Students want to learn auto repair but instructors are hard to find
ONTARIO’S DRIVEON HEADACHES OPPORTUNITIES IN THIS ECONOMY PREPARATIONS FOR BUSY SEASON
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A crunch in the classrooms | 16
High school students are signing up for shop classes. But schools can’t find instructors to meet the demand. Inside the challenges schools are facing and why going from tech to teacher isn’t an easy transition.
ANALYSIS The DriveOn dilemma | 22
Ontario’s DriveOn program was initially seen as a good thing for vehicle safety. It would weed out the bad apples. But administrative and application headaches are pushing shop owners to wonder if it’s worth the hassle.
Notes | 5 We got their attention. Now who’s going to teach them?
Coach | 24 A critical time of year Industry Expertise | 14 Uncertainty is the new normal
Overview | 26 Keeping a tight supplier circle
Automotive Group Director | Nickisha Rashid (647) 355-7416
nickisha@turnkey.media
Publisher | Peter Bulmer (585) 653-6768 peter@turnkey.media
Managing Editor | Adam Malik (647) 988-3800 adam@turnkey.media
Associate Editor | Derek Clouthier
Contributing Writers | Greg Aguilera, Zakari Krieger, Erin Vaughan
Creative Director | Samantha Jackson
Video / Audio Engineer | Ashley Mikalauskas, Nicholas Paddison
Sales | Peter Bulmer, (585) 653-6768 peterb@turnkey.media
Delon Rashid, (416) 459-0063 delon@turnkey.media
Nickisha Rashid, (647) 355-7416 nickisha@turnkey.media
Circulation | Delon Rashid, (416) 459-0063 delon@turnkey.media
Production | Tracy Stone tracy@turnkey.media
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FWE GOT THEIR
NOW WHO’S GOING TO TEACH THEM?
or years, the automotive aftermarket has worked hard to get young people interested in the automotive trades. The industry has gone into high schools, hosted career days, supported shop programs and told a new generation that working in this industry isn’t just about grease and grime — it’s about diagnostics, electronics, problem-solving and innovation.
And it seems to have worked. Students are interested. They’re signing up for auto shop classes in high school. Classes are full.
But after all of this work, a new problem has hit: There’s no one to teach them.
As explored in this month’s cover feature, Canadian high schools are facing a critical shortage of qualified auto shop instructors. Programs are being cut or scaled back — not because students aren’t interested, but because schools can’t find certified teachers to run them. The pipeline the aftermarket spent years building is clogged at the next step.
This is more than a talent issue. It’s a warning sign for the future of our industry.
Much has been talked about around the technician shortage and the need to attract new talent. But what happens when that talent is ready to learn and there’s no one there to guide them? What happens when a student’s first exposure to the trade is not just a cancelled class, but an entire program tossed out the window?
Becoming a teacher is part of the challenge being faced. As the feature outlines, asking a mid-career technician to go back to school for years — unpaid — only to take a potential pay cut and face a steep learning curve in classroom management, curriculum planning and student assessment, is a tough sell.
And yet, that’s exactly what is needed: Experienced, passionate tradespeople who can pass on their knowledge to the next generation. People who understand the work, the tools, the mindset — and who can translate that into meaningful education.
There’s no easy fix here. But if the automotive aftermarket as an industry is serious about solving the technician shortage, it needs to be just as serious about solving the instructor shortage. That means working with school boards, ministries of education and training institutions to create more accessible pathways into teaching. It means supporting apprenticeship-style models, part-time teaching roles, and co-teaching opportunities that let technicians ease into education without walking away from their careers.
It also means recognizing that teaching is a skill in itself — one that requires training, mentorship and support. A tech or retired shop owner can’t just be thrown into a classroom and we hope for the best. But systems can be built that help them succeed.
President & Managing Partner | Delon Rashid Head of Sales & Managing Partner | Peter Bulmer
Corporate Office
48 Lumsden Crescent, Whitby, ON, L1R 1G5
The industry has done the ground work of getting students interested. Now it’s time to take the next step. Because if that doesn’t happen, the aftermarket risks losing an entire generation of potential technicians — not because they weren’t interested, but because there wasn’t anyone to show them the way.
Adam Malik Managing Editor, CARS
We want to hear from you about anything you read in CARS magazine. Send your email to adam@turnkey.media
EV WORLD, SPRING 2025
Well-read article. Nice reading truthful informative information. EVs are a political-economical push, not an environmental cure. Thirty years ago, CEO concerns for the next quarter’s earnings are why North America is in the predicament it is in today. What will happen 30 years from now, from forcing a commodity onto the average consumer that they can not afford? The company that builds an affordable, longer-lasting, serviceable vehicle will be the company still standing in 30 years. Governments and manufacturing need to think ahead, learn from the past and smarten up.
Rob Nurse, Bob Nurse Motors
AUTO SERVICE WORLD, JANUARY 21, 2025
When you make the conversation about money before the vehicle is even in your shop, that is the only conversation you will ever have. Been at this for 40-plus years. You get no respect from your clientele or staff when you make things cheap.
Frank Meiboom, M&R Auto Repair
Great way to meet new clients. It’s like speed dating as you get a feel for what the client wants from his service provider. You pick your clients just like you’d find something you like on a speed date. Sometimes you are incompatible. Sometimes you develop great friendships. I did $10 ones and free ones for years when building clientele. You can turn the special on and off and use it when you like.
Rick McMullin, Ricky Ratchets
For years, we have emphasized through articles from industry coaches and trainers that our sector should avoid commoditizing services and engaging in a race to the bottom. Professional automotive repair businesses should focus on providing valuedriven, service-based models. That said, marketing strategies like these undeniably drive traffic and increase car counts. The challenge lies in the fact that few shop owners have the processes or profit margins necessary to absorb the costs associated with low-price oil change programs. This approach can be a slippery slope, potentially leading shops back to price-driven competition on oil services, which undermines profitability and the value of professional service.
Carlo Sabucco, Sil’s Auto Care Centre
Congratulations on winning the race to the bottom. I’m truly happy there are shops like this one out there, to take all of the worst customers that I don’t want coming in my door. This business practice depends on upselling to make your money. I believe my customers and myself are much better off paying the proper price
up front, and only being upsold as needed – and again properly charged. It took a very long time to accumulate and educate a good customer base that understands and appreciates this, but i believe it is the right way to do it.
Geoff Walton, Grant Street Garage
AUTO SERVICE WORLD, JANUARY 30, 2025
Proper vehicle service cannot be performed at off site locations. The technician will not have access to critical components needing inspection. Weather plays a very important role in outside vehicle service. This will be a difficult service to attract technicians. Another important question is inventory. Service vehicles are not able to store a lot of inventory. Too many variable to consider. In my opinion auto service will be very difficult to perform in consumers laneways. Not something I would even consider.
