As electric vehicle (EV) adoption continues to grow, independent service providers are racing to build the necessary expertise and infrastructure to cater to this new segment of the market.

Eccles Auto Service in Dundas, Ontario is one such shop that has been proactively preparing for the EV revolution.

Scott and Bruce Eccles share their experience of getting up and running, from installing charging stations to getting training and educating the consumer.

While Eccles Auto doesn’t have a dedicated EV bay at the moment, Scott noted that the volume of EV work simply doesn’t warrant that level of specialization yet. The majority of the work they’re getting and the issues customers are finding are similar to those found on most any other vehicles, including internal combustion engines.

Common issues they’ve encountered include rapid tire wear, suspension component failures and even 12-volt battery problems — typical wear and tear issues that may surprise some EV owners who assume their cars require no maintenance. They don’t realize their vehicle has a typical car battery that needs to be checked.

It’s often a mixed bag of people who understand routine maintenance is still a thing versus those who don’t.

“There’s people who always maintain their car, have done their research and understand that these cars need maintenance. And then there’s those who have been sold the idea that an EV needs nothing,” Scott said. “And educating them is what we need to do — trying to get them to understand. The only thing that changes is how the car moves. Everything else is the same.”

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A recent breakthrough could mean that electric vehicle wireless charging could be just around the corner.

The American Society of Mechanical Engineers reported that the Oak Ridge National Laboratory (ORNL) and Volkswagen successfully demonstrated the first-ever 270-kilowatt (kW) wireless power transfer system, opening the door to EV charging without the need for physical cables.

The 270 kW of power represents the highest wireless charging power ever achieved and could play a key role in shaping the future of EV infrastructure. The success of the project is part of ongoing efforts to improve the convenience and efficiency of EV charging, eliminating the need for cables and plugs.

The system uses a resonant inductive coupling technology, which transfers energy from a coil in the ground to another coil embedded in the vehicle. In addition to high power transfer, the system boasts an impressive 98 per cent efficiency rate, making it nearly as efficient as wired chargers.

According to ORNL, this technology has the potential to drastically reduce charging times, especially for larger EVs such as trucks and buses, without the hassle of handling bulky charging equipment.

“Reaching this level of wireless power transfer represents a huge leap forward,” Madhu Sudhan, principal investigator of the project at ORNL told the society. “This technology could transform EV charging, making it more convenient and accessible for everyday use while maintaining high efficiency.”

Wireless charging could offer significant advantages in the EV industry. It could remove one of the largest barriers to adoption — the inconvenience of physically plugging in vehicles — particularly in urban environments where space is limited and conventional charging stations can be cumbersome.

The American Society of Mechanical Engineers reported that further development will focus on ensuring that the system is scalable for mass production and compatible with various EV models. While significant advancements have been made, widespread adoption of wireless charging will require further standardization across the industry.

In the future, wireless charging systems like the one developed by ORNL and Volkswagen could be installed in parking garages, streets or highways, allowing vehicles to charge automatically without human intervention. This would not only be more convenient for consumers but could also support autonomous vehicles, which may not require manual charging at all.

Image credit: Depositphotos.com

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A new global survey found significant progress in fleet electrification across Europe, North America and Asia-Pacific, while highlighting the challenges fleet managers face in transitioning to a mixed-energy fleet.

The report, The Commercial EV Transition: Global Insights on a Mixed-Energy Fleet Future from by Frost & Sullivan, commissioned by WEX, outlined crucial findings for businesses managing fleets with both electric vehicles (EVs) and internal combustion engine (ICE) vehicles.

It revealed that while EV adoption rates vary depending on the region, business and fleet type, there is a clear trend toward increased electrification in the coming years. Nearly half of the surveyed fleet managers expect EVs to make up 50 per cent or more of their fleets by 2030.

The transition to a mixed-energy fleet is underway, but the report emphasizes that it will take time. Fleet managers are actively working to accelerate EV integration, but they face several challenges in managing both EVs and traditional ICE vehicles. Key factors such as geographic location, industry specifics and the scale of operations play critical roles in determining the rate of EV adoption.

“The study demonstrates that there is still high ambition to integrate EVs into fleet operations, not just to meet sustainability targets but to enable more cost-effective operations,” said Dr. Jose Pereira, director of Frost & Sullivan’s mobility advisory practice. “However, achieving this transition presents significant challenges.”

The report underscores the importance of expert guidance for fleet managers seeking to create an optimal EV adoption roadmap. These roadmaps must strike a balance between the initial investments required for vehicle acquisition and charging infrastructure and the long-term savings from reduced fuel costs, lower maintenance and extended vehicle life. Additionally, EVs offer enhanced driver satisfaction due to quieter, smoother rides.

However, fleet managers must also contend with new operational challenges as they integrate EVs into their fleets. This includes maintaining EV infrastructure, managing energy costs and coordinating charging payments across various locations. These factors necessitate updates to existing fleet management and payment systems to ensure operational efficiency and sustainability.

The report also identified broader challenges for fleet operators. Fuel costs (67 per cent), operational expenses (66 per cent) and shrinking profit margins (59 per cent) were cited as the top concerns, reflecting the pressure on fleet managers to control costs while transitioning to sustainable practices.

Image credit: Depositphotos.com

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A new report points to significant hurdles for electric vehicles (EVs) in appealing to the majority of pre-owned vehicle buyers. This could potentially prolong the lifespan of internal combustion engine (ICE) vehicles and boosting the ICE aftermarket well into the future.

The  Lang Marketing report, EVs Lack Appeal for Many Pre-Owned Buyers, Boosting the Long-Term ICE Aftermarket, highlighted the challenges facing EV adoption considering that 80 per cent of vehicles on the road are pre-owned vehicles in the U.S.

Buyers of such vehicles are not as enthusiastic about EVs as new-car buyers, raising concerns about the long-term viability of the used electric vehicle market, Lang noted.

“”Without a strong market of secondary buyers who will purchase an increasing number of pre-owned Electric Vehicles, sales of new BEVs face strong headwinds, likely causing Internal Combustion Engine (ICE) vehicles to remain on the road longer than is common today,” Lang’s report said.

Here’s a rundown of what its report found.

New vs. pre-owned EV buyers

While EVs, particularly battery electric vehicles (BEVs), have gained traction among environmentally conscious new-car buyers, they remain largely a niche product.

Many new BEV owners are willing to overlook the operational limitations of current EV technology, including range, charging issues, and long-term reliability. However, these factors pose significant barriers to entry for pre-owned buyers, who may not have the flexibility or resources to navigate these challenges.

Range anxiety and charging infrastructure

One major obstacle is range anxiety. Many pre-owned vehicle buyers place greater importance on driving range than their new-car counterparts. While current BEV owners tend to drive fewer miles annually, this is not the case for most used-vehicle buyers. Furthermore, as the report notes, over 75 per cent of new BEV buyers charge their vehicles at home—an option that may not be available to many pre-owned buyers, particularly those living in apartments or lacking the necessary charging equipment.

The report stressed the need for a nationwide fast-charging network to accommodate the growing number of all-electric vehicles.

“Construction of an efficient and convenient charging infrastructure is a massive challenge, and even with strong government support, it will likely not be achieved for many years,” Lang said.

Reliability

Another major concern highlighted in the report is the long-term reliability of BEVs, particularly the cost of battery replacement. With battery replacements potentially exceeding US$6,000, many older BEVs may be scrapped rather than repaired. This is especially concerning to Lang given that the average vehicle on U.S. roads today is nearly 13 years old.

Moreover, some BEVs, like Tesla, may suffer from operational issues linked to relatively minor body damage, a problem that could disproportionately affect pre-owned buyers.

The future of ICE vehicles

Given these challenges, Lang Marketing predicted that ICE vehicles will continue to be a staple of the automotive landscape for many years to come. Their ability to meet critical driving needs — such as long-distance travel, ease of refueling, and performance in extreme weather conditions — ensures that many consumers will hold onto their ICE vehicles for longer.

The report further noted that while EVs will continue to increase their share of new vehicle sales, they may struggle to meet the needs of the pre-owned market. This could pave the way for a “Golden Age” of the ICE aftermarket, expected to extend well past 2040.

