for abrasions, cuts, tears, or punctures that could compromise protection. This tool supports compliance with OSHA 1910.137, which requires daily inspection of insulating equipment, making it a critical addition to any technician’s EV safety toolkit.
The Titan Lithium Charging Safety Bag is designed to mitigate risks associated with charging lithium-ion batteries. Constructed from fire-resistant glass fiber material, it helps contain potential fires or explosions during charging. Its compact dimensions (120 mm x 54.3 mm) allow for easy storage and transportation, ensuring enhanced safety during battery charging.
The Kent Safety Rescue Hook is designed to safely separate victims from electrical sources while protecting the rescuer from electric shock. Its electrically insulated construction allows first responders, utility workers, EV technicians, and maintenance personnel to handle high-voltage incidents safely, enabling first aid to be administered without direct contact with live circuits. Made from durable fiberglass, the hook features a 6-foot pole with a thinner, lighter hook end for ease of handling and precision during rescue operations. Weighing 5 pounds, the tool provides sufficient reach and portability for use in EV maintenance, utilities, manufacturing, power generation, and general electrical work in Canada. Its combination of length, insulation, and ergonomic design supports safe, controlled response in high-voltage situations.
THE KENT SAFETY RESCUE HOOK IS DESIGNED TO SAFELY SEPARATE VICTIMS FROM ELECTRICAL SOURCES WHILE PROTECTING THE RESCUER FROM ELECTRIC SHOCK.
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The EV3000 is a 30 kW DC fast charger built for commercial, fleet and service-bay use. Delivering up to four times the speed of a standard Level 2 unit, the charger can bring many EVs from 20 to 80 percent in about an hour — an ideal window for repair shops or dealerships looking to offer customers a meaningful top-up during service. The wall-mountable unit features a rugged, IP55-rated housing for indoor or outdoor installation, a seven-inch LCD display and a 13-foot charging cable. It operates on a 480volt, three-phase circuit at 40 amps and comes standard with a CCS (SAE J1772 combo) connector, ensuring compatibility across most EV models in North America. Backed by a three-year warranty, the EV3000 offers shops a compact and practical way to add charging capacity without the infrastructure demands of higher-output DC fast chargers.
The Fire Cloak™ EV Fire Blanket is designed to contain fires originating from electric vehicle batteries. EV battery fires are notoriously difficult to control due to thermal runaway, a chain reaction where a single cell failure can ignite adjacent cells, generating temperatures exceeding 1,000°C. Conventional firefighting methods are ineffective against these self-sustaining lithium battery fires, making containment critical. Constructed from a specially modified silica quartz fabric coated with a fire-resistant polymer, the Fire Cloak™ delivers extremely high-temperature resistance while helping prevent damage to surrounding vehicles and property. Deployment of the blanket cuts off the oxygen supply to the fire, reducing combustion potential and slowing its spread. Extensively tested in real-world EV fire demonstrations, the blanket has achieved CLASS 0 fire resistance under BS476 standards and meets additional ISO and ASTM benchmarks.
The Brady EV Charging Port Lockout (NACS) is a safety device designed to prevent unauthorized access to electric vehicle charging ports that adhere to the North American Charging Standard. Constructed from non-conductive, glass-filled nylon, it mitigates electrical hazards during maintenance or service activities. The lockout device easily snaps into place within the charging port and secures with a standard padlock (sold separately), ensuring compliance with lockout/tagout (LOTO) procedures. Its tamper-resistant features deter unauthorized removal, enhancing workplace safety. The compact design ensures it won’t interfere with surrounding equipment or parts, making it suitable for various industrial environments. Built to withstand harsh conditions, this lockout device is durable and reusable, supporting long-term safety protocols. It helps to prevent accidental energization and promotes a safer working environment.
The Mobile Fire Blanket Storage Box provides a secure and portable solution for storing EV fire blankets in workshop environments. Designed for mobility, the unit features durable rubber wheels—20 cm (8”) in diameter with 3.5 cm (1.4”) tread width—allowing technicians to move it easily across shop floors. The external dimensions measure 950 x 445 x 280 mm, with internal dimensions of 915 x 360 x 195 mm, providing ample space for fire blankets while keeping them protected from dust and damage. Weighing 10.9 kg, the storage box is robust yet manageable, ensuring fire blankets are always accessible during emergencies such as lithium battery thermal runaway events. Compatible with Fire Cloak™ EV blankets, it allows quick deployment to minimize the spread of high-temperature fires. This mobile unit supports workshop safety protocols by combining protection, portability, and rapid access.