Bob Ward, The Auto Guys
I totally agree with Bob Ward. I have told my customers in the past that if I wanted to work outside, why would I build this nice new building? When I worked at a dealership I was asked to work on an ORV off-site because I had the license to do so. I refused by saying the only mobility my toolbox has is from one service facility to another. If they want me to work off-site, then I will stay off-site.
Barry Makins, Makins Automotive
AUTO SERVICE WORLD, FEBRUARY 7, 2025
It’s our job to assist our customers in making educated decisions in these matters. We need to be reminding them that inexpensive tires, in addition to being less effective and safe, wear much quicker and will actually be more expensive in the longer term, while reducing safety. It is important to ask the client their long-term plans for the car. If they’re watching pennies, chances are they want their existing car to last as long as possible – which means extending maintenance intervals and substituting cheaper products is counterproductive. In my experience, assuming that their vehicle is in somewhat decent condition, explaining that proper maintenance and repair is cheaper than vehicle replacement has been successful. This is also where it becomes very beneficial to have built a good and well-educated client base, with a certain amount of trust involved. “The cheapest car to own is the one you already have” is a great line that sums it up pretty accurately.
Geoff Walton, Grant Street Garage
THE CANADIAN AUTOMOTIVE repair and maintenance sector led the industry in employment growth, posting a 1.7 per cent increase in the first quarter of 2025 compared to the same time last year, according to DesRosiers Automotive Consultants.
This continues its trend of consistent growth, DesRosiers noted. New vehicle dealers also saw a 1.4 per cent rise in jobs, buoyed by strong Q1 sales.
Employment at automotive parts and accessories stores dipped by 0.6 per cent, reflecting a modest pullback in retail staffing, according to DesRosiers.
Employment in Canada’s automotive sector edged down 0.2 per cent overall. The real test for the industry may come in the second quarter, DesRosiers observed, as the effects of the ongoing U.S.-Canada trade tensions begin to take hold. April and May brought troubling signs for the broader economy, it observed, with national unemployment hitting 7 per cent and manufacturing job losses mounting.
“The automotive sector will likely see more job losses in the Q2 data,” said Andrew King, Managing Partner at DesRosiers. “Without a resolution to the trade war soon, at least some of the ground won back post-pandemic will once again be yielded.”
THE CANADIAN AUTOMOTIVE AFTERMARKET turned out bigger and better than ever for Shad’s R&R, with the most golfers, the most money raised and a milestone passed.
One of the premier charity golf events in the industry, 300 aftermarket pros to hit the links at Woodington Lake Golf Club in Tottenham, Ontario, on June 12. It was the 50th edition of Shad’s, which saw its first ever sell out, and drew in suppliers, jobbers and shop reps from across the country, plus the U.S.
The day raised $270,000 for Muscular Dystrophy Canada. That brought the all-time total raised to more than $6 million. The funds were raised by the hundreds of golfers who paid to take part, plus through raffle prizes donated by industry companies. The day included 18 holes of golf, a dinner event with the raffle and a 50/50 draw.
AFTER FOUR DAYS OF COMPETITION in Detroit, Alberta’s Mitch Rauhala has earned the title of 2025 Canadian Technician of the Year by Auto Value.
Rauhala, of RNG Auto Care & Repair in Olds, Alta., between Red Deer and Calgary, was crowned champion at Auto Value’s annual Technician of the Year (TOTY) event, held July 7–10. He is a customer of Central Auto Parts Distributors and part of the Auto Value Certified Service Centre network.
“This is such an incredible honour,” Rauhala said. “To be recognized among so many talented professionals from across the country is truly humbling. I’m grateful to my distributor, my team,
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and Auto Value for making this opportunity possible.”
The competition brought together top technicians from across North America, each representing a high-performing Auto Value Certified Service Centre. Finalists were tested through a customized ASE exam and a series of timed, hands-on challenges led by professional trainers from Garage Gurus. Combined scores determined the overall winners.
“His outstanding performance is a reflection of his skill and dedication,” said Central Auto Parts Distributors of Rauhala in the announcement. “Mitch is a true professional and an excellent ambassador for our industry. This recognition is truly well deserved.”
Two other Canadians were part of the competition: Jared Boxshall of Lube King Service Centre in Winnipeg (via Piston Ring Service Supply) and Matthew Reitmeier from Travel Care Regina in Regina (via Auto Electric Service).
GENUINE PARTS COMPANY announced major changes to the leadership structure of its North American operations.
Group president Randy Breaux will retire at the end of the year, and UAP president Alain Masse will take over the newly created role of president for North America Automotive in August.
The announcement noted that Breaux will serve in an advisory role until his retirement to assist in an orderly and seamless transition. Masse, who has been with the company since 2011, he came on board as executive vice president of heavy vehicle parts division at UAP. He was promoted two years later to executive vice president of NAPA. In 2015, he was named president of UAP.
The announcement noted he “is a highly motivated leader with a deep understanding of the automotive aftermarket industry and NAPA business model.”
In his new role, Masse will oversee the automotive businesses across North America,
reporting to Will Stengel, president and CEO of GPC..
GPC recently celebrated 100 years of NAPA at an event in Las Vegas.
JOHN JONES, CEO of Canusa Automotive and Auto Parts Centres (APC), has been awarded the prestigious Art Fisher Memorial Award — Federated Auto Parts’ top recognition for leadership and service.
The honour from Federated recognizes Jones’ long-standing dedication to the organization and the broader automotive aftermarket industry.
Jones leads Canusa Automotive and APC, a Canadian warehouse distributor with more than 65 locations across Ontario. The company specializes in aftermarket parts for light-duty, medium-duty, and performance vehicles.
“The Art Fisher Memorial Award represents the highest honour we can bestow upon a member of our organization,” said Bo Fisher, chairman of Federated Auto Parts. “We are very pleased to recognize John Jones for his exceptional commitment to the mission and values of Federated.”
THE 2025 NEW VEHICLE SALES year was supposed to be the first “normal” year since 2019. But the new global trade environment has changed that outlook.
According to TD Economics’ North American Auto Outlook 2025, the U.S. administration’s sweeping 25 per cent tariffs on imported vehicles and parts are already reshaping the automotive landscape. While partial exemptions have been granted to Canada, Mexico, and the U.K., the broader impact is expected to be significant — especially if the tariffs remain in place through the end of the year.
TD forecasts a 4.0 per cent decline in U.S. vehicle sales and a sharper 7.5 per cent drop in Canada on a fourth-quarter-over-fourthquarter basis. The report warns that rising vehicle prices, slower economic growth, and reduced affordability will weigh heavily on consumer demand.