Image credit: Depositphotos.com

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BYD has toppled Tesla as the top manufacturer of electric vehicles in a new ranking released by ABI Research.

A recent competitive assessment by the global technology intelligence firm narrowly placed BYD ahead of Tesla. The assessment provides an in-depth examination of the products offered by 18 OEMs across a wide range of criteria.

The companies evaluated and ranked are categorized into three groups:

• Market Leaders: BYD, Tesla
• Mainstream: GAC Aion, General Motors, Hyundai-Kia, Stellantis, Volkswagen, XPENG, ZEEKR
• Followers: BMW, Ford, Honda, Mercedes-Benz, NIO, Nissan, Renault, Toyota, Volvo

“The EV market is rapidly growing and is the clear future of the automotive industry,” explained Dylan Khoo, industry analyst at ABI Research. “OEMs have had widely differing responses to the EV transition as an opportunity and a challenge; some have fully embraced the technology, while others are being dragged into it against their wishes. This is reflected in their innovation and implementation capabilities,” explains

The analysis was based on nine criteria, segmented between innovation and implementation clusters. These included the OEMs’ battery technology, platform design, coverage of different vehicle segments, and electrified share of sales. BYD and Tesla stand out as the overall market leaders, with electric-only brands from China such as ZEEKR, XPENG, and GAC Aion also notable for their strong performance in the innovation rankings.

BYD, the Chinese OEM, has taken the top spot ahead of Tesla, which scored highly in vehicle range, platform innovation, and fast charging capabilities. BYD, however, significantly outperformed Tesla with its degree of vertical integration and the number of models it offers in different segments.

BYD, however, is not sold in North America as passenger vehicles. Federal leaders in both Canada and the U.S. placed 100 per cent tariffs on Chinese exports of Chinese-made EVs, aluminum and steel.

“The automotive industry is in a state of transition, and this assessment demonstrates the varying capabilities of OEMs as they try to make it through this period and come out on top. In some areas, the new upstart EV brands are a generation ahead of many ‘legacy OEMs’. The incumbents must look to technology solutions providers to revolutionize their capabilities and ensure they can maintain their position as the industry electrifies,” Khoo observed.

Image credit: Depositphotos.com

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Canada’s electric vehicle (EV) market is gaining traction, but significant hurdles in infrastructure and consumer incentives threaten to stall progress, warned a new report.

Globally, the demand for EVs has plateaued in key markets, including the U.S. and much of Western Europe, according to EY’s 2024 Mobility Consumer Index. This slowdown is attributed to geopolitical and economic factors, as well as shifting consumer attitudes.

It noted that these regions are seeing initial excitement for EVs wane as practical issues such as affordability, inadequate charging infrastructure, and concerns over battery longevity come to the forefront.

But not so much in Canada as EV sales grow. But there are risks due to slow infrastructure development and insufficient consumer incentives.

The comprehensive survey by EY showed that while the number of EV models available to Canadians has surged and automakers have pledged $25 billion in new investments, primarily in EV assembly and the battery supply chain, persistent issues like range anxiety, high purchase prices and inadequate charging infrastructure continue to deter many potential buyers.

In Canada, a significant portion of consumers (66 per cent) remain hesitant to consider an EV for their next vehicle purchase, citing range anxiety, purchase price and lack of charging infrastructure as primary barriers.

To address these issues, a comprehensive national effort is required to build infrastructure and improve EV readiness, EY stated.

The global EV market’s growth has decelerated from 37 per cent year-on-year in 2022 to 29.7 per cent in 2023, with further decline expected in 2024. The slowdown is more pronounced for battery electric vehicles (BEVs), with sales growth halving from 65 per cent in 2022 to 32 per cent in 2023. Contributing factors include a lack of affordable models, range anxiety, charging time, poor availability of charging infrastructure, fear of high maintenance costs and concerns over resale value.

To reignite growth in the EV market, a strategic focus on infrastructure and value is essential, EY observed. Governments and industry players must collaborate to address these barriers and create a more favourable environment for EV adoption. This includes investing in charging infrastructure, offering consumer incentives, and promoting the benefits of EVs to mainstream consumers.

Image credit: Depositphotos.com

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A new report highlighted just how much cheaper electric vehicles need to get in Canada to reach mandated sales levels.

Unless policies or technologies change, the purchase cost of EVs needs to decrease by 31 per cent for Canada to reach its sales target of 60 per cent EVs by 2030, according to a new report released recently by Parliamentary Budget Officer (PBO) Yves Giroux.

“In the absence of a government mandate and regulations forcing manufacturers to sell at least 60 per cent of zero-emission vehicles, that’s the price differential that one would need to meet these targets,” Giroux said in an interview with CTV News Channel.

Last December, the federal government unveiled its Electric Vehicle Availability Standard, which outlines zero-emission vehicle sales targets for automakers. The standard requires all new light-duty sales in Canada to be electric or plug-in hybrid by 2035, with interim targets of at least 20 per cent of all sales being EVs by 2026 and 60 per cent by 2030. Automakers who do not meet those targets would have to pay into charging infrastructure.

The most recent statistics show that electric vehicles accounted for nearly 11 per cent of new vehicle registrations in 2023, but there are concerns that driver demand is slowing down. Growth forecasts for auto companies have plateaued, and concerns about charging infrastructure persist. The price of EVs has also pushed the cars out of reach for many consumers. According to the Canadian Black Book, the average cost of an EV was $73,000 in 2023.

However, the PBO acknowledged that consumers could save thousands of dollars in the long run by switching to an electric vehicle. According to the report, the ownership cost, which includes the price of a car and operating costs, of an EV over eight years would be $62,920 if the car was purchased in 2022, while the cost would be $71,680 for a gas-powered vehicle.

“It means that the relative price has to go down for EVs. It can be done by bringing the cost of electric vehicles down, but it could also be by increasing the cost of all the other alternatives, which is the gas- and diesel-powered cars and trucks,” Giroux said, according to CTV.

Some provinces offer their own EV incentives, many will wind down by the end of 2026. British Columbia is limiting the vehicle models that will qualify for rebates, while Quebec is cutting rebates by 60 per cent next year and phasing them out completely by 2027.

The new PBO report also assessed public charging stations. While it said the federal government’s EV sales target would increase the supply of charging ports in Canada by nearly 39,000 units, it does fall short of demand. 

“We estimate that by 2030 the market provision of public charging ports will be somewhat less than what is required according to a needs analysis commissioned by Natural Resources Canada,” the report stated.

Image credit: Depositphotos.com

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Production costs of batteries for electric vehicles is expected to drop in the coming years, an automaker leader recently predicted. And range is expected to significantly grow.

At this year’s International Vienna Motor Symposium, Volkswagen board member Michael Steiner predicted that battery production costs are expected to decrease by up to 40 per cent by 2035, with improvements in charging speed, durability, range, recycling, sustainability and safety.

 “The battery cell is the heart of electromobility,” said Steiner, who is chief research officer of Volkswagen Group.

He also noted that his group views standardization as a key solution to reducing costs.

“Battery systems account for around 40 per cent of vehicle costs. It is therefore vital to standardize all components of a battery system in order to reduce complexity and to bring costs under control,” added VW battery expert Marcel Hollweg.

The VW standardization strategy encompasses design, production and recycling of battery components.

“In the future, around 80 percent of the VW Group’s vehicles will be rolled out with the standardized unit cell,” explained head of development Arno Perner. These cells, all prismatic and designed for 400 or 800 volts, range from low-cost sodium-ion cells to high-performance solid-state cells.

Range expansion

The promise of solid-state cell technology would replace the liquid electrolyte with semi-solid or solid electrolytes, allowing higher energy densities (more than 400 watt hours per kilogram), greater safety and faster charging. That makes 800 kilometres of range a possibility for the future.

Fabian Duffner, a battery expert at Porsche Consulting, noted that Japan, South Korea, China and the U.S. are leading in this development. However, he noted, solid-state technology faces technical and financial hurdles.

“A solid-state battery requires significantly more lithium per kilowatt hour than a conventional lithium-ion battery,” Duffner said, making it more dependent on the fluctuating price of lithium.