The Salisbury EV124 1000V Electrical Insulated Vehicle Tool Kit is a comprehensive set tailored for professionals working on high-voltage electric vehicles. Manufactured by Salisbury, a Honeywell brand, this kit includes 57 insulated tools, each individually tested to 10,000 volts AC and rated for 1,000 volts AC. The tools feature ergonomic plastic handles in black and orange, enhancing visibility and reducing the risk of accidental contact with live components. The kit comprises open-end wrenches, torque wrenches, pliers, screwdrivers, sockets, and a 12-inch magnetic pickup tool, all organized in a durable carrying case for easy access and portability.
Collision shop owners, managers, and insurance companies are always looking for ways to work smarter and care for the environment. Nitroheat’s heated nitrogen technology is one solution that helps meet these goals.
Nitroheat heats pure nitrogen before it is used in the paint process. This heated nitrogen creates a dry, clean spray when painting cars. Without extra moisture or dirt, the paint goes on smoother and needs less work later.
• BETTER PAINT JOBS: The heated nitrogen helps break the paint into very small droplets. This makes the paint stick to the car better and look more even.
• LESS WASTE: More paint sticks to the car instead of being wasted as overspray. This can lower the amount of paint and chemicals used in each repair.
• FASTER DRYING: The heated spray helps the paint dry quicker. This means cars can be fixed and returned to their owners sooner.
For both collision shops and insurance companies, reducing waste is a big win. Nitroheat helps in these ways:
• LOWER CARBON FOOTPRINT: Using less paint and chemicals means fewer resources are used. This helps reduce the overall carbon footprint of the repair process.
• REDUCED REWORK: With a better finish on the first try, there is less need for extra work. Fewer repair cycles mean less energy is used and less waste is produced.
By using Nitroheat’s heated nitrogen, collision shops can improve the quality of their work while also helping the environment. For insurance companies that must meet green standards, supporting shops with these new tools is a step toward reducing harmful emissions. Both groups can benefit from saving money on materials and energy, while also showing a commitment to sustainability. Using Nitroheat is a practical way to boost quality and efficiency in car repairs. It is a tool that not only helps get the job done right but also protects our planet for the future.
For more information about featured products, contact daniel@nitroheat.com or visit www.collisionrepairmag.com/15735849.
BY GREG HORN
Repair costs for electric vehicles (EVs) in Canada remain significantly higher than those for internal combustion engine (ICE) vehicles. According to collision-estimating leader Mitchell International, average repairable battery-electric vehicle (BEV) claims in recent reports range from $6,923 to $7,241. The added cost is driven by complex high-voltage battery management, a heavier reliance on original-equipment manufacturer (OEM) parts, and the need for frequent ADAS sensor recalibrations.
But repair expense is only one piece of a much larger puzzle. Slowing EV sales, paused or eliminated tax incentives, accelerated depreciation and rising total-loss frequency are reshaping the Canadian EV market at a rapid pace.
Statistics Canada reported a 35 per cent year-over-year decline in EV sales for June 2025. Tesla, once the dominant player, has been hit even harder: sales are down 67 per cent in the first half of 2025 compared with last year, with just 9,000 units sold nationwide.
Two key drivers are behind the slump: the rollback of federal EV rebates and provincial programs in British Columbia and Quebec. Quebec’s temporary suspension of its zero-emission vehicle (ZEV) subsidy in the first quarter of 2025 led to a 65 per cent sales drop in the province. Once reinstated, sales began to recover, rising from 14.8 per cent of new vehicles in the first quarter to 16.4 per cent in April. The message is clear—EV sales remain highly price-sensitive.
In British Columbia, the CleanBC Go Electric personal-vehicle rebate program was paused in May 2025, with a program review expected this fall. In the meantime, expect discounted lease deals and manufacturer-backed rebates as automakers attempt to fill the gap.
Tesla has attempted to stem the decline by aggressively cutting prices, most notably trimming the Model Y by $20,000, and importing vehicles from Germany to sidestep U.S. tariffs. These moves have done little to boost sales but have severely affected existing owners, who face steep and unexpected depreciation. EVs already depreciate faster than ICE vehicles, but Tesla’s frequent price cuts have made its curve among the steepest in the industry. Compounding the problem, CEO Elon Musk’s controversial behaviour—which has drawn criticism in Canada— has further eroded consumer confidence and resale values north of the border.
What do these sales declines and price reductions mean for the repair industry? Quite a lot.
Tesla’s unique design, where the battery is a structural component, makes collision damage far more likely to result in a total loss. Add slow parts availability, extended repair cycle times and high rental costs, and insurers are often left with little choice but to write off damaged Teslas.