In the U.S., vehicle prices are expected to rise by thousands of dollars due to tariffs, while broader economic impacts from trade policy could slow GDP growth to 1.5 per cent — half the pace of 2024. In Canada, where the economy is more reliant on U.S. trade, growth is expected to fall below 1 per cent.
TD also observed that early-year sales were likely frontloaded as consumers rushed to buy before tariffs took full effect. A slowdown is expected in the second half of the year as higher prices filter through the market.
The report noted that economic uncertainty has returned to levels not seen since the pandemic, driven by volatile U.S. trade policy.
MAVIS TIRE EXPRESS SERVICES
CORP. has added a major name to its growing portfolio, acquiring Midas from TBC Corporation, boosting its presence across North America.
Mavis, an independent tire and automotive service provider based in White Plains, N.Y., announced it completed the acquisition of Midas, a well-known automotive service brand with a large footprint across the U.S. and Canada.
With the addition of Midas, Mavis now operates more than 3,500 service centres across the continent, including nearly 1,300 franchised locations. Midas will continue to operate as a standalone brand under the Mavis umbrella and will retain its headquarters in Palm Beach Gardens, Fla.
THE ANNUAL FACTBOOK from the Auto Care Association reported that the Canadian market in 2024 sat at CAD$24.4 billion, up 3 per cent from the year before.
The number of locations of parts and accessories wholesalers increased by almost half a per cent, while the number of retailers increased by 1.2 per cent. The number of repair shops grew by about 40 new establishments, up 0.2 per cent year-over-year.
The most DIY’d task in Canada were oil top-offs at 40.1 per cent while oil changes were DIFM’d the most at 86.7 per cent.
Sales at recreational and used motor vehicle parts and dealers saw a small 0.1 per cent decrease to sit at $45.3 billion.
It further reported through the 2025 Joint Channel Market Size and Forecast that the U.S. automotive aftermarket is on track for another
strong year, with new projections showing the industry will reach US$435 billion in 2025 — and continue growing well beyond that.
CANADIANS' VIEWS ON car ownership are shifting from a symbol of freedom to a significant financial burden, according to Turo's fourth annual Car Ownership Index
Despite 70 per cent of Canadians feeling their monthly car costs are too high, 78 per cent believe it's impossible to live without a car.
Car ownership costs jumped 9 per cent in the last year, rising from $5,025 to $5,497 annually. This increase has led 55 per cent of Canadians to adjust their spending to reduce carrelated expenses, and 42 per cent are sacrificing other areas of their lives. The financial strain is particularly acute for younger Canadians (25-44), who report average annual costs of $7,029, significantly higher than the $3,728 for those 65 and older. Families also bear a heavier burden, averaging $7,252 annually compared to $4,793 for households without children.
"With life getting so much more expensive, Canadians are looking for more ways to save on car expenses and supplement the cost of ownership,” said Bassem El-Rahimy, Turo's vice president.
The financial pressure is expected to intensify with proposed tariffs potentially raising costs by an additional 25 per cent.
Despite the rising costs, Canadians remain heavily reliant on their vehicles. This has spurred a growing interest in solutions like car sharing or leasing. Among those who have tried car sharing, 87 per cent would use it again, a rise of 8 per cent in 18 months, primarily due to its affordability and convenience for activities like domestic travel, errands and business trips.
Stats that put the North American automotive aftermarket into perspective
$270,000
The most money ever raised in one year by the Shad’s R&R industry golf tournament in support of Muscular Dystrophy Canada.
Shad’s R&R
$1,370
The average monthly cost of total vehicle ownership — including gas, insurance and maintenance — went up again last year. Including depreciation, that number is $1,850 per month.
RateHub.ca
$54,950
Average transaction price for a light truck in Canada slowed in 2024 but still hit a new high. For passenger cars, average transaction price came in at $45,813.
DesRosiers Automotive Consultants
88.1%
The light truck market is dominating light vehicle sales with sales rising 4.7% in the first quarter. Intermediate luxury SUV sales were up 18.9%
DesRosiers Automotive Consultants
12.8 years
Average vehicle age in the United States grew by two months to a new high in 2024, matching growth from the year before.
S&P Global Mobility
45%
Many supply chain leaders plan to pass tariff-related costs directly to their customers, while 43 per cent are prioritizing internal supply chain initiatives to manage the impact.
Gartner Inc.
30%
Few Canadians think they own the data their vehicle produces, but 74% believe it should be the vehicle owner.
AIA Canada
9.7%
Zero-emission vehicle numbers dropped from 18.9% from Q4 2024 to Q1 2025. It’s also a drop from Q1 2024, which saw ZEVs make up 12.5% of new vehicle registrations.
S&P Global Mobility
A special section dedicated to showcasing automotive trade schools
CARS will regularly feature automotive schools across Canada. In this issue, we learn more about Automotive Business School of Canada (ABSC) If you’d like your school featured, reach out to adam@turnkey.media.
Name of school:
City:
Head of program:
Tell us about your school. What do you offer? How many students do you have?
The Automotive Business School of Canada is located at Georgian College in Barrie, Ontario, and we’re proud to be the only school in Canada focused entirely on the business side of the automotive industry. We offer two programs: a two-year diploma and a four-year honours degree, both designed to prepare students for successful careers in the automotive world. What sets us apart is how we blend core business education with automotive-specific content, creating well-rounded graduates who understand both the big picture and the day-to-day realities of the industry.
We currently have over 275 full-time students, many of whom come from across Canada and even internationally to be part of this unique experience.
Students at ABSC get more than just classroom learning. One of the highlights of our school year is the Georgian College Auto Show, which is entirely student-run. It is the largest outdoor auto show of its kind in North America and gives students incredible hands-on experience working
Automotive Business School of Canada (ABSC)
Barrie, Ontario
Jason Dale, Executive Director
directly with manufacturers and industry professionals.
Our programs also include paid co-op work terms, giving students real-world experience before they even graduate. Whether they are working at dealerships, manufacturers, finance companies or in the aftermarket, students build their resumes and grow their professional networks while they are still in school. We also host regular guest speakers, networking events, and facility tours that help students stay connected to what is happening in the industry.
are you preparing
We place a big focus on service and fixed operations because we know how important those areas are to the success of any automotive business. Our courses in Parts and Accessories Management and Service Management give students a deep understanding of how service departments operate, from managing inventory to delivering great customer experiences. We also introduce them to the dealership management systems and software they will use on the job.
While we’re not a trade school, the Automotive Business School of Canada plays a vital role in shaping the future of the industry by preparing students for leadership, management and business roles in all areas of automotive. What makes this an exciting time to be studying automotive business is how fast the industry is evolving. From the rapid shift toward electric vehicles to new retail models, connected technology, and sustainability efforts, there is no shortage of change and with that comes opportunity. Our students are stepping into the industry during a time of transformation, and they are being equipped to help lead it.