Conventional lithium batteries will continue to exist, especially in the cost-sensitive mass market sector. Lithium iron phosphate batteries, known for their long service life and low costs but modest range, are widely used for both trucks and cars.

Geon Seog Son, a battery materials expert at Umicore in Korea, highlighted that sodium-ion cells, which are cheaper and safer, are currently available in a small sector in China but are expected to expand.

Image credit: Depositphotos.com

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A new pilot study in the Greater Toronto and Hamilton Area (GTHA) aims to save electric vehicle drivers up to 70 per cent on charging costs while addressing the increased strain on the electric grid.

The pilot program is part of a study conducted by San Francisco-based Optiwatt, a telematics-based home energy analytics platform, and Toronto’s The Atmospheric Fund (TAF). The study is investigating how regional utilities can meet increased energy demand as EV adoption rises across the region.

Experts have warned that the growing number of EVs could strain Canadian electricity grids. The Fraser Institute predicted that annual EV electricity demand will increase between 46.8 terawatt hours (7.5 per cent of total generation) to 95.1 terawatt hours (15.3 per cent) by 2035.

Additionally, a study from the University of Concordia found that simultaneous EV charging could potentially cause blackouts.

While the study aims to find ways to reduce the strain on the region’s utilities and meet the rising demand for EVs, the immediate beneficiaries will be local participants who will save an average of $388 per year. EV drivers in the GTHA are encouraged to join the free program by downloading the app or visiting www.optiwatt.com/gtha.

The cost savings come as the J.D. Power 2024 Canada Electric Vehicle Consideration Study, released in June 2024, found that Canadians are becoming more wary of the cost of buying and maintaining an electric vehicle. Only 11 per cent of new-vehicle shoppers in Canada say they are “very likely” to consider an electric vehicle (EV) for their next purchase, down three percentage points from 2023 and less than half of the 24 per cent of U.S. shoppers who say they are “very likely” to consider an EV.

The pilot program automates EV charging during hours with cheaper electricity rates. EV owners with Time of Use (TOU) or Ultra Low Overnight (ULO) plans stand to save up to 70 per cent on their EV charging costs. A similar study took place in Alberta in 2023.

“We launched Optiwatt to help EV drivers who were having a hard time optimizing their charging routines, but our platform has since grown and evolved. Now, it not only delivers real savings for EV owners but also helps utility companies incentivize drivers to use clean energy at reduced rates,” says Casey Donahue, founder and CEO of Optiwatt. “This is a win-win solution, allowing users to save time and money while encouraging greater EV adoption, and accelerating a smoother transition to green energy for communities by supporting the electrical grid.”

U.S. utilities that use similar programs to the one being piloted by Optiwatt offer drivers additional monetary rewards such as rebates or refunds. Canadian utilities that adopt the program at scale are expected to offer similar compensation, essentially rewarding drivers for helping their communities transition to clean energy.

Optiwatt will administer the pilot program in partnership with Dunsky Energy + Climate Advisors, a Canadian-based consultancy firm that supports governments, utilities, and other organizations across North America in their efforts to accelerate the clean energy transition. Dunsky and Optiwatt will provide an effective analysis to assist utility companies in using these findings to develop improved rewards programs for EV drivers.

“There is tremendous potential for technologies that manage electricity demand to support rapid electrification and clean energy production in the GTHA,” says Aakash Harpalani, director of clean energy at TAF.

Image credit: Depositphotos.com

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A new report found significant reliability issues in the electric vehicle charging infrastructure identifying key factors that hinder the growth of EV adoption.

The EV revolution has dramatically transformed the automotive industry, with global EV sales soaring by 233 per cent over the past five years, according to the International Energy Agency (IEA), by ChargerHelp outlined in an announcement of its findings.

However, the rapid growth in EV sales has outpaced the development of the necessary public charging infrastructure in the United States, contributing to a slowdown in projected EV sales as customers continue to point to this issue as holding them back from buying EVs.

A 2023 poll found that more than half of Americans are hesitant to consider purchasing an EV, with 80 per cent citing a lack of charging infrastructure as a primary concern. Additionally, the existing network of public chargers is plagued by reliability issues, with one in every five charging attempts failing.

ChargerHelp noted that there has been a lack of comprehensive data explaining these failures and how to address them but its recent study took a look at the public charging infrastructure to uncover the root causes of these reliability issues.

The ChargerHelp Annual Reliability Report: The State of EV Charging and the Driver Experience looked at more than 19 million individual data points.

“After pulling data for four years from 20,000 chargers, we identified key areas where the public charging system can be improved to better meet the needs of today’s EV driver,” said Kameale Terry, co-founder and CEO of ChargerHelp. “For the EV market to continue to flourish, we need to work to ensure true uptime is the norm through a standardized and more synchronized approach to data, maintenance and communication networks.”

The report highlights a range of issues, with a lack of interoperability standing out as a significant threat to system reliability and broader EV adoption in the United States. Interoperability refers to the compatibility of key system components — vehicles, charging stations, charging networks, and the grid — and the software systems that support them, allowing all components to work seamlessly and effectively.

Image credit: Depositphotos.com

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A recent MIT study found that electric vehicle charging stations significantly increase consumer spending at nearby businesses.

The study, which analyzed data from over 4,000 charging stations and 140,000 businesses in California, found that the presence of EV chargers led to an average annual spending increase of about $1,500 per business in 2019 and approximately $400 per business between January 2021 and June 2023.

The research highlights that the economic benefits of EV charging stations are particularly pronounced for businesses located within 100 yards of the chargers and those in low-income areas. This finding underscores the potential for EV infrastructure to support local economies, especially in underserved communities.

Lead author Yunhan Zheng, a postdoctoral researcher at the Singapore-MIT Alliance for Research and Technology (SMART), emphasized the broader implications of the study.

“These increases are equal to a significant chunk of the cost of installing an EV charger, and I hope this study sheds light on these economic benefits,” Zheng said.

The study’s findings suggest that EV charging stations could diversify income streams for charger providers and site hosts, leading to more informed business models.

The researchers used anonymized credit and debit card transaction data to measure changes in consumer spending, providing a robust empirical basis for their findings.

These findings hold a lesson for charging station developers looking to improve the profitability of their projects.

“The joint gas station and convenience store business model could also be adopted to EV charging stations,” Zheng said. “Traditionally, many gas stations are affiliated with retail store chains, which enables owners to both sell fuel and attract customers to diversify their revenue stream. EV charging providers could consider a similar approach to internalize the positive impact of EV charging stations.”

Image credit: Depositphotos.com

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Tesla’s dominance in the EV market has been a double-edged sword for the company: On one hand, they have the top market share in North America; on the other, their vehicle owners are plagued by long wait times and dissatisfied customer service.

That means the automotive aftermarket has a chance to swoop in and take some of their business, noted Carolyn Coquillette, owner of Earthling Automotive in San Francisco and founder of Shop-Ware.

It’s helpful that Tesla has such dominance. The overwhelming number of EVs being Teslas means “it gives us room to actually learn one specific platform, and then be able to drive a market around that,” she said at Worldpac STX this year.

She pulled out her crystal ball and figured it’ll be around 2030 when you see EVs outpace hybrids in sales, pushing the need for the aftermarket to be on the ball and prepared.

“And this, of course, assumes that the cars are going to sell the way they think they’re going to sell them,” Coquillette added.

Nevertheless, many EVs are a decade old, such as the Tesla Model S. While that model hasn’t sold as well as the Model 3 and Model Y, both are also aging, creating a growing aftermarket demand.

“But even the 3 and the Y are now five-plus years old. So obviously, that’s when the aftermarket kicks in,” Coquillette said.

But Tesla has been a victim of its success, in a way. While Tesla has been pumping cars out of its dealerships, it hasn’t been as on the ball when it comes to service and maintenance requests from customers.

The dissatisfaction among Tesla owners with dealership services is palpable, presenting an opportunity for the aftermarket.

“They haven’t been very good at fixing cars, which means the dealership experience is terrible,” Coquillette highlighted. “Basically, you can’t get a hold of them, it takes forever to get in there, their parts are not available.”

It’s part of a trend from dealers of all stripes. There’s a reason the automotive aftermarket is a flourishing industry.