STATISTICS CANADA REPORTED A 35 PERCENT YEAR-OVER-YEAR DECLINE IN EV SALES FOR JUNE 2025. TESLA, ONCE THE DOMINANT PLAYER, HAS BEEN HIT EVEN HARDER: SALES ARE DOWN 67 PERCENT IN THE FIRST HALF OF 2025 COMPARED WITH LAST YEAR.
As Tesla’s dominance in the EV car parc (in-service fleet) declines, repairability should improve. Traditional automakers often design their battery systems to be less structurally vulnerable, meaning fewer total losses when collisions occur.
Mitchell data show Canada’s BEV total-loss frequency rising from 5.9 per cent in 2023 to 8.7 per cent in 2025, now on par with ICE and hybrid vehicles. Market conditions—removal of tax incentives, slowing sales and accelerating depreciation—are likely to push those numbers even higher.
Currently, new EVs in Canada lose an estimated 15 to 20 per cent of value in the first year and up to 50 to 60 per cent over five years, depending on the model and conditions.
Taken together—slower new-vehicle sales, higher repair costs, faster depreciation and rising total-loss frequency—the Canadian EV market faces a complex future. EVs are not going away, but for adoption to remain sustainable, manufacturers must take a more active role in improving the collision-repair experience. By focusing on parts availability, battery design and total-loss prevention, automakers can help insurers, repairers and consumers navigate this shifting landscape and ensure EV ownership remains viable for Canadian drivers. EV
Greg Horn is the chief industry relations officer at PartsTrader and writes collision industry articles and blogs, in addition to creating quarterly webinars for the industry. He is frequent keynote speaker at collision repair conferences across North America. Horn previously served as Mitchell International’s vice president of industry relations and data analytics, where he published the company’s Industry Trends Report. A true ‘car guy’—he has owned more than 62 cars—Horn began in the industry working in Volkswagen and Porsche parts departments in high school and college. He began his auto claims career at Safeco and went on to hold senior leadership positions at many large insurance companies. He has also served on the I-CAR Education Foundation; the General Motors Safety Council and GM Fixed Operations Advisory Council. Horn also recently served two years as trustee with the Collision Industry Foundation. He studied at the University of Heidelberg in Germany as well as California State University, Long Beach, and holds degrees in Business Administration and German.
For more columns by Greg Horn visit collisionrepairmag.com/15738703
BY RYAN MANDELL
The electric-vehicle landscape in Canada continues to evolve rapidly, presenting opportunities and challenges for the collision repair industry. A striking trend is the steady rise in the share of repairable vehicles identified as battery-electric vehicles (BEVs). In Q2 2025, repairable BEV claims reached 4.83 per cent, a 23 per cent year-over-year increase. That follows a Q1 frequency of 4.48 per cent, 31 per cent higher than in Q1 2024. The trajectory contrasts with the United States, where the BEV claims frequency fell to 2.92 per cent in Q2 2025—the first decline after many quarters of growth. The divergence suggests Canadian collision repairers will continue to face rising BEV repair demand while their American counterparts may see some relief.
According to Electric Mobility Canada’s most recent market-outlook report, BEV adoption is projected to accelerate further despite recent incentive fluctuations, with EV sales potentially reaching 20 to 25 per cent of new-vehicle sales by 2030, even with minimal government support. This continued growth trajectory means collision repairers must accelerate their preparation efforts.
British Columbia and Quebec remain Canada’s EV-adoption leaders, and that is reflected in their collision statistics. British Columbia recorded the highest repairable-claims frequency at 8.51 per cent in Q2 2025 (up from 8.01 per cent in Q1), while Quebec followed closely at 8.13 per cent (up from 7.88 per cent). These provincial frequencies are notably higher than California’s 6.25 per cent, which leads the U.S. market, highlighting Canada’s accelerated EV adoption in certain regions.
Infrastructure expansion has also shaped EV-adoption patterns that influence collision volumes. Natural Resources Canada (NRCan) data indicate a 24 per cent year-over-year increase in public charging infrastructure, with British Columbia and Quebec maintaining their leadership in charger density. This expanded infrastructure encourages higher EV use, potentially contributing to the higher claims frequencies observed in these provinces.
While repair costs for BEVs have shown modest improvement, they remain substantially higher than for conventional vehicles. In Q2 2025, the average severity for repairable BEVs in Canada was C$6,633, compared with C$5,156 for internal combustion engine (ICE) vehicles—a 29 per cent gap. This continues to challenge insurers setting appropriate premiums and collision centres managing repair economics.