Whether they are focused on dealership operations, fixed ops, marketing, finance, or mobility innovation, our graduates are ready to make an impact from day one. It is an exciting time to be part of the automotive world, and we are proud to be developing the business minds that will help drive it forward.
NAPA Now
May 15-17, 2025
Las Vegas, Nevada
Celebrating a major milestone while keeping an eye on providing new tools and technology were the focus of the NAPA Now event in Las Vegas. With 3,500 NAPA Auto Care and store owners in attendance, plus executives from the U.S., Canada and Australia, the show floor provided training opportunities, vendor showcases and the latest in advanced training technologies, all while marking 100 years since the launch of the NAPA brand. The show also announced the launch of the NAPA Autotech XcceleratoR program, an AI-driven XR (extended reality) workforce development platform and included a concert performance by Lady A.
Finding opportunity as economic struggles show no signs of slowing down // By
Zakari Krieger
This has been a year of shifting narratives. From geopolitical distractions to renewed trade war rhetoric and a teetering global economy, themes have ebbed and flowed.
But one constant has been the growing caution among Canadian households.
Mortgage renewals at higher interest rates, cost-of-living pressures and now the looming threat of increased tariffs on non-USMCA imports (possibly reaching as high as 35 per cent) have created an atmosphere of restraint for consumers and businesses alike.
Steel and aluminum tariffs, in particular, threaten to once again drive up the cost of new vehicles — compounding already inflated prices and delaying fleet renewals. For shops and aftermarket distributors, this likely means continued strength in vehicle retention trends and a steady cadence of maintenance, repair and vehicle upkeep services being prioritized over vehicle replacement.
This trend, while not new, is deepening. Consumers are adapting by driving older vehicles longer, keeping maintenance top of mind. For repair shops and mechanical service providers, this translates to stable, if not increased, demand — especially for those positioned to service vehicles out of warranty or past their prime.
The Canadian aftermarket has faced a volatile, but resilient, 2025. Various regional factors, a shifting political agenda and global disruptions have made it a challenging year to forecast.
The early part of the year was marked by optimism around rate cuts, followed by disappointment as inflation remained stubbornly above central bank targets. Meanwhile, the geopolitical shift back to trade protectionism
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has brought supply chain risks back into focus for distributors and buying groups.
Despite this, many shop owners and service providers have navigated these changes with agility. Larger networks have turned their attention inward, doubling down on operational efficiency, technician retention and client experience to buffer against rising costs and slower traffic in some segments. Meanwhile, distributors have increasingly focused on diversifying supply chains and leaning on domestic or USMCA-compliant sources to avoid getting caught in the crosshairs of looming tariffs.
Still, the sentiment on the ground is one of cautious neutrality. Executives across the aftermarket are acknowledging that, while 2025 hasn't been without opportunity, it hasn't been the growth year many had hoped for either. The shift in consumer behaviour — from aggressive DIY and performance modifications in 2020–2022 to more necessity-driven maintenance work in recent years — has left shops recalibrating their approach.
Beneath the day-to-day dynamics, a longer-term trend continues to shape the aftermarket — one centred around consolidation, capital investment, and emerging technology.
While overall M&A activity in 2025 has remained neutral, there is still strategic movement in the market. Private equity firms and multi-store operators across the collision, glass, mechanical and distribution spaces are actively scanning the landscape for opportunities. With an aging demographic of business owners and a fragmented competitive environment, value creation remains
possible — especially when combined with modern operational playbooks, digital infrastructure, and scale advantages.
We are also seeing a surge in shop-level investments in emerging revenue streams, such as ADAS calibration, advanced diagnostics, and glass services — areas of the aftermarket that are growing due to the increasing complexity of the modern vehicle. These are not just defensive moves; they’re calculated plays to grow market share in areas aligned with long-term trends.
And as AI and shop management technology continue to improve — from customer quoting to predictive maintenance recommendations — those willing to modernize and evolve stand to benefit from greater margins, better customer experiences, and improved operational insight.
In a world where volatility is the norm, the automotive aftermarket remains anchored by long-term structural trends. Vehicles will continue to age. Consumers will continue to prioritize essential maintenance. And shop owners who focus on trust, transparency, and efficiency will continue to grow — even if cautiously.
While we may not be in boom times, the conditions are in place for sustainable success — if the aftermarket leans in, rather than waits it out.
Canada’s high school auto shops face an instructor shortage crisis as demand for programs increases.
// By Derek Clouthier
In high schools across Canada, the shortage of auto shop teachers is having a ripple effect throughout the industry.
Auto shop programs, once vibrant, hands-on options for students seeking careers in the trades, are being cut or sidelined — not for lack of interest, but for lack of teachers. Despite strong student demand and growing investment in skilled trades education, schools can’t find enough qualified instructors to keep their garages running.
Mark Koczij, principal of Western Technical-Commercial School (WTCS) in Toronto, said that in the past school year, he managed to hold on to nine sections of auto courses for Grades 10 through 12, but had to hire an “experienced, but not certified” instructor to cover three of the nine offerings.
“He’s an excellent auto teacher, especially at the junior level (Grade 10), but his specialty is welding and machining,” Koczij said. “I was able to find a young machine shop teacher to cover three of our sections in our manufacturing program in order to free up the auto teacher.”
Educators and industry voices have been sounding the alarm, warning that if the province and school boards don’t address the instructor pipeline soon, a generation of potential technicians could be left behind — and the auto industry’s labour shortage will only get worse.
“The barriers to becoming a teacher are without a doubt at the core of the problem,” Koczij said. “For tech educators, the model for bringing them in is all wrong, in my opinion. It’s still based too much on the model used for ‘academic’ educators like math or history teachers.”
Instead, the principal advocated for a model drawn from the trades themselves: Apprenticeship.
“Have a tradesperson work as an apprentice in a classroom with a master teacher for a year. Sure, they could take a few courses along the way, but they’re earning money right away,” he said. “Then they work a year under supervision in their own classroom. I believe you would find many more mid-career tradespeople and technicians comfortable with taking a short-term pay cut with the knowledge that they have a clear path to a long, well-paying career with a great pension.”
WTCS is a dedicated, technology-focused school within the Toronto District School Board, where Koczij is doing everything he can to preserve his automotive program.
“We have strong demand for these programs, and I’ve seen the demand at the two previous schools I served,” Koczij said. “And in all three schools, there was more demand than ability to supply. In every case, it came down to qualified teachers.”
The Toronto school is not alone when it comes to growing demand for auto shop classes and a lack of certified teachers. Across Ontario and beyond, schools are reducing or eliminating auto shop offerings — not because students aren’t interested, but because no one is available to teach.