“If the dealerships could have put us out of business, they would have put us out of business already,” Coquillette said. “They obviously haven’t. They keep screwing it up, they’re going to keep screwing it up, including Tesla. So that’s great.”

Image credit: Depositphotos.com

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New data from Statistics Canada highlighted a significant increase in zero-emission vehicle (ZEV) registrations, reaching 12.9 per cent of all new vehicle registrations in the second quarter of 2024.

Stats Can noted that 65,733 new ZEVs were registered in Q2, a 30 per cent increase from the previous quarter. When hybrids are included, more than 106,000 low-emission vehicles were added.

Meanwhile, data from S&P Global Mobility line up with this strong growth. Its Q2 2024 Canadian EV Information and Analysis showed a ZEV market share increase, now sitting at 13.4 per cent (BEVs: 9.9 per cent; PHEVs 3.5 per cent), up from 12.5 per cent in the first quarter.

According to Stats Can, The majority of these registrations were battery-electric vehicles (BEVs), which made up 73.8 per cent (48,489 units) of the total ZEV registrations. The data show that BEVs are up 42 per cent from the last quarter and 36 per cent year-over-year.

Plug-in hybrid electric vehicles (PHEVs) accounted for the remaining 26.2 per cent (17,244 units, a year-over-year increase of 43 per cent). BEVs alone represented 9.5 per cent of all new vehicle registrations.

S&P’s findings show that the charge of internal combustion engine registrations continues to trickle downwards with ICE vehicles making up 75 per cent. Still a dominant number but down from 82 per cent at the start of 2023.

“Comparing ZEV penetration between Canada and the US, Canada continues to outpace its southern neighbour,” S&P’s report said. “Over the past four quarters, the US has maintained an average ZEV penetration rate of 10 per cent, while Canada proudly stands at 13 percent”

This sentiment was echoed by Erik Johnson, a senior economist at BMO.

“I was expecting it to look a lot more like the US, where we’d see flattish numbers for battery electric vehicles,” he told Yahoo Finance. “And we saw the exact opposite of that, where Canada hit the highest number of units they’ve ever had in the quarter, over 48,000.”

According to Stats Can, Quebec led the nation in ZEV registrations with half the total amount and 25,693 (new BEVs registered in the province. Ontario followed with 10,469 new BEV registrations, and British Columbia reported 9,370 new BEV registrations. Manitoba also showed growth, with 440 new BEV registrations and 296 PHEVs, up from 248 and 212, respectively, in the first quarter of this year.

By percentage, according to S&P, 21.5 per cent of new vehicle registrations in Quebec were BEV, more than half of all sales in Canada (52 per cent). B.C. saw 17 per cent of its vehicle sales be battery electric. The Yukon (8 per cent), Ontario (6 per cent) and Prince Edward Island (4 per cent) rounded out the top five. Ontario accounted for nearly a quarter (23 per cent) of all BEV sales.

S&P expects that ZEV market share will reach 16 per cent by the end of 2024, climbing to 21 per cent in 2025 and 30 per cent by 2026.

“Nonetheless, achieving the 2024 forecast could be challenging,” it noted. “Considering historical volumes, seasonality, and industry trends, a more conservative projection pegs 2024’s final ZEV market share at around 15 per cent.”

It also pointed out that long-term projections face additional clouds as Quebec will begin the phase-out of ZEV incentives starting next year.

“This reduction from $7,000 to $4,000 for BEVs and from $5,000 to $2,000 for plug-in hybrid electric vehicles (PHEVs) could dampen demand as cost savings
for consumers diminish,” S&P’s report said.

This comes as EV inventories dropped 43 per cent in July compared to January, S&P noted. Hybrid (40 per cent decline) and PHEVs (38 per cent decline) inventroies have also fallen. Meanwhile, ICE vehicle inventories are up 22 per cent over the same period.

And there are few EVs that are in the aftermarket sweetspot — the average age of a battery electric is three years. PHEVs are, on average old, at 3.8 years. Hybrids are the oldest of the group at 4.9 years on average. ICE vehicles have an average age of 10.6 years.

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Ford Motor Company announced significant updates to its electrification strategy, aiming to boost consumer adoption and profitability as electric vehicle sales continue to fall short of expectations.

Last month, Ford unveiled a series of strategic updates to its electrification plan, designed to speed up consumer adoption and enhance profitability — all in response to how the market has changed.

What’s happened is, that despite ongoing growth in sales, recent numbers have been underwhelming compared to expectations. That’s made Ford nervous about future growth, particularly in North America where Ford has high exposure but EV adoption rates lag behind Europe and China.

Key changes in Ford’s strategy include introducing an all-new electric commercial van set to begin production in 2026, a medium-size pickup truck based on a new affordable EV platform, and a new truck expected to launch in 2027.

Furthermore, Ford announced it cancelled plans for three-row all-electric SUVs. These will instead be replaced by a suite of three-row SUVs with various propulsion options — not just electric. The company said it will also adjust the timing of product launches and realign how it sources batteries in search of cost reductions.

These changes don’t come without costs, noted ratings agency DBRS Morningstar in an analysis of the announcement. Ford estimated that this pivot would total up to US$1.9 billion.

EV sales at the beginning were propped up by early adopters. DBRS noted that these consumers were gung-ho to embrace new vehicle propulsion technology and were more amenable to EVs’ higher pricing than internal combustion engine vehicles.

“However, with EV sales to early adopters now seemingly significantly exhausted, EVs are struggling to maintain ongoing sales momentum among mainstream consumers,” DBRS noted in its report.

It observed that prospective buyers cited concerns over the higher costs of EVs, even though several manufacturers have reduced prices. And other issues like range, charging reliability and infrastructure are improving.

DBRS also noted that Ford’s EV spending share is set to decrease.

“Ford Model e’s current operating results underscore the current challenges (not only to Ford, but also to several mainstream automotive OEMs) of the EV landscape, which are further exacerbated by uncertainties over the future sales/adoption rates of EVs,” the group noted.

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If you’re trying to better understand your customers and you know they’re into smart home technology, then they may be interested in an electric vehicle.

As electric vehicles continue to gain traction, a recent study from research and consulting firm Parks Associates found a growing trend among EV owners: A strong inclination toward adopting smart home technologies.

According to Parks Associates’ study, EV Charging at Home: User Demand and Preferences, 72 per cent of EV owners have integrated at least one smart home device into their households, significantly outpacing the 44 per cent adoption rate among non-EV households.

The study also looked at EV ownership, including charging locations, equipment preferences, user experience and future expansion plans.

Daniel Holcomb, Senior Research Analyst at Parks Associates, noted that while charging can be a stress point for EV owners, they are increasingly interested in tech solutions that coordinate energy usage, reduce costs, and conserve resources.

“The majority of EV owners find it highly valuable to have EVs coordinating with other devices for charging,” Holcomb said, “and 34 per cent are even willing to allow utilities to adjust charging times during peak energy demand.”

Some companies have developed home energy management systems that integrate EV charging with other home appliances. Some products are designed to work within a complete home energy management ecosystem, offering a solution for managing household energy.

Partnerships are also playing a key role in advancing this trend. In December, Resideo and Ford announced the EV-Home Power Partnership, which integrates EV charging with smart home systems. This collaboration aims to synchronize energy usage across various home devices, enhancing efficiency and cost management.

Holcomb believes that the future of home energy will be characterized by coordinated and orchestrated systems that leverage demand response technologies, with EVs playing a central role.

“Smart home device manufacturers and EV companies should explore partnerships that create linkages within the home and simplify the management of household energy,” he said.

Image credit: Depositphotos.com

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Image credit: Depositphotos.com

Used car prices continue to decline as availability increases and new car prices have stabilized in the Canadian automotive market, according to analysis from AutoTrader.

The Canadian automotive market has experienced notable shifts in both the used and new car segments as used car prices continue to soften and new car prices eased their upward trend over the last few months.

Starting in the third quarter of 2023, the demand for used cars began to soften year-over-year, the AutoTrader Price Index for June reported. Along with the decrease in demand, an increase in used car supply — credited to strong new car sales and trade-ins — has led to a decline in used car prices. In June 2024, the average used car price dipped by 1.1 per cent from the previous month, settling at $36,342, an 8.3 per cent decrease compared to the same period last year.