Tesla vehicles still represent the majority of BEV collision repairs in Canada, though market dynamics are shifting. In Q2 2025, the Tesla Model 3 accounted for 27.41 per cent of all BEV repair claims (up from 26.16 per cent in Q1), while the Model Y represented 25.99 per cent (up from 24.09 per cent). Combined, these two models made up more than 53 per cent of all BEV collision repairs in Canada during Q2. However, Tesla’s dominance may be waning: the company has reportedly fallen to eighth place among likely shoppers, down 16 per cent according to recent consumer data.
BEV repairs exhibit distinct characteristics compared with ICE vehicles on several key metrics:
• OEM-parts utilization is significantly higher (87.88 per cent vs. 63.65 per cent for ICE vehicles).
• A slightly lower share of parts are repaired rather than replaced (12.43 per cent vs. 13.89 per cent).
• Total-loss frequency is much lower (10.70 per cent vs. 22.90 per cent).
WHILE REPAIR COSTS FOR BEVS HAVE SHOWN MODEST IMPROVEMENT, THEY REMAIN SUBSTANTIALLY HIGHER THAN FOR CONVENTIONAL VEHICLES.
These statistics reflect the specialized nature of BEV repairs and the higher value of electric vehicles, which often makes repair economically viable even where conventional vehicles might be written off. Additionally, BEVs take longer to repair due to the added complexities of electrified propulsion systems. Over the past three years, Mitchell’s keys-to-keys cycle-time data show BEVs take, on average, a full day longer to repair than ICE vehicles during the same period.
While much attention focuses on fully electric vehicles, mild hybrids represent a significant—and growing—segment for collision repairers. The share of repairable vehicles classified as mild hybrids reached 4.33 per cent in Q2 2025, up 24 per cent year over year. With average repair costs of C$5,742—well below BEVs—mild hybrids offer a middle ground that blends more familiar repair processes with steadier market growth, potentially providing a more predictable business segment for collision centres.
As we move through the second half of 2025, collision repairers in Canada must keep adapting to the growing proportion of electric vehicles in their repair mix. Investments in training, equipment and facility modifications remain essential, particularly in British Columbia and Quebec. The Automotive Industries Association of Canada noted in 2022 that only about five to 10 per cent of collision repair facilities were equipped to handle BEV repairs.
The rising volume of repairable vehicles with electrified powertrains indicates that even if new-BEV sales face headwinds from changing incentives, the existing fleet will continue to generate substantial repair volume. Shops that have prepared for this shift will be well positioned to capture this growing segment of the collision repair market, even as the economics and technical requirements of these repairs continue to evolve. EV
Ryan Mandell is vice-president, strategy and market intelligence, at Mitchell International Inc. For more information visit www.mitchell.com
BY DOUG KIRK
Within the global collision repair market, much of the attention regarding EV repairs has centred on one critical issue: the safety of technicians during repair and refinishing
This column focuses primarily on the refinish process, exploring key concerns and offering preliminary answers to questions that remain unclear.
Since their mainstream emergence, electric vehicles (EVs) have become a focal point in global discourse, commanding significant media coverage, regulatory interest, and public debate. Their promise to reshape the transportation landscape is both disruptive and deeply complex. This attention is driven by a combination of technological promise, environmental urgency, and unresolved user challenges.
In the main, these so-called column inches have concentrated on mainstream issues such as:
• ENVIRONMENTAL ISSUES
EVs are at the heart of global strategies to reduce greenhouse gas emissions and combat climate change concerns.
INFRASTRUCTURAL LIMITATIONS
One of the most significant barriers in the eyes of the consumer is charging speed and availability.
• RANGE ANXIETY
Despite continuous improvements in battery capacity, range anxiety remains a psychological barrier.
• CULTURAL AND ECONOMIC DISRUPTION
EVs challenge entrenched norms and industries.
DOUG KIRK
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
The extensive media coverage of EVs reflects a perfect storm of transformation: environmental urgency, consumer adaptation, technological risk, and market evolution. As governments push toward net-zero targets, EVs will continue to dominate both headlines and boardroom strategies, making them one of the most watched industries of the 21st century.
KEY REFINISHING ISSUE: HEAT EXPOSURE
Many industry communications highlight baking temperatures during refinishing as a major concern. American Honda issued the following guidance on LinkedIn:
“American Honda would like this message to act as a reminder regarding Paint Booth considerations when repairing Honda and Acura EV products, as reflected in our Service Information Site (SIS):
• Do not use the paint booth heating system for curing applied structural adhesives— use only infrared heaters.