When auto classes are cut, students are redirected to other electives, such as arts, physical education or construction — whether or not those align with their interests or potential career paths.
As vehicles grow increasingly sophisticated, so must the operations in your collision shop. Today’s cars rely heavily on Advanced Driver Assistance Systems (ADAS)—from collision alerts to automatic braking— technologies that not only keep drivers safe but also make calibrations an essential part of every repair.
For mechanical shop owners, the question is no longer if, but how you’ll offer ADAS calibration services. Recent industry data shows that by 2030, nearly every vehicle on Canadian roads will be equipped with some form of ADAS technology. This trend is not fleeting —it represents a fundamental shift that every forward-thinking shop must embrace to remain competitive and responsible.
Outsourcing or neglecting the ADAS calibration process exposes your business to significant liabilities and lost revenue opportunities. “Many shop owners don’t realize that even a minor miscalibration—a millimetre off—can make the difference between a safe drive and a catastrophic failure,” says Christian Gaudet, National NOVUS Trainer for Fix Network. “Outsourcing means you’re placing your reputation, your customer’s safety, and even your legal responsibility in someone else’s hands.”
Calibration requires the right technology, meticulous procedures, and most importantly, skilled technicians. Mistakes can have serious consequences—including system malfunctions, accidents, and claims against your business.
When you keep ADAS calibration in-house, you control the quality, turnaround time, and—most importantly— the risk involved. This means investing in cutting-edge calibration tools and continuous training for your team. “Shops that invest in ADAS today are building trust with customers and future-proofing their business against ever-changing vehicle technology,” says Zakari Krieger, VP of Prime CarCare, which includes NOVUS Glass and Speedy Auto Service.
Confidence
As a proud member of Fix Network’s family of premium automotive repair
brands, NOVUS Glass is dedicated to empowering their franchise locations to master even the most advanced calibrations with confidence. Their industry-leading training is hands-on and practical, delivered either in-shop or at one of their three state-of-the-art training centres across Canada. Technicians leave their training certified and prepared with real-world skills to calibrate ADAS-equipped vehicles in-house.
Beyond calibration, NOVUS Glass technicians are trained in replacing damaged windshields and repairing significant cracks using cutting-edge resins and technology developed by their own team of scientists—backed by more patents than any other glass repair and replacement brand.
“After training with NOVUS, our technicians leave with the capability to take the lead in this rapidly evolving field. It’s not just about compliance— it’s about giving our partners a true competitive advantage,” says Krieger.
With ongoing operational support, top-tier automotive repair shop owners investing in NOVUS Glass are confidently expanding their service offerings, ensuring consistent quality, and growing their business with the backing of an industry leader.
As ADAS calibration becomes the norm, the shops who hesitate will inevitably lose business to those who take the initiative. Partnering with NOVUS Glass means gaining more than just an established brand; you join a network dedicated to building the future of automotive safety, one calibrated car at a time.
Are you ready to future-proof your shop? Take a peek at one of Fix Network’s stateof- the- art Training Centres.
The industry has stepped up to the plate to help alleviate the problem, says Koczij.
“We definitely feel support from industry. We received a grant of a brand-new HAAS TM1P CNC machine last year,” he said of the milling machine. “It is valued at almost $100,000, and we have teachers who have been trained on its use — taken to multi-day training in Ottawa. We also have incredible connections through our co-op program, where we partner with businesses and social service agencies of every kind to place students in experiential learning opportunities.”
Koczij believes there could always be more placements, particularly in manufacturing, engineering, technical design and automotive environments.
“I think there’s a resistance to the idea that high school-aged students can handle the work, but at WTCS we have some unbelievably strong students that we just can’t place in larger and more specialized sites,” he said. “But overall, I feel a strong interest on the part of industry, business and social services to engage with schools.”
Koczij lays the blame squarely on a system that makes it nearly impossible for experienced tradespeople to step into the classroom.
“Forcing someone who is in the trades to go back to school for several years for teachers’ college without pay, in order to take a (short-term) pay cut, makes it impossible to transition great people into teaching,” he said.
He continued to advocate for an apprenticeship-style model.
“The requirement to do a university-style education to get your teaching qualifications is narrow-minded and contrary to everything we espouse in the education system, where we strive to build the learning around the learner,” Koczij said. “Technicians and tradespeople became masters by being apprentices first. That’s how it works. In teaching, this very model could be easily employed.”
Emily Chung, a former auto repair shop owner and current instructor at Georgian College’s Automotive Business School of Canada in Barrie, Ont., agreed that the path to teaching is too often opaque and unattractive.
Chung has seen firsthand why technicians don’t gravitate toward education.
“For the technicians that I’ve spoken with, teaching is not really on their radar because they frankly make a lot more money being technicians,” she says. “Long-term, they also recognize that they are not the most patient people.”
And the job isn’t just about turning wrenches and handing out advice.
“Teaching comes with a whole host of other things, such as assessments and learning outcomes and marking,” she said. “When you’re in the high school level, you then have a curriculum that you follow.”
Indeed, there are plenty of other items on the plate of a teacher.
“You’re doing a lot of behavioural management in addition to trying to teach them the content. You’re contending with parents, students’ attention, accommodations,” Chung added. There’s a lot more than, ‘This is an engine, here’s a spark plug, here’s a piston.’”
It’s a misconception to assume that if someone is great at their trade, they’d also be a great teacher, Ching pointed out
“That’s not it at all,” she said. “I think you need a certain level of discernment, patience and wisdom to be able to transfer the knowledge that you have onto somebody else — especially somebody who is also younger, who has a whole other lifestyle and things they have going on.
“When you become an educator, you’re not telling the students what to do. Training a service advisor or training another technician is very different than teaching students with learning outcomes and projects, assignments and that kind of thing.”
She emphasizes that teaching is “a very different skill set in and of itself,” and cautions that while some tradespeople may be brilliant at diagnostics and repairs, they may struggle to communicate knowledge in a student-centred way.
That gap between technical expertise and educational ability is rarely bridged with formal training, especially for those who enter teaching
through industry pathways.
“I don’t know how much training and development they receive in terms of the technical side of things,” says Chung of high school shop teachers. “Most of the time, [professional development days] are spent on developing skills for methods in teaching and behavioural issues. It’s not necessarily time to get these trades teachers up to speed on things.”
Koczij believes the education system needs to overhaul its recruitment model and recognize that tradespeople, like teachers, learn best by doing — not sitting in a lecture hall.
He wants to see apprenticeship-style pathways into teaching, parttime or co-teaching roles that allow techs to get into education without sacrificing their careers, and more aggressive outreach from schools and boards to identify and mentor potential instructors.
