SPECIAL EDITION OF
INSIDE: EXCLUSIVE COVERAGE OF THE 2025 SEMA SHOW — AND MUCH MORE!
GOING FOR GOLD
With the countdown to World Skills in Shanghai underway, Canada’s auto body champion Ethan Almeida is taking his training to the next level!
SUSTAINABLE REPAIRING
How efficiency — not ideology — is reshaping operations. AI AT INTAKE
How AI-supported estimating can cut cycle times. EV SAFETY IN THE SHOP
High-voltage risks mean rethinking safety procedures.
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CONTENTS SPECIAL EDITION OF
CONTENTS
>>>
REGULARS
INSIDE: EXCLUSIVE COVERAGE OF THE 2025 SEMA SHOW — AND MUCH MORE!
04 PUBLISHER’S PAGE
16 GOING FOR GOLD
With the countdown to World Skills in Shanghai underway, Canada’s auto body champion Ethan Almeida is taking his training to the next level!
SUSTAINABLE REPAIRING
How efficiency — not ideology — is reshaping operations.
by Darryl Simmons
ON THE COVER Ethan Almeida on discipline, preparation and what precision really means in the bay.
08 NEWS-IN-BRIEF 22 EVENTS
AI AT INTAKE
How AI-supported estimating can cut cycle times. EV SAFETY IN THE SHOP
High-voltage risks mean rethinking safety procedures.
62 FINAL DETAIL
VISIT COLLISIONREPAIRMAG.COM VOLUME 12, ISSUE 4, 2025 l $7.95 l Canada Post Canadian Publications Mail Sales Product Agreement No. 40841632 l 86 John Street, Thornhill, ON L3T 1Y2
by Mackenzie Grant
44
46
SUSTAINABILITY ON THE SHOP FLOOR How efficiency, materials and energy use are reshaping repair processes.
WHY 3-D MEASURING MATTERS How millimetre-level accuracy now underpins safe structural repair.
48
55
ADAS: WHY CALIBRATIONS FAIL Why scans can pass and vehicles can still be unsafe after repair.
EV SAFETY IN COLLISION REPAIR Training, PPE and process discipline for high-voltage vehicles.
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>>> PUBLISHER’S PAGE
SO MUCH TO LEARN, SO LITTLE TIME FOR COLLISION TECHNICIANS, TRAINING DOESN’T END WITH A DIPLOMA
BY DARRYL SIMMONS
T
his November, I spent several days at the 2025 SEMA Show in Las Vegas, attending countless seminars and events focused on the latest procedural best practices. As ever, I was shocked to see just how much the collision industry continues to demand of its technicians in terms of technical knowledge -- and of the potential consequences of them failing to keep up. One message came through clearly through all of the sessions I attended: modern vehicles do not allow for guesswork. The work we do today depends on accuracy, understanding and process in ways it simply didn’t a decade ago. That theme runs throughout this issue of Bodyworx Professional, which draws heavily from the SEMA seminars our team covered. These stories aren’t about trends for the sake of trends. They’re about lessons technicians can apply on the shop floor — lessons that directly affect safety, quality and confidence in the finished repair. In one session on three-dimensional measuring, Ruben Castorena put it plainly: “Today’s vehicles have evolved so much in the past ten years — with new materials, electronic suspension and ADAS. That means it’s very important that we put the vehicle back to its correct dimensions because other systems rely on that.” I-CAR’s Anton Verwijst reinforced the point, saying, “I’m a firm believer that 3-D measuring is the only way to go when you’re changing structural parts or checking the structure of a car.” Accuracy came up again and again, particularly in discussions around ADAS. During one session, the warning was stark: “You can have ‘green’ alignment specs that are still pointing the system in the wrong direction,” said I-CAR’s Scott VanHulle. Autel’s Stewart Peregrine added that many calibration failures have nothing to do with software at all. “Most of the time, the system is communicating
properly. The issue is the set-up — sensor angles, floor levels, lighting.” Those comments underline a reality technicians already feel every day. Systems are trusting. Tolerances are tight. And the absence of a dash light does not mean the job is done. Even in non-structural repair, the sessions challenged long-held assumptions. KECO’s Chris White spoke about expanding what technicians consider repairable. “A lot of people simply don’t believe these sorts of repairs are possible,” he said, noting that modern glue-pull systems can restore panels many would still replace. “These dents tend to lock up on you. This helps you unlock it.” Some of the most interesting seminars focused on sustainability, but this was less about environmental messaging and more about practical steps every technician could take to reduce waste and improve efficiency at their bodyshops. BASF’s Jeff Wildman framed it in straightforward terms: “When we start talking about sustainability, the first questions are, ‘Is your business sustainable? Will it be here in five years?’” Jason Black of I-CAR added that many so-called green practices are simply good repair practices. “If you’re saving materials, you’re saving time, saving money and improving the process.” Across sessions, another point kept resurfacing: training builds confidence. Whether the topic was EV safety, measuring, ADAS or refinishing, the speakers agreed that understanding the technology removes hesitation. As Joel Dufkis of I-CAR put it during an EV safety session, “Everyone needs training to repair EVs safely and effectively.” That’s why this issue exists. The stories collected here are meant to share what was discussed, debated and demonstrated at SEMA — not as theory, but as working knowledge. Only by learning the latest techniques, and understanding why they matter, can this industry continue to return vehicles to the road safely and correctly. Progress in collision repair has never come from standing still. It comes from technicians who are willing to learn, adapt and apply new knowledge with discipline and care. I encourage you to spend time with the stories in this issue, take what’s useful, and keep asking questions. The vehicles we repair — and the people who rely on them — deserve nothing less.
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BODYWORX THE VOICE OF COLLISION REPAIR TECHS & PAINTERS
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VOLUME 12, ISSUE 4, 2025
PUBLISHER Darryl Simmons publisher@collisionrepairmag.com ASSOCIATE PUBLISHER Orest Tkaczuk | orest@mediamatters.ca ART DIRECTOR Yvonne Maschke | yvonne@mediamatters.ca INTERIM EDITOR Gideon Scanlon | news@collisionrepairmag.com ASSISTANT EDITOR Mackenzie Grant | mackenzie@mediamatters.ca VP OF INDUSTRY RELATIONS & ADVERTISING Gloria Mann 647.998.5677 | gd.mann@rogers.com INDUSTRY RELATIONS ASSISTANT Wanja Mann 647.998.5677 | wanjamann1@gmail.com DIGITAL OPERATIONS MANAGER Cassie Doyle | cassie@mediamatters.ca AUDIENCE ENGAGEMENT MANAGER William Simmons | william@mediamatters.ca MEDIA PRODUCTION SPECIALIST Dayna Dicuangco | dayna@mediamatters.ca SUBSCRIPTION One-year $25 / Student Discount is 10%
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We’ve been proud to be part of the CARSTAR team since 2014. The brand’s strong visibility and trusted reputation have been key drivers in growing our repair volume and revenue, enabling us to expand our shop several times. The ongoing support from CARSTAR — across certifications, marketing, training, and more, has been essential to our continued success and growth. – Patrick Flibotte, owner of CARSTAR Charlesbourg
>>> INDUSTRY NEWS
People on the Move Kristine Moshonas, Associate Vice-President of Marketing and Communications Kristine Moshonas has joined Fix Network as associate vice-president of marketing and communications for the Canadian market. In her new role, Moshonas will be responsible for leading national marketing and communications efforts, with a focus on strengthening brand presence, building customer loyalty and aligning marketing strategy with the organization’s long-term vision for innovation and sustained excellence. Moshonas brings more than 15 years of experience developing and executing integrated marketing and communications strategies across a range of sectors, including automotive, retail, consumer goods and entertainment. Her background includes overseeing cross-functional initiatives designed to support brand growth, audience engagement and cohesive messaging across multiple platforms. At Fix Network, her mandate includes guiding strategic planning, supporting brand consistency and helping position the organization for continued relevance in an evolving Canadian collision repair landscape. The role also encompasses collaboration across departments to ensure marketing and communications efforts support broader organizational priorities. collisionrepairmag.com/15770700
Scott Ashby, Senior Vice-President of Operations Auto Shield has promoted industry veteran Scott Ashby to senior vice-president of operations as the Oakville-based claims administration services provider expands its footprint across Canada and into emerging U.S. markets. Ashby brings more than 30 years of experience across OEM, warranty and dealer-services environments, with a career spanning both technical and executive leadership roles. He began his career as a Class A licensed technician before moving into senior positions with Hyundai Capital Canada, Toyota Financial Services, Sym-Tech Dealer Services, Safe-Guard Products Canada, Nissan and Ford of Canada. He holds an MBA from Wilfrid Laurier University and a BBA in automotive marketing from Northwood University, combining hands-on technical expertise with formal business training. In his new role, Ashby will serve as the strategic leader responsible for overseeing operations, optimizing claims performance and guiding customer-concierge support. The position emphasizes delivering white-glove service experiences while strengthening organizational performance as the company scales its offerings. Ashby will also lead initiatives focused on leveraging automation and artificial intelligence to enhance customer touch points, improve operational efficiency and support innovation across the claims process. The appointment reflects Auto Shield’s focus on operational leadership as it continues to expand in North America. collisionrepairmag.com/15772090