• Maximum paint booth baking temperatures must not exceed 140°F (60°C) and 30 minutes of bake time.
• The high-voltage battery temperature must not exceed 105°F (40.5°C).
Failure to follow these specifications could result in damage to the HV battery or cause a thermal runaway event.”
This issue—temperature limitations—is the most frequently cited concern. Yet, deeper issues remain insufficiently addressed, particularly regarding flammable vapour risks during the application process.
There are three main steps:
1. Preparation of the surface to accept paint or coatings.
2. Application of coatings within a spray booth.
3. Drying or curing of coatings.
The spray booth environment is classified (e.g., Class 1, Division 1 per NFPA 70 / NEC) due to the presence of flammable vapours.
Within such an environment:
• All equipment must meet ATEX / IECEx / UL hazardous location certification.
• Common devices like cell phones are not compliant and should not be present.
• EV components, including batteries, are not rated for explosive environments unless they are within certified enclosures.
MANY INDUSTRY COMMUNICATIONS HIGHLIGHT BAKING TEMPERATURES DURING
SAFETY REQUIREMENTS FOR EVS IN SPRAY BOOTHS
If placing an EV in a Class 1, Division 1 booth is unavoidable, consider:
• BATTERY SYSTEM ISOLATION
Full electrical disconnection of the high-voltage (HV) system.
• HAZARDOUS LOCATION CERTIFICATION
EV components exposed in the booth would need full certification—expensive and often impractical.
GROUNDING PROTOCOLS
To prevent static buildup and discharge.
• PURGE & PRESSURIZATION SYSTEMS
For controlling internal booth atmosphere.
• CONTINUOUS GAS DETECTION
To ensure flammable vapour levels remain below the lower explosion limit (LEL).
Conclusion: Standard EVs are not suitable for spray environments with flammable vapours without major modifications. The risk of ignition from HV systems or undetected faults is too high without full certification and isolation.
Let’s get one thing straight—EVs are not new. The first electric vehicle was developed in the early 19th century. Here is an overview of the timeline of their very early development:
• 1828–1835
Pioneers in the Netherlands, the United States and even Hungary were creating small-scale electric motors and early electric car prototypes.
• 1870–1880
Increasingly more practical electric cars were being developed, including by British inventor Thomas Parker, who built an electric vehicle in 1884 using non-rechargeable batteries.
1890–1891
In Des Moines, Iowa, William Morrison, a local chemist, built the first successful American electric vehicle, which could carry six passengers for up to 14 miles.
• 1900 Electric vehicles accounted for around one-third of all the vehicles on American roads.
BATTERY SYSTEM ISOLATION WITHOUT REMOVAL
Isolating an EV battery system without removal is vital for safety in collision repair environments, especially during paint application.
Methods include:
• SERVICE DISCONNECT (MSD): Breaks the HV circuit—standard in many EVs.
• DISCONNECTING THE 12V
AUXILIARY BATTERY: Deactivates control electronics that could re-enable HV systems.
• ACTIVATING OEM SAFE MODES: Software modes like “service” or “tow” mode electronically isolate the system.
• LOCK-OUT/TAG-OUT (LOTO): Physically prevents reactivation during work.
• INSULATING HV COMPONENTS: Use covers or blankets to prevent accidental contact.
Always:
• Use Class 0 PPE rated to 1000V.
• Follow manufacturer repair manuals.
• Verify voltage is zero using a multimeter.
THE REPAIR AND REFINISHING OF EVS DEMANDS A COMPLETE RETHINKING OF TRADITIONAL METHODS.
IT’S NOT JUST ABOUT CONTROLLING BAKE TEMPERATURES— IT’S ABOUT UNDERSTANDING.
LIMITATIONS OF ISOLATION TECHNIQUES
Even after isolation:
• They DO NOT stop internal chemical reactions or prevent thermal runaway.
• Service disconnects and 12V disconnections only stop power flow—not internal battery faults.
• Software isolation cannot prevent overheating or venting from compromised cells.
• LOTO & insulation reduce shock risk but do not eliminate fire hazards.
The repair and refinishing of EVs demands a complete rethinking of traditional methods. It’s not just about controlling bake temperatures—it’s about understanding:
• The thermal limits of EV batteries.
• The explosion risks in spray environments.
• The limitations of current safety practices.
As EV adoption grows, the collision repair industry must evolve standards, training, and protocols to meet the unique and potentially hazardous realities of electric vehicles. EV
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