“I’m always talking up the teaching gig to 35- to 50-year-old tradespeople I meet at parties,” he said. “The reality is that the provincial government has invested very well in tech programming. I’m lucky to be the principal of a tech school. I have access to funds, especially through programs like Specialist High Skills Major (SHSM) and various experiential learning grants and funds that make it possible for us to do amazing things — we just need the knowledge, experience and passion of tech teachers to make it happen.”
Chung sees opportunities for more creative integration of industry expertise without necessarily requiring full-time teaching credentials.
She also points to Ontario’s SHSM programs and dual-credit offerings as valuable bridges between high school and the trades, noting that she sometimes works with schools to deliver day-long workshops aligned with the curriculum.
“There’s just many streams that the high schools are offering for students to get into the skilled trades, and I don’t quite know if industry has kept up with what is actually happening,” she said. “I have seen a
Teaching comes with a whole host of other things, such as assessments and learning outcomes and marking. When you’re in the high school level, you then have a curriculum that you follow."
change in the education system over the years that they want a lot more industry involvement, which is really good news.”
However, both agree that such collaborations are often fragmented or inconsistent — one-offs rather than embedded systems of support.
“It just kind of seems like it’s not like they’re completely separate, but it doesn’t seem like we’re all in the same room,” Chung says of the gap between schools, colleges and industry.
Despite these challenges, both Koczij and Chung believe that teaching can be an incredibly rewarding second career for the right person.
“If somebody’s interested in teaching, [they] really have to have a heart for the students,” says Chung. “Because like I said, it’s a very different skill set. If money and stability and the pension are the driving factors, that’s OK too. I just think that the kids are going to really miss out on somebody who can really motivate them.”
High school is often a student’s first hands-on exposure to the skilled trades. Without strong shop programs, many will never discover a potential career in automotive — or will leave disillusioned.
“We have a really high attrition rate. They don’t end up staying in automotive,” says Chung. “So I think the person would really have to have a heart, not just to learn, but to stay in the industry.”
Koczij is doing what he can to keep his programs open, but without more instructors, more support and fewer barriers, even the best efforts won’t be enough.
“I’m beating the same drum, but get tech teachers in the classroom, now,” he says. “The administrators, central staff, teachers and support staff can do the rest in terms of providing facilities, funding consumables and the rest.”
Until that happens, schools will keep turning away students, and shop doors across Canada will continue to close — not for lack of interest, but because there are no new technicians coming down the pike.
DriveOn, Ontario’s safety inspection program, leaves auto shops frustrated // By Derek Clouthier
Ontario’s DriveON program has been up and running for approximately three years. When it was launched, it came with a promise to eliminate fraud in vehicle inspections, improve road safety, reduce emissions and streamline the certification process for everything from passenger cars to heavy-duty commercial trucks.
A year into its full implementation, and replacing a more manual, rudimentary system that tested emissions only, several shop owners and technicians have had their fair share of hiccups with DriveON. But the program has also helped streamline the inspection process and has managed to push out some bad actors.
Despite some of its benefits, the DriveON program has also managed to alienate the very shop owners it relies on to uphold vehicle safety standards. Interviews with repair facilities across the province reveal widespread frustrations, marked by issues with bureaucratic bottlenecks, unreliable technology and inconsistent customer service.
Due to the sensitive nature of the DriveON program, particularly the fact that anyone using the new system is not permitted to speak publicly about their experiences, CARS has concealed the identity of its sources to protect their privacy.
Auto shop owners interviewed for this story described the onboarding process as an administrative maze and a technical headache. From mismatched documentation requirements to inconsistent rulings from DriveON staff, many shops spent weeks or months trying to gain approval to perform vehicle inspections.
One Northern Ontario shop recounted a six-week ordeal involving multiple submissions, contradictory instructions and a final approval that only came after escalating the issue to a manager.
“Let me ask you,” the owner said, “would you have any confidence in this program? If I didn’t have a dedicated office manager digging
“Let me ask you, would you have any confidence in this program? If I didn’t have a dedicated office manager digging through all this nonsense, we wouldn’t have made it.”
through all this nonsense, we wouldn’t have made it.”
Further south, another shop owner described dealing with customer service reps over an insurance issue who admitted they were only trained for a day and were rejecting applications based on “mood” or vague keyword scans.
“The person reviewing the insurance documents that day was in a bad mood, so they kicked everyone’s back,” the owner was told during a support call. “They aren't insurance writers. Ninety-nine per cent of the DriveON staff have no idea what they are looking at. Through the 12 phone conversations I had, one person actually told me they do a singleday course and then get given a spot and a computer to skim through insurance, looking for keywords. And if they are not there, we kick it back.”
Another shop in Central Ontario said they were locked out of the DriveON system due to a Canada Revenue Agency paperwork snag that remained unresolved months later.
The technical component hasn’t been any better. DriveON’s government-issued tablet that must be used for conducting inspections is bulky, underpowered and requires frequent recharging.
“The battery life is horrific. You can only do one safety inspection before it’s dead,” said one shop owner in Central Ontario. “You turn it off and try to reboot, and it crashes three times before letting you log back in.”
The owner added that although the tablet has streamlined the process of submitting an inspection, the size and weight of the tablet make it an impractical tool in the shop, and the quality of the camera leaves much to be desired.
Shop owners feel the DriveON program appears to have been designed by people who don’t understand how vehicle inspections work in real life.
“You can’t tell a fish how to swim or a dog how to bark,” said one technician. “This program was designed by people who think they understand inspections but don’t.”
Many requirements are unrealistic. Shops are expected to take photos while measuring brake pads, airing tires or checking suspension — tasks that require both hands and make it impossible for one person to take an image with the bulky tablet.
“You need a third arm,” a shop owner said. “And you’re not allowed to have another tech help, which is insane.”
One shop owner admitted they get a second person to take the images during the inspection because it’s just not feasible for one person to do it alone.
Another shop compared the user interface to a software prototype released before beta testing. “Before we opened the shop, I worked in software. I would’ve fired the whole team for releasing something this bad,” the owner said, adding that even with his extensive experience and technical knowledge, learning to use the tablet and software was challenging, and most shop owners and technicians don’t have his level of experience.
John Cochrane, executive director with the Automotive Aftermarket Retailers of Ontario (AARO), agreed that some of the early feedback he was hearing from members indicated a high level of frustration.
“Although MTO provided webinars and bulletins to support the transition, there was still considerable confusion around program timelines and requirements,” he said, adding that the AARO did raise some of the concerns with the Ministry of Transportation. “Initially, there appeared to be some resistance, as the ministry believed sufficient guidance and information had already been provided. However, through continued dialogue, AARO was able to work with both the ministry and Parsons to deliver additional webinars and support resources to assist members with onboarding and operational challenges.”