Phillipe-André Bisson, Channel Marketing Lead, Paint and Collision Department Uni-Select has appointed Philippe-André Bisson as channel marketing lead for its paint and collision department. In the role, Bisson will work closely with Sylvain Seguin, former executive vice-president at Fix Network World and now vice-president of Uni-Select’s PBE division. “I’m excited about the opportunity. When Sylvain Seguin left Fix Network, I was hoping I would work with him again one day – and in this new role I will be working very closely with him to bring visibility to the Uni-Select brand,” Bisson said. Bisson noted the scope of the new position made the decision clear. “The opportunity to build something new from the ground up is amazing.” He added that the role offers the professional challenge he had been seeking. “The opportunities that Uni-Select is offering, and helping Sylvain build out his team were amazing.” Remaining in Quebec was also a key consideration. “It was important for me to stay in Quebec, while being challenged with a new position. I wanted an opportunity to bring out my creative side and try something new. Uni-Select saw my experience and has given me a blank page to leave my mark on.” Bisson also pointed to shared values as a deciding factor. “The thing that attracted me the most was all of the potential. I value human beings and the way we interact with each other, and the team I am joining matches my values and workstyle.” collisionrepairmag.com/15773581 66 BODYWORXMAG.COM BODYWORXMAG.COM || BODYWORX BODYWORX PROFESSIONAL PROFESSIONAL
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>>> IN THE HEADLIGHTS
INDUSTRY FIX AUTO WOODSTOCK GRAND OPENING Fix Auto Woodstock marked its official opening with a community barbecue that drew about 100 people. The collision repair facility, owned by Tajinder Sohal, operates out of a 1,000-squaremetre, 12-bay shop. Mayor Jerry Acchione attended the event and praised the business as a new addition to Woodstock’s automotive sector. Sohal has placed day-to-day operations in the hands of general manager Ken Gillingwater, a long-time collision repairer working alongside a team of six full-time technicians, with two more expected to join as operations expand. “It’s the first time I’ve been a general manager,” Gillingwater said. “I learned early on that listening is one of the most important parts of the job.” The shop was converted from a former heavy truck repair facility, a process Gillingwater noted took more than a year. Guests also viewed a sponsored sidecar race car and a custom 1974 Ford Econoline van. collisionrepairmag.com/15769873
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IN THE HEADLIGHTS
INDUSTRY FIRST CARSTAR ACADEMY SCHOLAR ANNOUNCED On November 19, 2025 CARSTAR Canada presented its first CARSTAR Academy Scholarship to a Centennial College student during an event at CARSTAR Toronto Millwick. The celebration was hosted at the Toronto facility, where owner Ralph Andreacchi announced the recipient.Final-year autobody student Hekmatull Ahahmadi received a $1,500 scholarship along with a CARSTAR Academy starter toolkit valued at $530. Following the presentation, the CARSTAR Toronto Millwick team provided Ahahmadi with a guided tour of the facility, offering a closer look at the brand’s repair processes. The visit also included an opportunity to connect with a recently graduated technician from the same program. The award is the first of eight scholarships CARSTAR plans to present to students across four colleges. The initiative is intended to support students pursuing careers in autobody and collision repair. collisionrepairmag.com/15773499
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>>> IN THE HEADLIGHTS REPAIR REINVENTED I-CAR returned to the 2025 SEMA Show with live demonstrations and training exhibits focused on preparing collision repair professionals for emerging vehicle technologies. The not-for-profit training organization showcased mixed reality simulations, welding demonstrations and new course material aligned with evolving OEM repair standards. Instructors also appeared at the collision repair and refinish stage, discussing modern repair procedures, ADAS considerations and technician training needs. Live welding demonstrations tied to I-CAR course content were included. Highlights of the display included a mixed attachment methods training prop from I-CAR’s Structural Technician Platinum path and a mixed reality experience simulating radar replacement and calibration. In-person courses covering MIG welding, EV safety and ADAS troubleshooting ran throughout the show. collisionrepairmag.com/15770191
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>>> IN THE HEADLIGHTS
TECHNOLOGY NEWS WORKERS ADOPT AI AS EMPLOYERS FALL BEHIND A new IBM Canada study shows Canadian workers are adopting artificial intelligence tools faster than their employers, raising concerns about the rise of unsanctioned apps in workplaces. The study says 79 percent of full-time workers use AI, yet only 25 percent rely on enterprise-grade systems. The rest use employer tools mixed with personal apps, creating “shadow AI” risks that range from data leaks to loss of control over sensitive information. IBM says many firms lack the data infrastructure and governance needed for secure adoption, noting shadow AI added nearly $308,000 to the average Canadian data breach. Despite risks, 97 percent of workers reported productivity gains, though only 29 percent believe their employer is using AI to its full potential. collisionrepairmag.com/15772546
INSURANCE AND EV NEWS CADA CALLS FOR RESET ON EV MANDATE The Canadian Automobile Dealers Association is calling for a full reset of the federal zero emission vehicle mandate, arguing the targets no longer reflect market conditions. CADA president Tim Reuss said affordability has become the biggest barrier to EV adoption and that many buyers cannot manage current payments. The release said dealers have invested in EV training and equipment, yet sales have slowed as costs, tariffs and interest rates rise. It also cited long travel distances, limited public charging and higher monthly payments in many regions. CADA urged Ottawa to pause the mandate until trade and tariff issues with the United States and Mexico are resolved, count all hybrids toward compliance and remove EVs and hybrids from the luxury tax. Reuss said the policy needs “a reset grounded in real world affordability and a realistic view of supply.” collisionrepairmag.com/15772893 12 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
>>> IN THE HEADLIGHTS
EV NEWS TPA UNVEILS 500TH EV CHANGING STATION The Toronto Parking Authority and Toronto Hydro have energized their 500th electric vehicle charging station, marking a milestone for what is now North America’s largest municipally owned EV charging network. The newest charger, located at Green P Carpark 504, went live on Nov. 5 and contributes to the more than 3,000 public charging stations across Toronto. TPA has led the network’s expansion since taking ownership in 2023, following Toronto Hydro’s installation and operation of the initial stations. “Purposeful expansion of our EV network is a catalyst for EV adoption across Toronto,” said TPA president Scott Collier. Toronto Hydro CEO Jana Mosley said reaching 500 stations reflects the strength of the partnership, noting the utility will connect more than 4,000 chargers at buildings and homes this year. collisionrepairmag.com/15771189
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IN THE HEADLIGHTS
EV NEWS GOVERNMENT INVESTS IN EV INFRASTRUCTURE The federal government is investing more than $10 million to expand electric-vehicle charging and support research aimed at making EV motors cheaper and more efficient. The announcement was made in Fredericton by Parliamentary Secretary David Myles on behalf of Energy and Natural Resources Minister Tim Hodgson. More than $9 million will flow through the Zero Emission Vehicle Infrastructure Program to install over 1,200 chargers in public spaces, workplaces, onstreet locations and multi-unit residential buildings, with most sites in New Brunswick, Alberta and Ontario. Another $1.4 million will fund a University of New Brunswick project developing magnetic materials for improved EV-motor performance. Officials said the investment will expand charging access, strengthen domestic innovation and help Canadians choose electric with confidence. collisionrepairmag.com/15773697
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>>> ON THE COVER
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Excellence Auto Collision – Midwest, where Almeida trains and works while preparing to represent Canada at WorldSkills Shanghai 2026.
BY GIDEON SCANLON
E
than Almeida is spending more time in transit than most collision technicians spend in paint booths. The 21-year-old technician at Excellence Auto Collision – Midwest has logged training sessions in Texas and California, along with extensive travel within Ontario, since winning national gold in auto body repair at the Skills Canada National Competition in Regina last May. More trips are scheduled before he represents Canada at WorldSkills Shanghai 2026 next September. The competition runs September 22 to 27, 2026, and will draw roughly 1,500 competitors from more than 70 countries to the National Exhibition and Convention Center in Shanghai. For Almeida, the nine months between now and then mark the most demanding training stretch of his four-year Skills career. “It’s usually one or two trips every quarter, depending on when the OEMs are offering training,” Almeida says. “We sign up whenever we can.” 16 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
“Competition forces you to understand what clean, accurate work actually looks like.” — Ethan Almeida
ON THE COVER
>>>
Ethan Almeida competes in auto body repair at the Skills Canada National Competition, where precision and adherence to OEM procedures are scored down to the smallest detail.
BW12#4 2025 | BODYWORX PROFESSIONAL 17
>>> ON THE COVER
Members of the Skills Canada auto body team during national-level competition.
“Skills taught me precision. Competition forces you to understand what clean work really means.” — Ethan Almeida
18 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
That training is not incidental. Bill Speed, who will coach Canada’s auto body team at WorldSkills, worked with Excellence Auto Collision to design a training routine that aligns Skills preparation with OEM programs as they become available. Speed has described the national field this year as “one of the strongest we’ve had in years,” underlining the level of preparation required to compete internationally. “He’s already completed training with Audi, Mercedes-Benz and Lucid Motors, and he’s working through Jaguar Land Rover and BMW as well,” says Mark Milson, director of operations at Excellence Auto Collision. “We’ve also partnered with Flatline Equipment to train on Car-O-Liner systems.” The Audi training in Milton focused on advanced welding procedures. Almeida has completed steel welding certification and will move into aluminum next. Excellence Auto Collision – Midwest’s 2,787-squaremetre (30,000-square-foot) facility serves as his home base, where he practices between trips and refines techniques under real shop conditions.
ON THE COVER
>>>
Ethan Almeida stands on the podium after winning gold at the Skills Canada competition in Regina.