That’s a higher decrease than reported by DesRosiers Automotive Consultants, which reported a 4.5 per cent drop in purchase price of passenger vehicles in June 2024 compared to June 2023.

New car prices, meanwhile, have shown stability since the beginning of the second quarter of 2024. Average new car prices in June were $66,807, a 0.8 per cent increase year-over-year.

AutoTrader noted that the stabilization of new car prices is thanks to manufacturers bringing back incentives, including more competitive interest rates, making new vehicles more affordable. In June, AutoTrader reported, interest rates on new car loans dropped to 5.3 per cent, down from 6.2 per cent in November 2023.

And interest rate cuts have helped as well. As more cuts are expected — two or three more before the end of the year — AutoTrader expects to see a boost in sales in the second half of 2024.

Demand for new vehicles should be met by adequate supply, AutoTrader expects. The group noted that ongoing pent-up demand from the pandemic will lead to gains in subsequent months.

AutoTrader’s Vehicle Affordability Index, which measures affordability in relation to average weekly wages, showed improvements in both new and used car segments. As of June 2024, it takes 29 weeks of average earnings to purchase a used vehicle and 54 weeks for a new one. It noted that these figures are higher than what was seen pre-pandemic, they’re down from 34 weeks for used cars and 56 weeks for new vehicles

BEV update

Prices for battery electric vehicles (BEVs) continued to drop, down year-over-year 14.7 per cent for new BEVs and 13.7 per cent for used ones.

That’s being driven by greater BEV inventory — AutoTrader reported that its website has seen a combined 109.4 per cent year-over-year growth for new and used BEVs. But there’s been a decline in demand, with EV purchase consideration dropping from 68 per cent in 2022 to 46 per cent in 2024.

Looking forward, used car prices are expected to continue normalizing, while new car prices are likely to remain stable, AutoTrader reported. The group believes vehicle prices for both new and used cars likely peaked in 2023 and a return to pre-pandemic levels is not anticipated in the near future due to various factors.

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It will be a long time until electric vehicles equal the number of internal combustion engine ones on our roads but a recent industry expert gave his best guess to try and narrow down a window.

With about 1 per cent of the share of vehicles in operation, EVs don’t make up too many vehicles on roads today. So the automotive aftermarket doesn’t need to worry too much about them just yet, noted Todd Campau, aftermarket practice lead at S&P Global Mobility.

“EV sales have slowed. I would not say they’re shrinking, but they are not growing at the rate that we’ve been used to,” he said during the Three Dragons session at this year’s MEMA Aftermarket Suppliers Conference in Detroit. “They’re still coming. This is normal. Don’t get too concerned about it just yet, but it certainly slowed a little bit.”

Beyond the fact that there’s a relatively small share of EVs, they’re also very young.

So to answer the question of how long until both vehicle types are on a level playing field, he looked at another automotive trend that has taken place over the last couple of decades.

“So I compare this to the shift from passenger cars to light trucks. Twenty years ago, passenger cars dominated the vehicle fleet at a rate of about 57 to 43 [per cent],” he explained.

Over the next few years, the gap narrowed and got closer to 50-50. It was around 2012 when we reached the point where light trucks took off and now passenger cars make up only a third of the vehicle fleet.

Bottom line: It’s going to take a long time for EVs with 1 per cent market share to get to about half.

“Even if you’re going to sell all EVs tomorrow, it will take us a decade or more to get to 50 per cent,” Campau said. “We’re not selling 100 per cent of these tomorrow. So there’s a long time for your internal combustion parts to [satisfy] the market.”

When pressed for a year, Campau pointed to 2045 as the earliest date for parity. That’s 21 years away. There are 300 million vehicles in the U.S. right now — that means 150 million vehicles or more will be sold in the next 20 years.

What’s stopping it from happening sooner? Prices are a major stumbling block.

“With the price of an EV, we already know that the majority of new vehicle purchases … are purchased by upper-income households. That’s only going to get worse with electric vehicles,” Campau said.

However, prices are also going up for new ICE vehicles. So if prices stay out of reach, that’s continued good news for the aftermarket.

“So you’ve got a whole segment of the marketplace that literally cannot afford some of these prices,” he said. “And so I think we could see elongation of the lifecycle in the ICE fleet. So I think we’re probably 20 years away [from EV parity].”

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While not handling much of the electrical, battery and other underhood components, tire dealers have been keeping busier as electric vehicles grow on North American roads.

Speaking at this year’s MEMA Aftermarket Suppliers Vision Conference in Detroit, John Baldwin, senior vice president of product at Discount Tire, shared insights into the unique challenges and opportunities presented by electric vehicles, particularly Teslas since that’s the most popular EV brand these days.

Specifically, the company had to learn a lot when electric vehicles became more common because these are heavier vehicles than internal combustion ones. For example, low-rise lifts — tire dealers need to ensure that their lifts are adequate to handle EVs, he said during the session, Voice of the End Customer.

“The lift points, the load capacity — all of those things — we have gone out of our way to learn,” Baldwin explained.

He noted that Discount Tire has become a go-to service provider for Tesla owners in many regions due to the overwhelmed state of Tesla service centers. “We get a ton of Tesla business. I would say, the majority of it, because their service centres are overwhelmed. And I don’t know that their service centres are excited to do tires, either.”

The company places a strong emphasis on in-store training to handle the particular needs of EVs.

“We do a lot of in-store training,” Baldwin pointed out, highlighting the need to stay ahead of the learning curve.

Chris Gardner, MEMA, hosts a Q&A with Discount Tire’s John Baldwin during the MEMA Vision Conference 2024

The company has also learned about its customers. “Most Tesla [owners] are pretty finicky about their vehicles. We have found that to be very true,” Balwin said.

However, EV owners seem to be taken aback by just how quickly tires can wear out on their vehicles.

“We do see a difference in mileage wear. Especially if you think about it, when Tesla first came out, they were not designed with tires in mind and their alignment wasn’t great,” Baldwin explained.

The high performance of EVs is a significant contributor to tire wear. “A normal EV can be a rocket. We’re not used to that,” Baldwin said, before humorously adding that “you can still roast the tires in 8,000 miles if you so desire. Harder to do in a Fiesta.”

Baldwin also touched on the behaviour of first-time EV buyers after their tires need replacement so soon after purchase.

“What we see [with] the first-time buyer, when they get their first set of tires replaced at about 8,000-10,000 miles [then they see the price tag] they get religion on ‘Maybe I don’t need that hammer every time I’m coming off the line.’ So that helps,” he said.

When separating out the heavy-footed behaviour with more conservative driving methods, Baldwin did note that EVs are wearing out tires at least 10 per cent faster than tires on an ICE vehicle. So EV owners are in their shops more often.

“So yeah, we’re big EV fans, if that’s what you’re asking,” he said tongue-in-cheek.

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Mitchell’s quarterly report highlights the rising costs and repair challenges for electric and hybrid vehicles in Canada, with claims data showing significant differences compared to gasoline-powered vehicles.

As hybrid and electric vehicles gain popularity in Canada, new data from Mitchell’s Q2 2024 Plugged-In: EV Collision Insights report found that repair costs for these vehicles continue to exceed those of traditional gasoline-powered cars, particularly in the Canadian market.

The latest report from Mitchell shed light on the complexities and costs associated with repairing battery electric vehicles (BEVs), mild hybrid electric vehicles (MHEVs), and plug-in hybrid electric vehicles (PHEVs) in Canada and the U.S.

According to the report, Canadian repair costs for MHEVs average $5,302 per claim, compared to $4,958 for vehicles with internal combustion engines (ICEs). The gap widens significantly when looking at PHEVs and BEVs, with average repair costs of $5,665 and $6,534, respectively.

In the U.S., the gap between MHEVs and ICEs was much smaller with repair costs coming in at $4,726 for hybrids, compared to $4,806 for ICE. PHEVs came in at $5,059 and BEVs at $5,753.

“Like BEVs, [PHEVs] can be costlier to repair after a collision when compared to their internal combustion engine, or ICE, counterparts,” observed Ryan Mandell, Mitchell’s director of claims performance. “However, with both an ICE and small electric battery, mild hybrids are remarkably similar to gasoline-only powered automobiles when it comes to claims severity.”