Beyond the time and energy DriveON demands from shops using the system, it has a direct financial impact. Inspections can now take significantly longer due to photo documentation and sometimes glitchy software. Some shop owners estimate that a proper safety now consumes two full hours of shop time.
“What’s the proper way to charge for this?” one asked. “Shops are charging anywhere from $90 to $220 for light-duty safety inspections. There’s no standard. But our time has doubled and so have the risks.”
Technicians are required to put their licence number on every inspection report, and the businesses themselves are on the hook if they miss any defects during the inspection.
There is also the cost of the tablet itself, which is partially subsidized for the initial device, but costs around $700 if it breaks and needs to be replaced.
DriveON’s core concept is difficult to argue with. By consolidating emissions and safety inspections into a single digital platform, which is managed by Parsons Corporation, the Ministry of Transportation is aiming to improve accountability and transparency. No more paper forms, vague safety standards, sticker swaps or shady shops passing vehicles that should be off the road. Instead, every inspection is logged, photographed and auditable in real time.
From the perspective of the AARO — the province’s main advocacy group for auto repair facilities — the DriveON program has the ability to do what it was intended to do.
“DriveON has the potential to significantly reduce illegitimate safety inspections by standardizing processes and improving oversight,” said Cochrane. “It has certainly removed any grey areas.”
According to AARO chair Eric Mileham, the new system has improved trust with customers. “The digital report includes photos and is more difficult to manipulate, so people are seeing it as more credible,” he said. “We’re also seeing fewer unfixable vehicles coming through, which is a good sign.”
And from a safety standpoint, Mileham added, the inclusion of additional equipment audits, like headlight aimers and tint meters, is pushing the industry toward higher professional standards.
AARO is also working to keep its members informed about any updates and new information about DriveON requirements. It has also partnered with Parsons to offer additional webinars on the procedures and address common concerns.
“Parsons has participated in our annual events to provide presentations and staff a dedicated booth at our trade show, allowing members to speak with representatives directly and receive in-person support,” said Cochrane.
But Cochrane also admits the ministry has yet to make meaningful changes based on shop feedback.
“No measurable updates or program adjustments have been communicated to AARO as a direct result of shop owner feedback,” he said. “That’s something we’re continuing to press.”
He also acknowledged the effect of the non-disparagement clause, which prevents many shop owners from voicing public criticism, even when problems continue to arise.
“The non-disparagement clause may discourage some shop owners from providing honest feedback, especially if they are concerned about potential repercussions,” he said. “AARO believes that for any program to improve, open and constructive dialogue between stakeholders — including shop owners, the ministry and program administrators — is essential. Transparency and trust are key to long-term success.”
What’s most striking in these conversations isn’t just the logistical challenges of DriveON, it’s the emotional toll it’s taken on the people actively performing the inspections. Some owners speak of burnout, others of questioning whether staying in the safety game is even worth it.
“You poke the bear long enough,” one shop owner warned. “Eventually, it’s going to say, ‘I’ve had enough.’”
For now, many shops are adapting out of necessity, while others that were perhaps not on the up and up are getting out completely to avoid the costs and liability — which is exactly what the DriveON program is intended to do.
Preparing your shop — and yourself — for tire season
// By Greg Aguilera
As we move into the latter half of August, many Canadians are soaking up the final weeks of summer. But for independent auto repair shop owners, this moment marks something else entirely: the critical lead-up to fall tire season.
By late September, demand climbs sharply. Clients start calling with urgency. Technicians will be stretched. And shop owners will be expected to keep everything moving with precision and professionalism.
August, therefore, isn’t the time to be in relaxation mode. It’s the time to refine, ready your team and ensure you’re mentally and operationally prepared for the busiest — and most profitable — season of the year.
And if you’re still navigating this alone, it may be time to consider mentorship or coaching to elevate your leadership and ease the burden. Here’s a thoughtful approach to making the most of these final summer weeks.
Look back at last year’s fall season. This is the time for honest reflection, followed by action.
Gather your team and invite their feedback. What went well? What created bottlenecks or tension? Were there scheduling issues? Inventory gaps? Communication breakdowns? Use those insights to fine-tune your processes and reset expectations.
If you find yourself without a sounding board for these decisions — or if you're unsure how best to implement changes — a mentor can provide clarity, perspective and proven solutions from across the industry.
Late summer offers a rare opportunity — the time and space to prepare without the weight of peak-season pressure.
Ask yourself: Is your booking system designed for high volume and fast turnaround? Are your tire storage and retrieval systems clearly organized? Do you have adequate staffing or contingency plans in place?
Even minor inefficiencies can create major stress under load. Address them now. And if you’re unsure where to start, coaching support can help streamline these systems based on what’s working in other top-performing shops.
Tire season places significant demands on your staff — not just physically, but mentally. A team that feels supported, aligned and confident will carry your business through the busiest weeks with professionalism and pride.
Start by reinforcing the basics: Clear protocols, proper lifting techniques and consistent break schedules. But don’t stop there. Foster a culture of communication and care. When your team knows they’re part of something well-led and forward-thinking, performance follows.
For example, host a short team check-in every Monday morning. Keep it to 15 minutes. Review the upcoming week’s priorities, acknowledge wins from the previous week and invite input on any workflow concerns. Even just asking, “Is there anything we can improve before the season ramps up?” signals to your team that their voice matters.
Over time, this small habit builds trust, accountability, and a sense of shared ownership in the shop’s success.
Your ability to lead effectively will determine how well your shop performs under pressure. This is the time to get ahead of the curve. Review your fall goals, delegate wisely and give yourself space to focus on strategy, not just daily operations.
And if you’ve been carrying the full weight of leadership on your own, consider this: Even the most capable leaders benefit from outside perspective. A coach or mentor isn’t a sign of weakness — it’s a commitment to growth.
This is more than just the end of summer. For shop owners, it’s the beginning of the most critical business ramp-up of the year. Now is the moment to lead with clarity, prepare with intention and invest in both your team and yourself.
But remember, clarity in thinking doesn’t come from being busy — it comes from space, reflection and self-awareness. If you’re constantly reacting, you’re not leading. You’re surviving.
It’s not about having all the answers. It’s about creating space for the right questions to emerge. Because high performance starts with clear leadership. And clear leadership starts with a healthy, focused mind.
25_007013_CARS_AUG_CN Mod: July 8, 2025 11:01 AM
Customers expect me to get it right the first time, every time. That’s why I choose Delphi.
Casting a wide net to find the parts you need may not be the good strategy you think it is // By Erin Vaughan
Part sourcing these days is a struggle, not just for us as shop owners but also for our suppliers. The best way for us to work through these challenges is to work together with our suppliers, so they can deliver the best results to us, and we can deliver the best service to our clients.