“When you’re away for two weeks at a time, you feel it,” Almeida says. “You miss home.” Shanghai will be different. It will be his first trip to Asia, and more than a week will be taken up by competition activities alone. The final itinerary has not yet been released, leaving open questions about travel logistics and whether family members will be able to attend. “My family was ecstatic,” Almeida says. “The second my name was announced, my phone blew up. Ever since I started the Skills journey, they’ve been talking about coming to China.” The nerves have not arrived yet. “It’s an amazing opportunity, and it still hasn’t fully sunk in,” he says. “I don’t think the nerves will hit until a couple of weeks before.” That confidence is grounded in experience. Almeida’s path to Shanghai began almost by accident. He was working as a custodian at an autobody shop when he realized he wanted to learn the trade. That led to a Grade 12 co-op placement at Excellence Auto Collision through the Ontario Youth Apprenticeship Program, which allows high school students to earn apprenticeship hours while completing their education. About a month into the co-op, Milson and shop owner Peter Woo asked whether he planned to compete in Skills that year. “I didn’t even know what Skills was,” Almeida says. “They explained it to me.” A former hockey player, the decision came easily. “I’ve always been competitive,” he says. The 2022 competition was fully virtual, held under pandemic restrictions. Almeida signed up late, set up a corner in the shop and
BW12#4 2025 | BODYWORX PROFESSIONAL 19
>>> ON THE COVER
“We try to pass down experience, not just technical skills.” — Mark Millson
20 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
ON THE COVER
>>>
“When you invest in young people, the whole industry benefits.” — Mark Millson
went in with no real expectations. He won provincial gold and advanced to nationals, where he also took gold. The following years proved more challenging. In 2023, Almeida earned silver at the provincial level. In 2024, he returned to the provincial competition and finished with bronze. Those results made this year’s double gold — winning both provincials and nationals — especially meaningful. “Winning this year was a huge relief,” Almeida says. “I think I’d been spoiled by what happened early on.” For him, the appeal of Skills goes beyond podium finishes. “It’s a public way to prove yourself,” he says. “No one forces you to do it. You train because you want to.” That mindset carries into everyday shop work. “Skills taught me precision,” Almeida says. “Competition forces you to understand what clean, accurate work actually looks like.” Milson recognizes that shift because he experienced it himself. He won Canadian gold in 2004 and represented Team Canada at WorldSkills in 2005, placing seventh in Helsinki. That experience shapes how Excellence Auto Collision approaches apprentice development. “I have a version of the same conversation with every apprentice,” Milson says. “We encourage co-op students because Skills teaches life skills you can’t really learn anywhere else.” The support is structural as well as cultural. Founded in 1986, Excellence Auto Collision operates three locations with more than 5,575 square metres (60,000 square feet) of production space and has built its reputation around OEM certification and ongoing training. In 2024, the company’s Silver Star location joined the Bentley Motors Body and Paint Programme, requiring strict facility standards, specialized tooling and technician training. That infrastructure creates natural overlap between shop work and Skills preparation. “I’ll never forget representing Canada on the international stage,” Milson says. “It showed me what’s possible in this trade.” The program Excellence Auto Collision built around Almeida reflects that philosophy. “We try to do this for all our apprentices,” Milson says. “Passing down knowledge and experience matters. When you invest in young people, the whole industry benefits.”
“At this level, preparation and support make the difference.” — Bill Speed
Milson points to Almeida’s ability to absorb and apply information as a defining trait. “He’s very good at taking what he learns and putting it to use,” he says. “That willingness to learn stands out.” Almeida is already thinking about what comes next. He is realistic about the physical demands of the trade and where he wants to be long term. “In 10 years, I’d like to be managing, or running, a shop of my own,” he says. “I love being on the tools, but it’s hard on the body. I want to keep my passion intact.” Working alongside mentors who invested time in him shaped his view of the industry. “You can work as hard as you want,” Almeida says. “If no one’s guiding you, it’s hard to move forward.” His advice to young technicians is straightforward. “Find a shop that’s willing to support you,” he says. “Some places leave young people to figure it out on their own. The right crew makes all the difference.” Milson keeps his expectations for Shanghai grounded. “We’re incredibly proud he’s made it to the world stage,” he says. “That alone is a huge achievement. No matter the result, he’s already done exceptionally well.” Almeida agrees, even as he looks ahead. “I’d love to do the same for a co-op student one day,” he says. “Keep passing that torch.” First comes Shanghai.
BW12#4 2025 | BODYWORX PROFESSIONAL 21
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SAVE THE DATE: IBIS MIDDLE EAST 2026 TO DEBUT NEW VENUE AND CONFERENCE FORMAT IBIS Worldwide has announced IBIS Middle East 2026 will take place February 10–11, 2026 at The Avery at Conrad Dubai, introducing a new venue and updated conference format for the regional collision repair event. The conference will align with IBIS’s 2026 global theme, “Connecting Changemakers”, which was announced alongside the organization’s international conference calendar for the year. IBIS confirmed the Middle East event will adopt a revised structure featuring more focused content blocks, interactive discussions and networking opportunities tailored to the region’s collision repair and automotive sector. “The Middle East is one of the most exciting, dynamic and fast-evolving regions in the global collision repair market,” said Robert Snook, IBIS conference director. “With our new venue and a completely different, more dynamic format for 2026, IBIS Middle East is the perfect platform and environment for the Middle East’s collision industry changemakers to connect.” IBIS Worldwide has also launched an early bird registration offer
for IBIS Middle East 2026. The promotion will be available throughout December and allows organizations to register at a reduced rate ahead of the announcement of the full agenda and speaker lineup. The Dubai event is part of IBIS Worldwide’s broader 2026 international conference series, which will include multiple IBIS Experiences across key global regions. Each conference is designed to bring together decision-makers and industry stakeholders from the automotive collision repair sector. “Connecting Changemakers reflects the very essence of IBIS,” said Snook. “Our conferences are designed to bring together the leaders who are driving transformation across the global collision repair ecosystem. In 2026, we will continue to provide the place for high-level networking, knowledge sharing, and collaboration that leads to meaningful change.” IBIS confirmed the 2026 program will feature new venues and updated formats across its global calendar, alongside its established conference model.
For more information about IBIS Middle East 2026 early bird registration options, please contact: Emily Miles: emily@ibisworldwide.com Contact Louise Cooke at louise@ibisworldwide.com for all event-related enquiries. For partnership enquiries, contact Suzie Scott, IBIS Worldwide Head of Sales, at suzie@ibisworldwide.com or call +44 7545 068455. Full details of the IBIS 2026 calendar and registration information are available at www.ibisworldwide.com.
Worldwide Calendar 2026 February
10 - 11 March
23- 25 April
15 May
6 May
19-20
June
IBIS Middle East
5 June
IBIS USA
16 - 18
Connecting Changemakers: Türkiye
29 - 30
IBIS @ Automechanika Riyadh
21 - 22
IBIS @ Automechanika Istanbul
June
July
September
8 - 11
IBIS Mexico IBIS Global Summit IBIS Italia IBIS Australia IBIS @ Automechanika Frankfurt
October
20 - 21 TBC November
16 - 17
IBIS CEE IBIS @ Automechanika Dubai IBIS France
Further IBIS events will be announced soon – stay tuned for updates to the 2026 calendar.
Stay Connected For the latest updates, visit www.ibisworldwide.com or follow @IBISworldwide on LinkedIn and Twitter. Contact Louise Cooke at louise@ibisworldwide.com for all event-related enquiries. IBIS - Half page - Canada.indd 1 22 2026 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
17/11/2025 14:12
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>>> TRAINING EVENT
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C A N A D I A N S V I S I T 3M S K I L L S D E V E L O P M E N T C E N T E R BY WILLIAM SIMMONS
I
n December, a group of Canadian collision repair professionals completed a three-day paint prep and refinish course at 3M’s Skills Development Center, gaining hands-on experience with the techniques and processes that define modern OEM-compliant repairs. “Being part of the course with the shops gives you a real appreciation for how detailed today’s refinish processes have become,” said Brett MacNeil, senior account executive at 3M. “Everyone here is focused on doing the job correctly and consistently, and that’s what drives better outcomes in the paint department.” The 1,394-square-metre (15,000-squarefoot) facility opened in October 2023. The first classes actually began in June 2023. Seventy percent of the space is dedicated to workshop environments. At the heart of the centre sits a 10.7-metre (35-foot) GFS XL paint booth with three-stage filtration. It’s one of the largest automotive paint booths available and can accommodate 16 painters at once. The facility also includes 24 workstations equipped with electrical and
air service drops and a dozen welding stations, each with its own fume extraction hood. The centre occupies land that housed 3M’s first operations outside Duluth and Two Harbors. This marks more than a century of the company’s connection to St. Paul and the collision repair industry. Four Minnesota-based artists—Adam Turman, Rock ‘CYFI’ Martinez, Biafra and Wundr — created murals throughout the facility that reflect 3M history, local culture and the technicians the centre serves. The course began with paint shop fundamentals. Participants started with proper personal protective equipment requirements before moving to quality checks that ensure vehicles are ready for the booth. The focus then shifted to hands-on work. Technicians practiced feathering, priming and blocking techniques — foundational steps that determine final paint quality. Throughout the day, instructors reinforced how prep decisions directly affect downstream results. “In paint and refinish, small mistakes compound quickly,” said trainer Troy Knopik. “We stress that prep work isn’t just preparation — it’s the
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foundation of the entire repair. If it’s rushed or skipped, it shows in the final product.” Primer application occupied much of the remaining time. Technicians practiced different techniques for various repair scenarios. The group also worked through full-vehicle masking exercises that emphasized efficiency, material selection and cleanliness. Day two moved participants into the booth itself. The morning covered booth setup, spray gun adjustment and textured coating applications. From there, the course dove into colour selection, colour theory and tinting — topics that have grown increasingly complex as OEM finishes evolve. “Matching colour today isn’t just about finding the right code,” said trainer Mike Nelson. “It’s understanding variants, lighting, spray technique and how all of that works together. We want technicians to leave confident in their decision-making, not guessing.” The afternoon sessions focused on application work. Technicians spent extended time practicing sealer, basecoat and clearcoat techniques. The goal was building consistency and repeatability
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— critical skills when paint jobs need to meet OEM standards. Like the first day, this session concluded with a Plus/Delta evaluation. Participants reflected on what worked and what didn’t, discussing how those lessons would apply back at their shops. The final day addressed the finishing stages of paint work. Participants learned post-paint inspection techniques and blend preparation. They practiced spot repair methods with an emphasis on achieving invisible repairs that match factory finish standards. The course wrapped up with sessions on booth efficiency and paint finishing. These showed participants how to maximize throughput without sacrificing quality — a balance that defines successful paint departments. Training extended beyond the classroom and shop floor. On Thursday evening, the group attended an NHL game between the Minnesota Wild and Dallas Stars. The outing
gave technicians time to build relationships and continue conversations that started during the day’s sessions. “Training like this isn’t just about the tools or the products,” MacNeil said. “It’s about bringing people together, sharing best practices and raising the bar across the region. When these technicians go home, that knowledge goes with them — and it makes the industry stronger.” The Skills Development Centre represents 3M’s response to growing workforce challenges in collision repair. In its first year, the facility trained more than 1,100 attendees from 42 U.S. states and Canada. About 80 percent travelled from outside Minnesota and surrounding states. Since opening, the centre has hosted more than 55 events serving diverse groups: technicians, shop owners, OEM partners, distributors, performance groups and military personnel. The facility runs over 100 training sessions annually, all offering I-CAR credits.