As seen above, repair costs for hybrids and electric vehicles in Canada are notably higher than in the United States. For example, while the average repair cost for a BEV in the U.S. stands at $5,753, Canadian BEV repairs average $6,534 — a difference of nearly $800.

Looking at total loss frequency, BEVs and 2021 and newer gasoline-powered vehicles in Canada show similar numbers, with BEVs at 7.24 per cent and ICE vehicles at 8.52 per cent. This is slightly lower than the U.S. figures, where BEVs and ICE vehicles have total loss frequencies of 9.16 per cent and 9.45 per cent, respectively.

The report also found that BEVs require a higher average number of mechanical labour hours in collision-damage estimates (8.18 per cent) compared to ICE vehicles (5.21 per cent). However, BEVs are less likely to need frame labour, indicating that their design may be more effective in preventing structural damage during collisions.

Original equipment manufacturer parts are used significantly more in BEV repairs, accounting for 89 per cent of the parts dollars on repairable BEVs, compared to 65 per cent for ICE vehicles, Mitchell found.

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The transition to electrification is taking shape at different rates across North America.

In an IMR survey that interviewed 5,000 independent repair shops across the U.S., nearly all (96 per cent) of those automotive shops had seen an increase in EV servicing over the past two years. More than half (54.6 per cent) of those shops also indicated that a portion of their business was from servicing battery electric vehicles. In Canada specifically, zero-emission vehicles account for one in nine new vehicles registered.

Although shops are seeing an upward trend in EV servicing needs, about three in five (59 per cent) of shops have not invested in training that focuses on EVs, and only 43 per cent of shops surveyed have invested in the tools and equipment needed to specifically service electric and hybrid vehicles. Larger shops have made more investments in tools, equipment and training (57 per cent) than smaller shops have (10 per cent).

Shops that provide EV training and certification opportunities to their technicians and invest in the necessary equipment and tools to provide quality EV service will have greater business and profit potential as EVs continue to grow in popularity over the next decade.

EV education and training

Providing EV training and further education opportunities for shop staff is a crucial step to remain competitive in an ever-changing market. Younger generations of shop technicians will especially benefit from further EV education, as skills related to EV will prove essential to their careers.

Shops should immerse themselves in the diagnostic and repair techniques required to properly service EVs and gain hands-on experience to expand their skill sets. This can include inviting a professional trainer to the shop to discuss the fundamentals of electric vehicles, electric motor concepts, power electronics, maintenance and other troubleshooting topics.

When it comes to EVs, proper safety training is also important considering the higher voltage compared to ICE vehicles. To ensure shop owners are properly training their technicians in a safe environment, they should invest in training programs that offer virtual and in-person courses where attendees have access to specific training tools.

Once a shop’s staff is fully trained, it’s important the shop communicates and markets its EV service capabilities and certifications to returning and potential customers.

Providing EV training and further education opportunities for shop staff is a crucial step to remain competitive in an ever-changing market.

Tools and equipment

As shops begin to invest in EV equipment and tools, investing in safety equipment — like zero isolation gloves, warning signs and other protective gear — should be prioritized first. EVs bring new safety challenges that have not historically existed when servicing ICE vehicles, and it’s imperative that technicians and shops are equipped with the right tools and equipment to safely address customer needs.

Investing in the proper tools and equipment needed to diagnose and troubleshoot EVs is the next essential step toward growing a shop’s EV servicing capabilities. The most modern EVs have fully integrated software and control systems. Rather than individual controllers for each function, there may be one computer or zone controller that manages multiple systems.

Diagnostic scan tools that offer a wide range of vehicle coverage and scan for codes, read live vehicle data, run tests, view wiring diagrams and check battery charge are crucial to diagnosing issues in EVs — especially when considering the enhanced software.

Other essential pieces of equipment include ADAS calibration equipment, EV charging stations, CAT III or CAT IV Safety Rated Multimeters for working on high-voltage vehicles and a battery tester for checking on a vehicle’s battery and charging systems. For more advanced EV service, shops can invest in an insulation tester to perform insulation and high-voltage electrical tests.

There is a much higher level of powertrain integration in most EVs, with many powertrain components integrated into a single assembly. For servicing and changing integrated components, the full powertrain and suspension must be dropped. Powertrain lifts, easy rollers, car dollies and rescue hooks will be essential for expert EV service.

It’s important to remember that, at the end of the day, it’s still a vehicle. Filters are filters, brakes are brakes, so on and so forth. There is plenty of overlap between ICE and EV service, lowering the barrier to entry for shops interested in expanding into EV coverage.

Shop owners who are skeptical may have reservations about making large investments when they aren’t seeing enough EVs to make it worthwhile. That said, savvy shop owners can get ahead of the trend while limiting their risk by prioritizing what they can now.

Now is the time to invest for success

While provinces like British Columbia and Quebec host some of the highest numbers of vehicle registrations, EV sentiment and adoption have increased across the country. In fact, a recent study has revealed that 80 per cent of EV skeptics will consider purchasing an EV in the next ten years.

However, like many vehicle service trends and innovations, rural areas will be slower to adopt compared to major population centers. Shop owners who are skeptical may have reservations about making large investments when they aren’t seeing enough EVs to make it worthwhile. That said, savvy shop owners can get ahead of the trend while limiting their risk by prioritizing what they can now.

EVs have arrived — and are only becoming more prevalent. Investing in tools and equipment now that can be used when servicing both ICE and EVs will prepare shops for the inevitable influx of EVs in the future and offer a competitive edge in terms of service capabilities. Training is essential, yet only 3 per cent of technicians say they’re trained on servicing EVs.

Shops that prioritize training and preparation now will be in a better position to effectively and successfully address EV service needs in the long run.

Jeff Hudnut and Jennifer Grabowski are product managers at Bosch Mobility Aftermarket. The Bosch EV Training Tour features multiple training devices — including a training aid car that simulates diagnosing and repairing an EV battery and motor without exposure to a live, high-voltage battery.

This article originally appeared in the Summer 2024 issue of EV World

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Goodyear Tire and Rubber Company announced it’s committing $575 million to modernize and expand its plant in Napanee, Ontario, a move expected to boost EV tire production.

In a joint announcement with Prime Minister Justin Trudeau and Ontario Premier Doug Ford, Goodyear revealed plans to upgrade its facility, focusing on energy-efficient manufacturing processes and increased output, particularly for electric vehicle and all-terrain tires. The expansion is projected to generate 200 new manufacturing jobs by 2027 while securing more than 1,000 existing positions at the plant.

A key aspect of the project is Goodyear’s goal to achieve net-zero emissions at the Napanee plant by 2040, aligning with Canada’s national targets for reducing greenhouse gas emissions. The federal government will support the project with up to $44.3 million in funding from the Strategic Innovation Fund, while the Ontario government will contribute $20 million through Invest Ontario. These funds will assist in the implementation of new technologies and training programs.

This investment is part of a broader trend in Ontario’s growing electric vehicle sector, the announcement said. The modernization of Goodyear’s plant is expected to have a significant impact on the local economy and the province’s role in the global EV market.

Trudeau described the project as a positive development for Canada’s manufacturing sector, particularly in the automotive industry.

“Goodyear’s modernization of its Napanee plant will create manufacturing jobs and support the growth of our EV industry,” he said.

Ford highlighted the broader economic benefits for Ontario, noting that the province’s transportation infrastructure and skilled workforce continue to attract major investments in the EV sector.

“Goodyear Canada’s investment builds on the billions already invested in Ontario’s EV supply chain,” Ford said.

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Consumers have many concerns about electric vehicles. After the high cost to purchase, range and public charging infrastructure are the main holdbacks according to various surveys.

One of the most recent ones comes from the 2024 Mobility Trend Report from Volvo Car Canada. It reported that even though 64 per cent of Canadians are looking at an EV for their next vehicle purchase, 65 per cent are worried they will get stranded if they run out of charge. Furthermore, 59 per cent say there are not enough places to charge an EV.

On top of that, nearly four in five (78 per cent) agree there currently isn’t enough publicly available charging infrastructure to make EVs a good option for them.