One way to do this is to reduce the number of suppliers we use. Think about how nice it is when our clients choose to have all of their services performed at our shop. We have the ability to properly maintain every system in their vehicle, perform visual inspections and prevent breakdowns that cause them stress and put strain on our businesses. Our suppliers can do the same for us.
In addition to providing us with the parts we need for repairs, they can keep our shop supplies full and our inventory maintained, ensuring that we have what we need when we need it. This saves us time, money and stress, as our techs can keep working on the vehicles in the bays and our service advisors can focus their time on building and maintaining relationships with our clients.
If lowering your costs is the goal when calling around to different suppliers, consider that using one main supplier will not only save time in the shop, it will also allow them to purchase in higher quantities, lowering their costs and ours. As well, purchasing most of your products from one supplier often means that you are spending enough to be eligible for rebates, reducing your overall business expenses for the year.
We have one main supplier who provides us with parts, most fluids,
"As well, purchasing most of your products from one supplier often means that you are spending enough to be eligible for rebates, reducing your overall business expenses for the year."
shop supplies and equipment. We are loyal to them and they take care of us — they get our parts to us as quickly as possible, adjust prices when they can, pick up our returns and monitor and adjust our inventory levels. This higher level of service helps our day run smoothly, allowing us to make more money by being more efficient.
They also ask for and respect our feedback. Providing them with info about what parts we are continually having trouble with or consistently having to purchase elsewhere allows them to adjust their inventory to provide us with the products we need. This improves the quality of parts we are installing and ensures they are getting more of our business.
When partnering with one supplier, we experience benefits for our day-to-day operations, which is the driving force. However, there are some additional perks that we appreciate. Our dedicated sales manager comes to us first when there are new products to try out, sales on equipment or even when they have game-day tickets or branded merchandise to hand out. These suppliers are grateful for our loyalty, and we are grateful for the exceptional service we receive.
Partnerships like this are what strengthen our industry, allowing suppliers to provide us with what we need, so we can focus on providing our clients with the service they expect.
In the next article, I’ll share how I decided that the price of parts doesn’t matter as long as we’re receiving the best service from our supplier. Spoiler alert: Our clients feel the same way.
Transit Inc. announced the launch of new products under its Kugel brand, the CV Axle New Assembly and the CV Intermediate Shaft. The CV Axle New Assembly is a new unit designed to meet original equipment standards for fit, form and function. Built entirely from new materials, it eliminates the need for core returns. The assembly features 3D OEM FIT Technology, ensuring a plug-and-play, hassle-free replacement experience with a direct fit guarantee to original equipment. All necessary hardware is included where required. www.transitinc.com
Continental has expanded its line of VDO SingleViu Gauges, designed for use as original equipment or service replacements. These gauges are compatible with both traditional analog senders and J1939 or OBDII CAN networks. Each gauge features a microprocessor that allows dual-input capability, switching from its default analog input to J1939/OBDII CAN via the SingleViu configuration software. Speedometers and tachometers can also display J1939 system fault codes. www.continental-aftermarket.com
BCA Bearings has added to the Wheel Hub with Hardware Kits product line. This adds 27 new SKUs for popular import and domestic applications and coverage for more than 16.3 million vehicles in operation. These kits include a premium OE-quality wheel bearing that includes the hardware needed to install them. The hardware included varies by SKU and includes hub mounting bolts/studs, axle/CV nuts, axle/ CV bolts, axle/CV washers, snap rings/circlips, dust caps, grease seals, and O-rings. www.bcabearings.com
SKF Automotive introduced new products at Automechanika this year. The engine Masterkit is a comprehensive service solution that combines the water pump and timing belt kit with the auxiliary belt and tensioners kit in one package solution. SKF will also manufacture CV joints and driveshafts in-house at its Italian OE Airasca facility. www.vehicleaftermarket.skf.com
Dayco added 55 new parts to its portfolio: 41 new branched and quick connect hoses, covering primarily medium- and heavyduty vehicle applications, 11 new water pumps and three new serpentine belt kit part numbers. It has transformed its hose product line adding new numbers with exact fitment and redesigning old hose applications when necessary. The Dayco water pump SKUs introduced cover 22 million light-duty vehicles on the road. The serpentine belt kit line is also expanding with more than two million VIO covered with the three new kits. na.daycoaftermarket.com
Standard Motor Products’ recently released Standard Coils add coverage for the 2021-2023 Ford F-150, 2023-20 Subaru Legacy and Outback and 2022-19 Mercedes-Benz cars and SUVs. Additional new coverage includes popular vehicles like the 2022-2024 Volkswagen Jetta and Taos, 2023-2024 Ford Super Duty trucks, and the 2015-2020 Alfa Romeo 4C. Currently, fifteen Blue Streak Ignition Coil Multipacks are available for popular vehicles, with additional applications in development. www.standardbrand.com
Schaeffler’s Vehicle Lifetime Solutions division added new Luk TorCon 68RFE and 48RE applications. The 68RFE design ensures peak performance under any condition, featuring a quad-plate clutch system, delivering greater torque capacity that outperforms some triple plate billet converters on the market by up to 60 per cent. The Luk TorCon 68RFE is compatible with 2009-2021 RAM 2500 & 3500 trucks with 6.7L Cummins
Hunter Engineering announced that 13 ADAS calibration target packages may now be bought online through the HunterNet 2 customer portal. The OEM-approved targets can be used for various ADAS calibration procedures with Hunter’s Ultimate ADAS system, such as surround-view, lane watch and forward-facing cameras and radar. The selection includes camera calibration targets for Honda, Nissan, Toyota, Ford and GM vehicles, as well as universal radar plates and cube reflectors. www.hunter.com
REBUILD KITS AND COOLANT DELETES
BAAN Powertrain is now carrying Tesla Drive Unit Rebuild Kits and Coolant Deletes. They are designed to provide reliable and high-quality solutions for Tesla drive units. They are compatible with Model S (February 2012-March 2016) and Model X (September 2015-February 2021). www.baanpowertrain.com
Steck Manufacturing introduced the new Hold-a-Rotor Tool Kit (STC71000). The kit is designed to secure automotive and light truck disc brake rotors in place during repairs. The plugs are designed to fit the most common 12mm (green) and 14mm (red) wheel mounting studs. These tools help speed up technician repair times during brake pad, wheel bearing and other wheel and brake repairs that require the removal of the rotor. steckmanufacturing.com
The new eShop on Wakefield Connect gives you back what matters most—time.
Wakefield Connect is a smart tool for shops and jobbers to move fast, restock quick, and stay ahead.
With tools like eShop, operators get:
✔ Personalized ordering & reorder history
✔ Instant access to Safety & Product Data Sheets
✔ Full digital spec book and catalogue
✔ Exclusive promotions & pricing
✔ Real-time visibility into bulk tank volumes