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Two core programs anchor the curriculum: body repair and paint preparation/refinishing. Each summer, vocational-technical instructors from across North America attend intensive courses covering OEM repair procedures. The centre’s instructors bring more than 85 years of combined industry experience, including 60 years on the shop floor. Their courses emphasize OEM-approved repair procedures at a time when the industry faces a projected shortage of over 100,000 collision repair technicians by 2026. Industry research shows 34 percent of shop owners cite finding qualified technicians as their biggest challenge. The hands-on training complements 3M’s online Collision Repair Academy. Together, they help technicians stay current as vehicle technology and repair requirements continue to evolve. The facility’s modular layout allows it to adapt to different training needs and student groups, ensuring it can meet the industry’s changing demands. collisionrepairmag.com/15774189 BW12#4 2025 | BODYWORX PROFESSIONAL 29
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UNDER THE
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>>> TRAINING EVENT Jeff Pabst, president of Pfaff Autoworks.
P F A F F ’S E F F I C I E N C Y E D G E T R A I N I N G E V E N T
Robert Gargaro of Titanium Tools.
Kelly Roberts of BETAG Innovation.
M
ore than 70 technicians, apprentices and trainers packed into Pfaff Autoworks in Markham on October 23,2025 for a high-energy tech night that felt closer to a pit-lane scramble than a classroom. The Efficiency Edge workshop, hosted by Collision Repair and Bodyworx, drew repairers eager to sharpen real-world skills and get hands-on time with new tools. Jeff Pabst, president of Pfaff Autoworks, set the tone fast, reminding the crowd that “a large percentage of the industry is behind the times when it comes to repairing modern vehicles.” Moments later, the shop floor broke into rotating demo stations run by 3M, PPG, BASF, RUPES, SATA, Titanium Tools, Flatline, Caruk and Associates and Area22 Training. Trainers moved quickly. Panels moved quicker. One of the biggest draws of the night was Robert Gargaro of Titanium Tools, who ran a detailed glue-pull dent repair session. He stressed preparation and panel analysis, 32 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
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COLLISION REPAIR COLLISIONREPAIRMAG.COM
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“A large percentage of the industry is behind the times when it comes to repairing modern vehicles.” — Jeff Pabst
“No two dents behave the same way—depth, size and position all change your repair strategy.” — Robert Gargaro
“With all the new technology coming into this industry, there’s always stuff to learn at these events.” — Maddox Seacock 34 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
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telling the group that “no two dents behave the same way — depth, size and position all change your repair strategy.” Techs crowded close to watch him demonstrate differences between shallow impressions and deep, stretched metal. Across the shop, Kelly Roberts of BETAG Innovation led structured hands-on sessions on dent correction and damage evaluation. His message was simple: a careful plan saves hours of rework. Evercoat’s Randy MacLeod followed with reminders about filler use, cautioning techs not to spread lightweight
filler so thin that it sets before it can be shaped — a mistake that slows jobs and hurts finish quality. Vendor stations kept the energy high. RUPES ran live polishing demos. SATA walked attendees through airflow and spray-gun setup. Flatline and Area22 coached techs on metal movement and panel straightening, offering the kind of direct instruction that rarely happens during daily production. Between stations, techs compared techniques and asked rapid-fire questions about EV structures, ADAS calibrations, aluminium movement and
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OEM repair procedure changes. Younger technicians jumped into every demonstration, with one summing up the mood best: “With all the new technology coming into this industry, there’s always stuff to learn at these events.” A prize draw closed out the evening, sending Kevin Kazama, Owen Dale, Jen Tam and Riz Patel home with gear courtesy of event sponsors. But the bigger payoff was the reminder that modern collision repair demands constant upskilling. For many in the room, this was the most useful — and most fun — training night of the year. collisionrepairmag.com/15770183 BW12#4 2025 | BODYWORX PROFESSIONAL 35
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IN THE HEADLIGHTS
EVENTS YULE HOG:
BUDD’S COLLISION ANNUAL PIG ROAST Budds’ Collision Services welcomed the collision repair community to its annual holiday Pig Roast on Dec. 19, continuing a long-running tradition that blends seasonal celebration with industry connection and charitable giving. Held at Budds’ South Service Road facility in Oakville, the event brought together shop owners, technicians, suppliers and partners for an afternoon centred on food, conversation and community. Guests gathered around the signature slow-roasted pig and a spread of seasonal fare while reconnecting with colleagues ahead of the holidays. “It’s a Christmas celebration – but mostly it’s about Sam. Everyone who knew him knew he was special,” said Tom Langton, advisor at Consolidated Dealers. “He was feisty, kind-hearted and forward thinking.” Proceeds from the pig roast support the Sam Piercey Foundation alongside United Way, continuing Budds’ commitment to giving back both within the collision repair sector and the broader community. “Everyone has a responsibility to give back to their community. Suppliers, competitors, insurers and employees of past, present and hopefully future are here,” said Darryll O’Keefe, vicepresident of strategic business development at Fix Network. “Fix network has always been happy to support Budd’s initiative to support the legacy of Sam Peircey and the work he did for apprentices.” The Sam Piercey Foundation honours the legacy of Sam Piercey, a longtime industry advocate, former Budds’ Collision leader and former writer for Collision Repair Magazine. Piercey was known for his passion for storytelling within the trade and for championing opportunities for young people entering the industry. Following his passing, the foundation was established to carry that commitment forward by supporting apprentices and emerging talent pursuing careers in collision repair. “This is our way of giving back to the industry. Sam was such a titan and we have to keep his legacy alive and remember him any way we can. It’s been 10 years since his passing, but he’ll never be forgotten,” said J.R Martino, general manager at Budd’s Collision. Beyond the charitable focus, the event offered attendees time to network, share stories from the year and celebrate the resilience of an industry navigating ongoing change. collisionrepairmag.com/15774601 BW12#4 2025 | BODYWORX PROFESSIONAL 37
>>> IN THE HEADLIGHTS
EVENTS GRAND OPENING: SIMPLICITY CAR CARE NORTH YORK CENTRAL
Simplicity Car Care North York Central officially opened its doors on November 25, 2025 hosting a celebratory event led by owner Shanger Sinniah and franchise president Domenic Ieraci. During the event, visitors, including representatives from partner businesses and the general public, were introduced to staff during guided tours of the site. During these tours, company leaders outlined how the new centre fits into Simplicity’s broader network expansion plans. “Our goal is to create repair centres that make the work easier for technicians and the experience better for customers,” said Ieraci. “North York Central gives our team the environment, tools and systems they need to deliver dependable, high-quality results. It’s another location that reflects our commitment to the communities we serve.”