As a result, industry leaders have repeatedly urged would-be shoppers to consider their daily use case — if they use a vehicle for their commute to work or short trips around town, an EV can generally fit seamlessly into their lives. But for those who prefer road trips of long distances, having a gas-powered vehicle at least as a secondary option is still recommended.

But can road trips still be done with an EV? EV World editor Adam Malik had the chance to find out. Vehicle sharing company Turo offered him the opportunity to use its services to try out an EV. He browsed through its offerings and found a Tesla Model Y. He booked it and had the vehicle delivered to him at his house.

He shared his experience of being on the road with an EV, what he encountered and what he learned.

EVW: Tell us about the trip you took

AM: I was heading to Detroit, Michigan, for the MEMA Aftermarket Suppliers Vision Conference. Being in Toronto, it’s a relatively close trip — a 400-km drive. When Turo approached me to try out its service and vehicles, I thought this was a perfect opportunity to take an EV on an extended trip. I write a lot about the EV market. I talk a lot about EV trends. But other than test drives, I’ve never actually driven an EV for an extended period of time.

I ended up choosing a Tesla because it’s the most popular brand out there today. So I decided to give them a shot.

I got the vehicle early in the morning of the day of my trip. I took it for a short drive around my neighbourhood just to get used to it, especially the braking because that is a major difference from using an internal combustion engine vehicle. You take your foot off the pedal and it’s just the same as hitting the brakes. So, I got used to the feel of it and then I hit the road.

So I was mentally prepared for all scenarios. I didn’t know where I’d be stopping off to recharge, if the chargers would work, how long I’d wait.

EVW: Were you nervous about taking a road trip in an EV?

AM: Definitely. You hear both sides. You hear about the people who do it regularly without issue and how much they love the experience. I know people who’ve driven from Ottawa to Toronto regularly without a problem, which is about as far as Toronto to Detroit. Then you hear about those who are frustrated with having to stop to charge and the waiting around. You hear about broken charging stations. All of that.

So I was mentally prepared for all scenarios. I didn’t know where I’d be stopping to recharge, if the chargers would work, how long I’d wait.

But I have to hand it to my Turo host — he showed me how to navigate the system and put me at ease. I can only speak to the Tesla experience as well — but it was good at showing me where I needed to stop to charge up.

EVW: What were your first impressions?

AM: I had two main first impressions. One was just being in an electric vehicle and one was being in a Tesla. Being in an EV, it was cool. It really was a great experience. It was a fun car to drive. The feel of it is different. You don’t have the changing of the gears, which wasn’t new since I’ve noticed that in test drives, so I knew that was coming — but just having that constantly during my drive was interesting. Other than that, it was really just like driving a regular vehicle. You’re still turning a steering wheel. That doesn’t change.

The second impression was being in a Tesla, a non-traditional automaker, versus an EV that is built by a car company. It felt like being in a Tesla was being in something that was technology-focused with a car wrapped around it. And I wonder if being in say, a Ford Mach-E or a Hyundai Ionic 5, if it would feel like a car wrapped around technology, if that makes sense. It felt like the technology came first and the car was second in a Tesla, which led to some quirky user experiences.

EVW: What was the driving experience like?

AM: It was very fun, perhaps not dissimilar to a high-end sports car with the handling and the power, the speed. With the way the EVs hug a corner, the low centre of gravity, you do feel that when you’re taking those tight turns. You realize you can take them a little more aggressively than you would in a typical combustion engine vehicle.

Beyond that, it’s just like an ICE vehicle. There’s still a steering wheel, there’s still a switch for the blinker, there’s a ‘gas’ pedal.

But being a Tesla, the full self-driving was an option. And I got to use that and that really to me was the biggest eye-opener of being in a Tesla — not in an EV, but in a Tesla specifically.

It was incredibly cool but also incredibly scary at the same time when thinking about where the technology is at with self-driving. It was good in the sense that it acted like a very cautious driver. It took those turns very carefully. I tried it at a stoplight. I was turning left and the car coming in the other direction was also turning left with no other vehicles. Under normal circumstances with human drivers, I would go left, the other driver would go left at the same time and we go on our way. What the Tesla did was make sure that car turned left and then it proceeded to make the left turn. So it was very careful. It was an interesting experience.

EVW: You mentioned quirky Tesla interactions. What were those?

AM: Like I said, a Tesla felt like technology wrapped around a car. Like the wipers — they were completely not in tune with the weather most of the time. It was sprinkling rain and the auto-sensor thought it was a hurricane. The wipers were just going back and forth so fast.

How a typical car puts your vehicle info in the dashboard in front of you, Tesla puts it in the centre. So you have to look away from the road to see their giant tablet of info. With the self-driving mode, it would ask you to tug on the wheel slightly so that it knows you’re there. But to see the notification, you have to turn your head slightly. There are also cameras inside the car to make sure you’re not falling asleep. So look away at the screen long enough and it sends a warning that you’re not looking at the road. So what is it? What do you want from me? You’re in this circle of trying to look at the road while also trying to peek at the notification, only to be told to pay attention to the road.

So quirky things like that of being in the Tesla where I wonder how it is in other EVs by traditional automakers who have a long history of making cars and know what drivers like.

The second impression was being in a Tesla, a non-traditional automaker, versus an EV that is built by a car company.

EVW: What was the charging experience like?

AM: I had no issues with charging. That was obviously my biggest fear because that’s all everybody seems to be scared about — is there charging infrastructure, what if I can’t find a charger, what if chargers are broken?

But I had no issues at all. I put my destination in as I went from Toronto to The Henry in Dearborn, Michigan. It gave me my route and said, ‘Here’s the route we’re going to take along the way. You’re going to stop off in London, Ontario, to recharge.” It showed me how long the charge would take. I could charge up enough to make it to my destination or I could do a full charge. Since I didn’t expect the hotel to have a charging station, I charged up as much as I could.

All three times I stopped to charge, the stations were in a plaza or mall parking lots. It took about a half hour each time to take the battery from a low state to that 80-90  per cent state. And a half-hour stop on a four-hour drive each way isn’t all that inconvenient. I stopped off, stretched my legs, grabbed a snack and away I went. I can see how on a multi-day trip, stopping every couple of hours can add a bunch of extra time to the journey. But a four-hour trip becoming four-and-a-half hours isn’t that big a deal.

Chargers were available and worked when the vehicle needed to be charged

EVW: Were the charging stations accommodating?

AM: Absolutely. Like I said, the stations were in centres where there was something to do. Funny enough, I think every other person who was charging was just hanging out in their cars, scrolling through their phones. Me being in the car for a couple of hours, I wanted to move around and so having the fast food restaurant, grocery store or coffee shop was great.

It makes me wonder about turning gas stations into charging stations. If someone is stopping for a half hour or even 15 minutes for a top-up, there needs to be something there to keep them or the kids entertained. Because that half hour can feel like an eternity with cranky kids in the back seat.

But for me, the stations were conveniently placed. I could see where maybe if you went to a remote area — I’m not sure how the charging infrastructure is if you’re going to northern Ontario or northern Michigan, or wherever it may be, how the infrastructure is up there. So I see how it could be tougher if that’s the case. But we certainly need more public infrastructure for those remote areas and those who don’t have charging at their home or in their condo buildings.

Home charging is also such an important piece of the discussion.

But the importance of home charging can’t be ignored. That way there’s less reliance on public infrastructure. If you have a house with a driveway, you should have a charger.

EVW: Why is home charging important?

AM: It ties into public charging. There’s talk of urging more grocery retailers, for example, to install charging stations because many people take their car there and they can charge up while shopping. But if you live in a condo or for whatever reason can’t install a home charger, those public stations being conveniently placed is essential.

For me, my trip could have been quicker if I had a charger at home. And cheaper — I spent probably $80 for all charging I think that will be essential going forward. If you want to have an EV but not a home charger, you’re depending on these public chargers to do the job for you. When you want to get home, you don’t want to worry about having to stop somewhere for however long to charge up — and pay a higher rate — and then go home.

But the importance of home charging can’t be ignored. That way there’s less reliance on public infrastructure. If you have a house with a driveway, you should have a charger. You don’t need to worry about finding a place to charge on your way home so you don’t have to find a spot the next time you head out.