Domenic Ieraci and Shanger Sinniah cut the ribbon at the grand opening of Simplicity Car Care North York Central.
collisionrepairmag.com/15772860
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>>> FINAL DETAIL
IN THE HEADLIGHTS
EVENTS GOLFING FOR GOOD:
FIX AUTO SUPPORTS CHARITY GOLF EVENT Fix Auto Canada supported the Matthew Salsa Foundation’s annual golf tournament, which raised $70,000 for Ronald McDonald House Charities Canada. The funds will be used to support Ronald McDonald House Charities Canada programs that provide accommodations, meals and other services for families with children receiving medical treatment. These services are designed to help families remain close to hospitals during extended stays, reducing the financial pressure associated with travel and lodging. Ronald McDonald House Charities Canada operates programs across the country focused on easing the logistical and financial challenges families face while a child is hospitalized. Access to housing, meals and on-site support allows caregivers to focus on medical care while maintaining proximity to their child. The Matthew Salsa Foundation’s annual tournament serves as its primary fundraising initiative, with participation from industry partners contributing to the total raised each year. Proceeds from the most recent event were directed entirely to Ronald McDonald House Charities Canada in support of its national programming. Through its involvement in the tournament, Fix Auto Canada contributed to funding services that support families during periods of medical care. The $70,000 donation will be distributed across RMHC Canada’s programs in line with organizational priorities. Kristine Moshonas, associate vice-president of marketing and communications at Fix Network World, acknowledged the effort in a LinkedIn statement, writing, “Great job team!” collisionrepairmag.com/15774795
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>>> IN THE HEADLIGHTS
EVENTS
CELEBRATING SUCCESS
A MAJOR MILESTONE FOR THE PELLICCIOTTA AUTOMOTIVE GROUP Pellicciotta Automotive Group marked its 30th anniversary with a company picnic honouring its team, reflecting on three decades in business, and looking ahead to the next chapter of growth. The event brought together staff from CARSTAR Oakville West and AUTOPRO Oakville to recognize milestone anniversaries, say thank you, and share what’s next for the organization. “The day was all about recognizing our amazing team — celebrating milestone anniversaries, saying thank you, and sharing what’s next for our group,” said owner Lorenzo Pellicciotta. Pellicciotta also reflected on the company’s journey since opening CARSTAR Oakville West in 1995. From the shop’s early days with a small team of technicians to its evolution into a full-service repair operation, Pellicciotta Automotive Group has remained focused on delivering quality repairs, investing in its people, and embracing change across the industry. That commitment to innovation was echoed in a major announcement during the event — a 325-squaremetre (3,500-square-foot) expansion planned for CARSTAR Oakville West and AUTOPRO Oakville. The development will include a new paint booth, aluminum repair room, and enhanced EV service and calibration capabilities. As the celebration came to a close, Pellicciotta left the team with a message of gratitude and optimism: “Our past gave us a strong foundation, our present is proof of our strength, and our future is bright because of all of you.” collisionrepairmag.com/15768805 40 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
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>>> INDUSTRY INSIGHTS: ADAS
Universal ADAS
CALIBRATION SHIFTS FROM DEBATE TO NECESSITY
A S E M A PA N E L A R G U E S I N C O N S I S T E N T C A L I B R AT I O N S ARE NOW A SAFET Y AND LIABILIT Y RISK BY GIDEON SCANLON
A
panel discussion at the 2025 SEMA Show revisited a growing concern in collision repair: vehicles leaving shops with ADAS systems that appear functional but may not be properly calibrated. The session took place November 6, 2025 and featured Andy Dingman and Michael Giarrizzo of the Society of Collision Repair Specialists along with Bud Center of I-CAR. The discussion centred on “Driving Down Costs, Driving Up Safety: The Economic Benefits of Universal ADAS Servicing,” a white paper co-produced by Ascential Technologies and released in September 2024. The paper examines why proper ADAS calibrations remain inconsistent across the industry and documents the safety and economic consequences of this calibration gap. Dingman said the need for the discussion itself reflects a persistent problem. “It’s hard to believe we’re talking about the necessity of doing calibrations. I think that comes down to ignorance and a lack of training. Ignorance is no defence when it comes to calibration,” he said. The white paper calls for universal standards around ADAS calibration. It documents how improper or incomplete calibrations can degrade system performance without triggering warning lights or fault codes. The paper argues that calibration should be treated as a safety-critical validation step, not a procedural formality. “The study was profound in what it revealed,” Dingman said.
Andy Dingman, Michael Giarrizzo and Bud Center.
Center said the research aligned with what I-CAR has seen through training and field experience. “It’s interesting to me — it didn’t reveal anything we don’t know,” he said. “It’s why we [at I-CAR] created an ADAS technician role and all the online curriculum and hands-on training.” One key finding addresses how much trust drivers and repairers place in ADAS systems once a vehicle leaves the shop. “People don’t understand how trusting these systems are,” Center said. Giarrizzo added that this trust is often reinforced by the absence of obvious warning signs. “People think, there’s no dash lights on so there’s not a problem,” he said. The white paper documents that 88 percent of ADAS calibrations were missed by body shops in a 2020 study. Only about 12 percent of Model Year 2020 vehicles equipped with automatic emergency braking were being recalibrated at all. More alarmingly, less than 10 percent of vehicles were even scanned to help diagnose electronic systems issues in 2018. That figure rose to only 15 percent in 2022. More than half of survey respondents in 2024 reported persisting issues with ADAS features after repairs. Post-repair issues were more common if the repairs were performed at independent repair shops than dealership service centres. The white paper outlines specific examples of how calibration errors affect performance.
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COLLISION REPAIR COLLISIONREPAIRMAG.COM
KEY TAKEAWAYS •A DAS systems can appear functional while operating out of specification •C alibration gaps expose shops to safety and legal risk •U niversal standards are increasingly seen as unavoidable
In one Insurance Institute for Highway Safety study, a camera for automatic lane-keeping in a 2016 Honda Civic was intentionally misaligned by 0.4 degrees to the left. The vehicle misperceived the distance to the lane line by 15 centimetres (six inches) on one side and 38 centimetres (15 inches) on the other. When the camera was misaligned by 0.6 degrees, that faulty distance increased to 69 centimetres (27 inches). The same study demonstrated that a 0.2-degree difference in camera alignment, for a vehicle travelling at 40 kilometres per hour (25 miles per hour), was the difference between timely and untimely deployment of automatic emergency braking and ultimately an impact with a front obstacle or not. Environmental factors during calibration also affect outcomes. The white paper notes that
INDUSTRY INSIGHTS: ADAS
“Ignorance is no defence when it comes to calibration.” — Andy Dingman
OEMs require calibrations to be performed on a floor with a slope of less than one degree in any direction. According to one vehicle manufacturer’s study, when a calibration was conducted on a floor with a 1.5-degree pitch, emergency braking systems would fail to timely deploy thereafter. The paper points to gaps in training, equipment and process discipline as reasons calibrations are sometimes skipped or performed incorrectly. ADAS recalibration is generally required if an ADAS sensor or sensor mounting part was removed or replaced. However, repair shops often lack the necessary equipment, expertise or awareness to recalibrate when simply removing a part that doesn’t obviously support ADAS functionality. Center said the challenge is growing as technology evolves. “When you think about the fact that they’re projecting the ADAS industry will be worth US$50 billion by 2030, there’s going to be a lot [of new systems to learn] out there,” he said. The white paper examines the economic impact across stakeholders. For consumers, properly calibrated ADAS significantly reduces crash rates. Vehicles with automatic emergency braking and forward collision warning have 50 percent fewer rear-end collisions. Studies show vehicles with properly functioning ADAS have significantly fewer crashes and lower insurance losses compared to vehicles without these systems. AAA research found that incorporating ADAS repairs and calibration adds approximately 37.6 percent to total repair bills. However, the white paper argues this cost is offset by crash prevention. NHTSA calculates that mandating automatic emergency braking in all light-duty vehicles would save at least 362 lives and mitigate 24,321 non-fatal injuries annually. The AAA Foundation for Traffic Safety estimates current ADAS technology would prevent 37 million crashes, 14 million injuries and 250,000 deaths over the next 30 years. For insurance providers, the lack of consistent calibration potentially costs millions. Between 2013 and 2022, U.S. auto insurers experienced claim payouts increase from US$96 billion to
US$105 billion for personal and commercial auto insurer liability. The white paper notes that properly functioning ADAS leads to double-digit decreases in insurance claims for collisions, property damage liability, bodily injury liability, medical payment coverage and personal injury protection per vehicle year. The average settlement for car accidents involving physical injuries was US$29,700 between 2015 and 2020. With 2.38 million traffic accidents in 2022 alone, properly calibrated ADAS could save insurers millions in liability claims by reducing collisions. Auto insurers have also paid out more than US$1.10 in legal defence fees for every US$1 in premiums collected in 2023. The white paper argues that properly calibrated ADAS technologies can help cut legal defence fees by preventing incidents before they occur. For automakers, the calibration gap represents lost revenue opportunities. Front bumper sensor and camera replacements alone cost between US$500 and US$1,900. With ADAS quickly becoming standard in millions of vehicles, potential profit from servicing vehicles with ADAS parts could reach hundreds of millions. The white paper also examines legal exposure. In Lommatzsch v. Tesla, a driver was injured during a collision when her Tesla’s Autopilot mode was engaged. The car had been serviced, including sensor replacement, shortly before the crash. The driver assumed the car would deploy forward collision braking automatically to prevent a collision, but it did not. Both Tesla and the repair shop were sued. The paper notes that repair entities are beginning to face legal exposure for improper repairs that lead to injury. This situation could become much more common as ADAS-equipped vehicles further penetrate the market. For service centres, ADAS calibration represents significant new revenue opportunity. Since calibration can be billed as a separate line item, with charges averaging a few hundred dollars, the current calibration gap could translate to thousands of dollars in potential daily revenue. Offering calibration as part of routine maintenance could bring customers back more regularly between collision events. The white paper predicts the ADAS calibration market may top US$50 billion by 2030, with the calibration equipment market alone rising to US$1 billion in value by 2033. The calibration industry will need more equipment and more trained technicians skilled in sensor alignment and software calibration, potentially creating thousands of new manufacturing and technician jobs. Center said understanding what calibration actually involves is critical. “People need to
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understand what is required [to do calibrations] correctly,” he said. The white paper emphasizes that diagnostic scans alone cannot verify proper calibration. Physical testing and validation against OEM specifications remain essential. Calibration requirements vary significantly between brands and even within an OEM’s model lineup. Tools and equipment are often unique to specific manufacturers and not interchangeable. Pre-calibration requirements can include workspace dimensions, surface levelness, lighting control and vehicle preparation steps that many technicians may not anticipate. Some procedures require four-wheel alignments to be completed before radar sensor calibration can begin. Others mandate specific ambient temperature ranges or require mirrors and windshields to be completely clean of any residue.
“People don’t understand how trusting these systems are.” — Bud Center The regulatory landscape is also shifting. NHTSA’s 2024 final rule requires automatic emergency braking with pedestrian detection up to 100 kilometres per hour (62 miles per hour) on all new light vehicles by September 2029. As these systems become mandatory, proper post-repair calibration becomes even more critical to maintaining their effectiveness. The white paper recommends performancebased standards that allow for innovative technologies while preserving ADAS performance and safety. This could include the development of advanced, automated calibration systems that enhance precision, reduce human error and ensure reproducible outcomes beyond traditional manual methods. Panelists agreed the white paper aims to push the industry toward clearer expectations and better education as ADAS becomes standard across more vehicles. Without that shift, they said, systems designed to improve safety risk becoming a hidden liability after collision repairs. “Universal ADAS calibration is more than a safety measure,” the white paper concludes. “It is an economically sound investment in public well-being, industry sustainability and long-term cost reduction.” collisionrepairmag.com/15774200 BW12#4 2025 | BODYWORX PROFESSIONAL 43
>>> INDUSTRY INSIGHTS: SUSTAINABILITY
WHY SUSTAINABILITY IS BECOMING A SHOP
SURVIVAL ISSUE
B A S F A N D I - C A R F R A M E E F F I C I E N C Y A S T H E R E A L E N V I R O N M E N TA L W I N Jeff Wildman and Jason Black. BY GIDEON SCANLON
S
ustainability in collision repair is increasingly being framed as a business and operational issue rather than a purely environmental one, according to Jeff Wildman, automotive aftermarket industry expert at BASF, and Jason Black of I-CAR, who spoke during the SEMA Show session “The Next New Thing: Sustainability in Collision Repair” on November 5, 2025. The speakers discussed how collision centres can reduce costs, improve efficiency and prepare for tighter regulatory and OEM expectations while maintaining repair quality, recasting environmental measures as practical shop management tools. Wildman said business viability comes before environmental initiatives. “When we start talking about sustainability, the first questions are, ‘Is your business sustainable? Will it be here in five years?’” The goal is to support current operations while preparing for increasing vehicle complexity and stricter regulations, according to Wildman. “We’re looking at how a collision centre becomes sustainable — how they’re doing what they’re doing today while setting themselves up for the future.” Black said the terminology around sustainability often confuses shop owners and technicians. “Some people hear terms like eco-friendly practices or optimizing your resources and
KEY TAKEAWAYS think you’re being asked to do something off-the-wall.” Most sustainability measures are just efficient shop management that improves the bottom line, he added. “If you’re saving materials, you’re saving time, saving money and improving the process.” Material efficiency offers shops an easy starting point, according to Wildman. Lower material use cuts costs and waste while improving repair speed. He pointed to BASF’s collaboration with 3M on a process that refines workflow without requiring equipment changes. “We’re not changing the tools and materials. We’re changing the process to make you more efficient,” Wildman said. The approach was developed by asking shops about their daily challenges. “We sat down with bodyshops and asked what it really takes to prep a vehicle for refinish. What are the issues you’re seeing at the shop level?” European shops have already adopted similar standardized workflows driven by sustainability targets, Wildman noted. Product selection can deliver similar benefits. Wildman highlighted BASF’s Glasurit 100 Line refinish system, which the company markets for both productivity and sustainability. The system uses less material than other paint lines while reducing VOC emissions per repair. Spray gun and coating improvements have
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•M aterial efficiency directly improves margins •E nergy use in paint operations is a major cost lever • OEM sustainability targets are moving downstream to repairers
dramatically reduced waste over the years, according to Black. Older siphon-fed guns put only about 20 percent of paint onto vehicles. “It took a gallon of paint to do what you can do with a quart now,” he said. Energy consumption represents another major cost-saving opportunity. Paint shops account for roughly 70 percent of a body shop’s energy use, largely due to spray booths cycling through heating and cooling throughout the day, Wildman said. Even minor product adjustments add up, according to Black. Baking clearcoat at a lower temperature for less time saves significant money. Wildman outlined manufacturing changes BASF is making that could eventually affect shops. The company’s chemcycling process converts old tires into raw material for new
INDUSTRY INSIGHTS: SUSTAINABILITY
“Is your business sustainable? Will it be here in five years?”
That pressure is building. Wildman described BASF’s eco assessment tool, which measures shop energy use, emissions, material efficiency and waste, then benchmarks facilities against peers. The tool provides specific recommendations for meeting OEM — Jeff Wildman sustainability requirements. Insurers and automakers worldwide are coatings, addressing a disposal challenge setting sustainability targets that include while cutting emissions by up to 40 percent. their repair networks, according to Wildman. The finished coatings perform identically to “They’re looking at cutting scope three standard products. emissions — which means working with BASF also produces biomass balance products bodyshops.” by replacing petroleum inputs and fossil energy Scope three emissions are the indirect with renewable materials and green energy. The emissions in a company’s supply chain, manufacturing change can reduce emissions including from repair facilities. by up to 65 percent without altering what At least one automaker already mandates arrives at shops. “There’s no difference in the waterborne paint for certified repairers. can. It’s all about the manufacturing process,” “It’s a step — a small one — but it is a Wildman said. step,” Wildman said. These approaches already help BASF meet Meeting these evolving demands will environmental regulations as a chemical require adaptable technicians, according manufacturer, and similar requirements will to Wildman. “We need technicians who likely extend to collision repairers. “In the know how to fix today’s cars, and the ones future, we’re going to see the same sort of from next year and the year after that.” thing hit bodyshops. This is going to help Industry training organizations have warned ai1673372384116_Carcones_COLL_AR_HalfPage_7125x475_FIN copy.pdf 1 2023-01-10 lower your emissions and reach your targets.” that technician shortages and skills gaps
CARCONE’S C
>>>
“If you’re saving materials, you’re saving money.” — Jason Black remain among the largest structural risks facing collision repair. Quality data is essential for any technology investment to deliver value, Wildman noted. “All we hear about today is AI, but AI is worth zero without good data.” California’s environmental standards will likely drive product development nationally, he added. “You’re going to see a lot of new products launch in California. Then you’ll see them adopted in other places, because they’ll also be better products.” Both speakers emphasized that sustainability measures must deliver operational improvements or cost savings to gain traction. The practices most likely to succeed reduce expenses, speed up repairs and help shops meet incoming regulatory and OEM requirements.
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>>> INDUSTRY INSIGHTS: ALIGNMENT & MEASURING
WHY THREE-DIMENSIONAL MEASURING IS NOW
foundational
S E M A P R E S E N T E R S S AY S T R U C T U R A L A C C U R A C Y D E P E N D S O N F U L L- D I M E N S I O N A L V E R I F I C AT I O N Ruben Castorena and Anton Verwijst.
BY GIDEON SCANLON
T
hree-dimensional computerized measuring is a foundational step in structural collision repair, not an optional add-on, according to Ruben Castorena, an instructor with Chief Automotive Technologies, and I-CAR’s Anton Verwijst during an interview session on the Collision Repair and Refinish Stage at the 2025 SEMA Show in November. Castorena opened by telling attendees new vehicle development have changed structural expectations across the industry. “Today’s vehicles have evolved so much in the past ten years — with new materials, electronic suspension and ADAS. That means it’s very important that we put the vehicle back to its correct dimensions because other systems rely on that.” Verwijst said computerized measuring is the only reliable method when structural components are involved. “I’m a firm believer that 3-D measuring is the only way to go when you’re changing structural parts or checking the structure of a car.” Castorena said today’s computerized measuring systems give technicians a clearer picture of how a vehicle’s structure changes throughout a repair. He noted that the equipment tracks height, width and length simultaneously and produces printed reports before and after the work is completed. More importantly, it
shows how those dimensions shift while the vehicle is being pulled. Castorena added that the same capability applies to driver-assistance components. “You can also use it to measure ADAS sensors. A lot of these sensors are symmetrical, but some are asymmetrical.” The presenters noted that modern repair tolerances have tightened sharply with computerized systems — in some cases to less than one millimetre — and said that level of precision makes three-dimensional measuring a practical requirement for safe repairs on late-model vehicles. Castorena stressed that accuracy begins with a stable setup. “When you measure a vehicle, all measurements should start from the centre section — so having an anchored vehicle will give you the most accurate measurements.” Verwijst compared the process to construction. “Setting up your base for the measurement system is like building a house. If you don’t have good foundations, the measurements won’t be accurate.” Castorena told technicians to select undamaged points whenever possible. “When you start measuring the base, you want to use four undamaged control points when possible,” he said. “There might be a scenario where there’s damage to the centre section, but three good
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KEY TAKEAWAYS •M odern vehicle tolerances demand millimetre-level accuracy •S tructural and ADAS systems depend on correct dimensions •R eal-time measurement reduces downstream alignment issues
“3-D measuring is the only way to go when you’re changing structural parts.” — Anton Verwijst
INDUSTRY INSIGHTS: ALIGNMENT & MEASURING points will still be useful. You’ve got to make sure the control points are within tolerance.” Verwijst said an off-spec centre section changes the order of repair but not the outcome. “If you have a centre base that’s off, it doesn’t mean you can’t repair the car… until you get the centre section, you’re not going to get accurate readings. Base first and everything else from there.” Both speakers stressed that collision energy travels beyond visible impact. Castorena noted that “cars are designed to absorb energy, so damage to the front bumper can travel down to the back rail. You can’t just measure the damaged area.” He said three-dimensional systems help identify issues technicians might not see otherwise. “If a vehicle did sustain indirect damage, by measuring the non-impact side, we can identify it… it also lets you see if there was prior damage.” Castorena added that computerized systems allow technicians to expand monitoring anywhere on the vehicle. “There is no limit on the maximum number of measure points you can create.” Verwijst said the documentation generated by 3-D systems is valuable long after repairs are finished. “Documentation is great… it’s good if there’s problems after the repair.”
>>>
“Other systems rely on those dimensions being correct.” — Ruben Castorena He encouraged technicians to widen their inspection when needed. “If you’re measuring something, keep measuring out until there’s a problem.” Castorena contrasted computerized measuring with traditional point-to-point tools. “If you use a point-to-point system, it’s best to use a reference guide… but you’re not going to get height measurements. That’s the only problem with a point-to-point system.” Verwijst warned against relying on simple mechanical checks to sign off structural work. “Don’t use your tram bar for your final repair.”
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The presenters linked accurate measuring to faster downstream work. Castorena said preparatory checks improve alignment efficiency. “By doing your steering and suspension alignment, you’re going to make it more accurate and quicker to get wheel alignments.” He added that uncovering structural issues early prevents surprises later in the process. “We want to uncover all the possible damage so that when we’re done with the vehicle and it goes to alignment it’s not going to get rejected.” collisionrepairmag.com/15773977
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>>> INDUSTRY INSIGHTS: ADAS
Why ADAS calibrations pass AND VEHICLES STILL LEAVE UNSAFE
A U T E L A N D I - C A R S AY P H Y S I C A L S E T U P I S S U E S D R I V E M O S T F A I L U R E S Scott VanHulle, Stewart Peregrine and Eric Sponhaltz.
BY GIDEON SCANLON
A
car can leave a bodyshop with no fault codes, drive straight off the lot and still be unsafe. That was the warning delivered during The Real ADAS Blindspot – Why ADAS Calibrations Fail, a session at the SEMA Show moderated by I-CAR’s Scott VanHulle on November 4, 2025. VanHulle interviewed Autel’s Stewart Peregrine and Eric Sponhaltz about reasons vehicle calibration failures. The pair’s message to the collision industry was straightforward: scanning technology has evolved faster than the repair process supporting it and calibration failures are being treated as software problems when they are overwhelmingly physical ones. Autel’s internal data shows its equipment supports an average of 250,000 ADAS calibrations each month. Around 2,400 of those cases require technical assistance. Peregrine said the calls are rarely caused by tool failure. “Most of the time, the system is communicating properly. The issue is the set-up—sensor angles, floor levels, lighting. Technicians are passing calibration without correcting those conditions first,” he said. VanHulle argued that modern safety systems are exposing long-standing weaknesses in the way shops judge repair quality. Sensors do not simply need to be present; their mounting must be at precise angles verified through measurement. “If the vehicle structure isn’t straightened properly, nothing else will be right,” he said.
“And ADAS amplifies those small errors. You can have ‘green’ alignment specs that are still pointing the system in the wrong direction.” Instead of addressing root causes, technicians are sometimes unknowingly working around them. Peregrine pointed to radar systems being passed through calibration by raising the target stand to compensate for mounting errors. “Any time you have to raise the stand to get the calibration to go through, that’s a red flag,” he said. “You should be taking that bumper off and fixing the mount.” Many bodyshops make use of print-at-home targets to reduce the cost of calibration procedures. This practice also received criticism from the duo. Peregrine stated that minor deviations in pigment and gloss can degrade a calibration even when the diagnostic report shows success. “There’s a significant risk when you print your own targets,” he said. “The black has to meet exact specifications. If it’s off, the repair won’t be reliable.” The panel emphasized that environmental conditions are just as crucial. Lighting changes throughout the day affect how camera systems interpret digital targets. Sponhaltz explained that Autel has begun integrating lighting sensors to compensate for inconsistent shop environments. “Shops don’t have perfect lighting at nine in the morning and they don’t have perfect lighting at three in the afternoon,” he said. “Our
48 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
KEY TAKEAWAYS •C alibration failures are often physical, not software-related •E nvironmental conditions affect calibration accuracy •M easurement validation is critical before calibration
sensors adjust the brightness so calibration happens under consistent conditions.” According to the presenters, the solution to this problem lies in treating calibration as a physical validation process guided by measuring technology — not as a button-driven software procedure. Sponhaltz noted that newer optical systems measure wheel alignment, floor pitch and sensor angles before allowing technicians to proceed. “Our cameras capture the vehicle in 360 degrees and measure the frame angle to meet OEM specs,” he said. “The technician can’t move forward until the numbers are correct.” VanHulle said the industry’s focus on reimbursement debates misses the point. “From a collision repair standpoint, the question shouldn’t be who pays for the procedure,” he said. “The question is whether the system is out of specification.” collisionrepairmag.com/15773719
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>>> INDUSTRY INSIGHTS: PDR / NON STRUCTURAL
HOW GLUE PULLING IS
expanding repairability
K E C O D E M O N S T R AT E S L E S S I N VA S I V E A LT E R N AT I V E S T O R E P L A C E M E N T Chris White and T.J. O’Rourke. BY GIDEON SCANLON
D
uring a November 4, 2025 presentation at the 2025 SEMA Show, Chris White, president of KECO Body Repair Products, discussed the growing role of glue pulling and other paintless dent repair techniques in improving vehicle repairability. “A lot of the work we do is meant to convince people these sorts of repairs are possible,” he told moderator T.J. O’Rourke of I-CAR on the Collision Repair & Refinish Stage. White said many technicians remain unaware of how much modern glue-pull systems can now repair. “A lot of people simply don’t believe they are,” he added. White noted that when KECO first entered the paintless dent repair space, the company promoted “a clean, non-invasive repair,” but many technicians were unsure how far the approach could go. “When you introduce something that’s different, the culture change required to get people to feel comfortable with it requires them to see it demonstrated overand-over again,” he said. Today, he explained, the company’s focus is on showing what
is realistically repairable, not just offering equipment. Much of the discussion centred on avoiding replacement when panels can be restored. White called conventional replacement “an invasive way of fixing a vehicle” and pointed to aluminum as a material that can tear when strained using traditional methods. He said larger glue-pull tabs distribute load more safely, allowing metal to be moved without the ripping that aluminum is susceptible to. According to White, these tools are helping “unlock repairability” by freeing metal in areas once considered too stiff or damaged to fix. A slide shown during the session highlighted the use of lateral tension for heavy pulls, describing it as a precise method for severe damage. White said the technique restores movement to damaged panels before structural or cosmetic work begins. “These dents tend to lock up on you,” he said. “This helps you unlock it.” He added that KECO’s training emphasizes unlocking stressed metal first, rather than relying on familiar sequences.
“These dents tend to lock up on you.”
KEY TAKEAWAYS •G lue-pull systems reduce invasive panel replacement • L oad distribution improves aluminum repair outcomes •P ortable systems increase shop flexibility
“A lot of people simply don’t believe these repairs are possible.” — Chris White White also pointed to the growing mobility of repair tools. Portable pulling towers, he said, allow shops to create “a light-duty frame rack anywhere you want it in the shop,” adding that KECO’s systems are designed for flexible setups. “Everything is mobile. The way our repair process works, I think there’s a lot more flexibility.”
— Chris White collisionrepairmag.com/15773460 50 BODYWORXMAG.COM | BODYWORX PROFESSIONAL
>>> INDUSTRY INSIGHTS: ESTIMATING
AI INTAKE TOOLS MOVE ESTIMATES
UPSTREAM
S O L E R A S AY S G U I D E D P H O T O C A P T U R E C U T S D AY S F R O M T H E R E PA I R C Y C L E Bill Brower and Danny Gredinberg.
BY GIDEON SCANLON
A
I technology is giving collision repair facilities the opportunity to save days of production time before vehicles ever reach a technician, Solera senior vicepresident Bill Brower told moderator Danny Gredinberg, a Database Enhancement Gateway representative, during a presentation at the 2025 SEMA Show in Las Vegas on November 4. Brower said many shops still rely on an outdated intake routine. Customers wait for insurer approval, book appointments days out, drive to the shop only to schedule repairs later. “For a customer to get an estimate and get their car scheduled, it might be five to seven days,” he said. He called that delay “a wasted opportunity” for both the shop and the customer. Solera is pushing guided photo capture as a way to shortcut that timeline. Brower said the system generates an AI-supported estimate in minutes, even if someone without technical training takes the photos. “Anyone — even someone on the administrative side — goes out and takes a few pictures for AI estimating,” he said. “The estimator then reviews it for about five minutes.” Brower said the effect for bodyshop technicians is simple: it allows them to spend less time documenting and more time planning repairs. According to Brower, the system also improves
as shops use it. “The accuracy improves with each estimate,” he said. That, he argued, makes AI more of a tool for technicians and administrators than a replacement for them. “It won’t take the place of talented people,” he said. “It helps talented people be even more efficient.” Gredinberg said a faster intake gives staff room to communicate properly with a customer instead of rushing through paperwork and photos. The time saved becomes time spent managing expectations. “You can focus more on the conversation with the client,” he said. He added that talking through a repair plan has value shops often overlook. Brower highlighted one Canadian collision centre that has adopted the model, reporting a 17 percent increase in sales, a 25 percent reduction in cycle time and a 34 percent drop in non-drive cycle time. He said the shop also boosted customer satisfaction and reached insurer incentive benchmarks other locations could not. “Not only did cycle times decrease, but customer satisfaction scores increased as well,” he said. The shift now extends beyond the shop doors. Brower said recent developments allow customers to complete intake from home using a guided photo app.
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KEY TAKEAWAYS •G uided photo capture accelerates the intake process • AI improves estimating accuracy over time • F aster intake improves customer communication
“It might be five to seven days — that’s a wasted opportunity.” — Bill Brower
INDUSTRY INSIGHTS: ESTIMATING
>>>
“It won’t take the place of talented people.” — Bill Brower
“If they want to take pictures, the shop can send a link that walks them through the process,” he said. After submitting photos, customers receive an estimate and can book a repair before ever arriving at the bodyshop. Still, Brower said adoption depends on consistent use among appraisers and managers. He warned that many shops abandon new tools too early. “You have to test and learn,” he said. “We’re creatures of habit… you’ve got to stay the course.” Gredinberg shared the same outlook, noting that each iteration pushes the technology further. “I believe it’s the future,” he said. “There’s room for it to get even better.” collisionrepairmag.com/15773346
Audatex|Solera images courtesy of rts.i-car.com/i-car-sema-2025
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INDUSTRY INSIGHTS: HEALTH AND SAFETY
>>>
EV repairs DEMAND
NEW SAFETY DISCIPLINE
TRAINING AND PPE REMAIN CRITICAL A S ADOPTION RISES Joel Dufkis and Joshua Linton.
BY GIDEON SCANLON
W
hen it comes to electric vehicle repairing at collision centres, there are significant safety concerns that can only be mitigated through training and investing in proper equipment, Joel Dufkis (right), an EV and ADAS instructor with I-CAR, and Joshua Linton (left), the EV manager for Midtronics EV Collision Solutions, said during a presentation held during the 2025 SEMA Show on November 4. Linton, who said his work centres on providing EV safety solutions as adoption continues to rise, says many of these questions don’t have clear answers because of a lack of consistency in EV design and the rapid pace of technological change. As a result, the priority for collision business owners should be to provide technicians with “the right tools to ensure they are done safely and can be done with confidence.” As technicians begin working on electric vehicles, he said “a lot of questions come up.” One of the most immediate is whether collision damage can create a situation “where there is a risk these cars move by themselves,” something no technician wants to encounter. He went on to explain that this risk can be mitigated by thoroughly examining a vehicle prior to allowing it inside a shop. Another concern is whether conductive exterior surfaces may become electrified after a collision. Linton pointed to the role of a
surface-voltage testers, tools that determine whether a conductive plate is live. “If there is voltage on a plate, it’ll turn red and start to vibrate,” he said. He described it as a basic but essential part of EV PPE. Dufkis said the starting point for safe EV repairs is understanding the technology built into modern vehicles. “We need to know what’s going out into cars in order to repair them,” he said. This includes following OEM procedures and conducting an initial inspection before bringing a vehicle into the shop. He stressed that technician confidence “depends on training.” Many participants in I-CAR’s courses arrive unsure of themselves, he said, “because they haven’t had much experience,” but their confidence grows as they progress through training. With EVs still new to the industry, Dufkis said “everyone needs training to repair EVs safely and effectively.” The required PPE is straightforward but non-negotiable. Dufkis listed a rescue or safety hook “in case something happens,” high-voltage gloves to insulate technicians from electrical energy and insulated tools for any activity involving high-voltage cables. “You need to have the stuff on hand and know how to use it,” he said, emphasizing the importance of testing equipment before use. He also highlighted the need to control the workspace. “By blocking EVs off and putting up signage around them, you keep everyone
KEY TAKEAWAYS •E V repairs introduce new electrical hazards •P roper PPE is essential and nonnegotiable •W orkspace control reduces risk during EV repairs
aware of what is going on,” he said. That level of precaution aligns with most OEM expectations. Dufkis also pointed to the charge port as the area where technicians are most likely to interact with high-voltage cabling during repairs. Locations vary, he said, but “they’re all in easy spots to get hit in an accident.” I-CAR provides EV and ADAS training programs designed to prepare technicians for emerging vehicle technologies. Midtronics EV Collision Solutions develops diagnostic and safety tools for high-voltage vehicles and works with OEMs to ensure technicians can assess EVs safely and consistently.December 2, 2025 Toronto, Ontario -- When it comes to electric vehicle repairing at collision centres, there are significant safety concerns that can only be mitigated through training and investing in proper equipment, Joel Dufkis (right), an EV and
BW12#4 2025 | BODYWORX PROFESSIONAL 55
>>> INDUSTRY INSIGHTS: HEALTH AND SAFETY
“You need the right tools to do this safely.” — Joshua Linton ADAS instructor with I-CAR, and Joshua Linton (left), the EV manager for Midtronics EV Collision Solutions, said during a presentation held during the 2025 SEMA Show on November 4. Linton, who said his work centres on providing EV safety solutions as adoption continues to rise, says many of these questions don’t have clear answers because of a lack of consistency in EV design and the rapid pace of technological change. As a result, the priority for collision business owners should be to provide technicians with “the right tools to ensure they are done safely and can be done with confidence.” As technicians begin working on electric vehicles, he said “a lot of questions come up.” One of the most immediate is whether collision damage can create a situation “where there
is a risk these cars move by themselves,” something no technician wants to encounter. He went on to explain that this risk can be mitigated by thoroughly examining a vehicle prior to allowing it inside a shop. Another concern is whether conductive exterior surfaces may become electrified after a collision. Linton pointed to the role of a surface-voltage testers, tools that determine whether a conductive plate is live. “If there is voltage on a plate, it’ll turn red and start to vibrate,” he said. He described it as a basic but essential part of EV PPE. Dufkis said the starting point for safe EV repairs is understanding the technology built into modern vehicles. “We need to know what’s going out into cars in order to repair them,” he said. This includes following OEM procedures and conducting an initial inspection before bringing a vehicle into the shop. He stressed that technician confidence “depends on training.” Many participants in I-CAR’s courses arrive unsure of themselves, he said, “because they haven’t had much experience,” but their confidence grows as they progress through training. With EVs still new to the industry, Dufkis said “everyone needs training to repair EVs safely and effectively.”
The required PPE is straightforward but non-negotiable. Dufkis listed a rescue or safety hook “in case something happens,” high-voltage gloves to insulate technicians from electrical energy and insulated tools for any activity involving high-voltage cables. “You need to have the stuff on hand and know how to use it,” he said, emphasizing the importance of testing equipment before use. He also highlighted the need to control the workspace. “By blocking EVs off and putting up signage around them, you keep everyone aware of what is going on,” he said. That level of precaution aligns with most OEM expectations. Dufkis also pointed to the charge port as the area where technicians are most likely to interact with high-voltage cabling during repairs. Locations vary, he said, but “they’re all in easy spots to get hit in an accident.” I-CAR provides EV and ADAS training programs designed to prepare technicians for emerging vehicle technologies. Midtronics EV Collision Solutions develops diagnostic and safety tools for high-voltage vehicles and works with OEMs to ensure technicians can assess EVs safely and consistently. collisionrepairmag.com/15773115
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A greener way to fix cars How Nitroheat’s Heated Nitrogen helps collision shops and insurance companies
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ollision 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. WHAT IS HEATED NITROGEN? 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.
SUSTAINABILITY BENEFITS 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.
HOW IT HELPS COLLISION SHOPS • 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.
A SMART CHOICE FOR THE FUTURE
• FASTER DRYING: The heated spray helps the paint dry quicker. This means cars can be fixed and returned to their owners sooner.
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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.
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>>> FINAL DETAIL
TRAINING FOR TOMORROW KEEPING YOUR SKILLS SHARP
BY MACKENZIE GRANT
T
Training does more than introduce new products or procedures. It sharpens judgment. It explains the why behind the work. It helps technicians recognize where precision matters most — and where assumptions can quietly undo a repair. For younger technicians especially, that understanding builds confidence that carries directly into the bay.
here is a moment in every technician’s career when routine starts to feel comfortable. The repair steps are familiar. The tools sit exactly where you expect them to. The estimate reads like a language you no longer need to translate. That comfort is earned — it reflects experience — but it is also the moment when growth can quietly slow. For those entering the trade, that reality can feel intimidating. For those already established, it can feel reassuring. But collision repair has never been a profession that rewards standing still. It rewards curiosity. It values technicians who keep asking questions and understand that mastery is not a destination, but a practice. This issue offers reminders of what that practice looks like. From our own training session with Pfaff to a 3M session filled with Canadian technicians, and the many seminars that unfolded at SEMA, the message was consistent across shop floors and show halls alike: progress follows those willing to invest in their skills. Training does more than introduce new products or procedures. It sharpens judgment. It explains the why behind the work. It helps technicians recognize where precision matters most — and where assumptions can quietly undo a repair. For younger technicians especially, that understanding builds confidence that carries directly into the bay.
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Learning also creates something less tangible, but just as important: connection. In classrooms, seminars and show halls, technicians step outside the isolation of their own shops and into a broader professional community. They compare notes, challenge assumptions and realize the problems they face are shared — and solvable. That exchange strengthens the trade by keeping knowledge moving, from manufacturer to educator, from mentor to apprentice, and from one generation to the next. The most capable technicians are rarely the ones who claim to know everything. They are the ones who keep showing up. Who stay late for a seminar. Who adapt when repair procedures change. Who understand that pride in workmanship includes the humility to update how that work is done. Events like SEMA bring that mindset into focus. In rooms filled with technicians, educators and manufacturers, experience and innovation meet not as competitors, but as collaborators. The takeaway is not just new information, but renewed perspective on the most pressing issues facing the industry today. Collision repair has always been about restoring safety and trust. That responsibility has not changed. What has changed are the tools, systems and expectations attached to it. The future of this industry depends on technicians willing to grow alongside it — deliberately, continuously and with care.
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