But what about people in apartments and condos? They need a “home” charger. If not in their building, there needs to be a central spot close by where people can recharge. If you’re a daily commuter, you’re not going to need the charger every day. But you need easy access.

EVW: What do you see for the future of the EV discussion?

AM: I think the negative histrionics around EVs need to tone down. People are absolutely right — EVs in their current state are not ready for the mass market. But it certainly works for a solid portion. And the current costs of a new EV are hard to justify for most.

Still, it feels like many people are expecting EVs to be everything to all people and perfectly operational out of the womb. Nothing in the history of mankind has ever been produced like that. As with everything — microwaves, DVD players, smartphones — the costs, the user-friendliness, the capabilities are limited in the early stages. As time goes on, technology improves, costs calm down and more options become available.

I love a line someone used to describe EVs: Toddlers. We’re in the young stage of the evolution of EVs. There’s much room for improvement. Hopefully, as we get closer to the EV mandate years, we’ve improved a lot. Yeah, they’re not great for all kinds of road trips. But they do work for some, like the one I just took. It was extremely convenient. They’re good for your daily trips but not cross-country ones. And if you don’t have a convenient place to charge, then it’s not a great fit.

I think there’s reason to be excited for it. But we have to temper expectations and manage those expectations and see where we are now and match it to our needs. It’s still early.

This article originally appeared in the Summer 2024 issue of EV World

The post EV World: Road tripping with an EV appeared first on Auto Service World.

What’s it like to take a road trip with an electric vehicle? We hit the road to find out in the latest issue of EV World.

With concerns about range, charging infrastructure and general anxiety, EV World editor Adam Malik decided to take an EV for a road trip to Detroit to see what it’s really like. He details his experience, what he learned, the issues he ran into and whether the trip was full of anxiety or adventure.

Elsewhere, we have experts from Bosch looking at the shop of the future that will serve EVs. While bog moves may not be needed now, it’s always good to start thinking about preparing.

 

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After attending the EV & Charging Expo in Toronto, long-time aftermarket executive Martyn Johns wonders why the aftermarket isn’t at the table to help drive the narrative around what’s important in the electrification transition.

This is a digital-only magazine, so click here to read the Summer edition of EV World.

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Despite rising sales, electric vehicles struggle to penetrate aftermarket product volume. As a result, according to a recent report, EVs have yet to make a significant impact on the aftermarket.

While they have made strides in the new car and light truck market, Lang Marketing noted that the presence of EVs in the aftermarket remains minimal. Despite a growing share of new light vehicle sales, EVs contribute only a small fraction to the volume of aftermarket products, it said in its report, EV Aftermarket Impact Barely Flickers.

Several factors contribute to this disparity, the group noted. First, more than 96 per cent of aftermarket product sales, excluding tires and accessories, come from vehicles at least four years old. Older vehicles, particularly those eight years or older, generate significantly more aftermarket product volume per mile than their newer counterparts.

Electrics haven’t been around long enough and there aren’t enough on the road to have a meaningful impact on the aftermarket sector.

Tesla remains the dominant player in the EV market, capturing nearly 60 per cent of BEV sales in 2023. However, for EVs to gain a significant share of new vehicle sales, other nameplates must attract more consumer interest — a shift that has yet to occur, Lang noted.

Internal combustion engine (ICE) vehicles still overwhelmingly dominate vehicle inventory, with ICE vehicles comprising 98.8 per cent of vehicles in operation (VIO) in 2023 in the U.S., down only 1 per cent from 2016. The characteristics of the aftermarket, where vehicles under four years old contribute minimally and older ICE vehicles generate disproportionate sales volumes, have kept EVs’ share of the light vehicle aftermarket below 1 per cent in 2023.

A vehicle typically does not generate substantial aftermarket volume until its fourth year on the road, with significant product use occurring in vehicles aged six to ten years.

“Consequently, it will take many years for EVs to impact the aftermarket significantly, even if their sales continue to rise—a prospect that is becoming uncertain as their 2024 sales growth slows,” Lang said.

“While EVs capture headlines and new vehicle market share, their journey to meaningful aftermarket influence remains a long road ahead.”

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Electric vehicle news has been bleak in early 2024, with reports of a market downturn and OEMs scaling back plans. This might suggest EVs are beyond their hype, but a closer look from IDTechEx might point to a different story.

From 2015 to 2023, electric car sales showed robust growth, even during the COVID-19 pandemic. James Edmondson, research director at IDTechEx, noted that his group’s research found that EV sales have averaged 50 per cent growth annually, with a 38 per cent increase from 2022 to 2023.

The International Energy Agency (IEA) reported a 20 per cent decrease in EV sales in Q1 2024 compared to Q4 2023, but this is part of a consistent trend of lower Q1 sales each year.

Notably, Q1 sales have increased year-on-year, with a 30 per cent rise in Q1 2024 compared to Q1 2023. Electric car sales have also increased in all regions compared to the same period last year.

While EV sales growth has slowed, this is expected as the market matures, Edmonson pointed out.

“It is not possible to have exponential growth forever; the sales of EVs are growing into an existing (and limited) automotive market,” he said.

Despite strong growth, media reports often highlight the downturn, making failure seem more newsworthy than continued success, Edmonson observed. Some production and component scalebacks are due to overinvestment and slower-than-expected growth rates, coupled with automakers striving to make their EV platforms more profitable.

That said, he pointed out that legitimate concerns remain about further EV adoption. One major limitation is the lack of affordable EV models. Although some EVs are available at or below the average car price, electric versions are often more expensive than their combustion counterparts, with few options below $35,000 in western markets.

Charging infrastructure also plays a critical role in consumer adoption, Edmonson noted. Most EV owners charge at home overnight, but the sight of closed public chargers can be off-putting. Innovations like chargers in lamp posts and parking garages are emerging, but widespread adoption depends on housing providers, authorities, and charging network providers to install and maintain these systems. Consumers without access to a driveway or garage face significant hurdles and are more likely to need lower-priced vehicles, which are still scarce, he said.

“Despite the above concerns, EV sales continue to grow, and impending combustion engine bans are unlikely to be pushed further back,” Edmonson explained. “Demand is still present, but lower upfront cost models need to be available to fully address the automotive market’s potential.”

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Nissan showed off the Leaf Plus, an electric vehicle with boosted range, at the 2019 Canadian International Auto Show.

The Nissan Leaf, one of the earliest modern-day electric vehicles released, is also the most collision-prone EV on the market.

A recent analysis highlighted which EVs are most likely to be involved in accidents — the Leaf lead the list.

The study by The Barnes Firm analyzed the number of electric vehicles involved in fatal crashes over the past five years, along with the number of each model sold in 2023. The crash rate per 1,000 cars sold in 2023 was then calculated to identify the EVs with the highest accident rates.

Topping the list of the most accident-prone EVs is the Nissan Leaf, which has a crash rate of 2.16 per 1,000 cars. Over the past five years, the Nissan Leaf has been involved in 26 fatal crashes, making it the leader despite its popularity.

The Kia Niro follows as the second most accident-prone EV, with a crash rate of 1.82. In 2023, the Kia Niro saw 27 fatal crashes, reflecting a significant increase from previous years.

The Hyundai Ioniq ranks third with a crash rate of 1.57 per 1,000 cars sold. The Hyundai Ioniq had 18 fatal crashes in 2023, matching the total number of crashes from the past four years combined.

The Tesla Model X comes in fourth with a crash rate of 1.08. Over the past years, the Tesla Model X has experienced 26 fatal crashes. Although it has fewer total crashes compared to other Tesla models, its lower sales volume results in a higher crash rate.

Rounding out the top five was the Audi e-tron with 0.87 crashes per 1,000 cars. Despite reporting only 2 fatal crashes in 2022 and 2023, the lower sales volume places it in the middle of the list.

The Hyundai Kona Electric has the lowest crash rate among the most accident-prone EVs, with 0.03 crashes per 1,000 cars. This model had only 2 fatal accidents over the past years, with 63,994 units sold in 2023.

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Recent data revealed that Canada is coming out ahead of its southern neighbour in the transition to battery electric vehicles (BEVs).

This trend is particularly evident in the early months of 2024, where provincial incentives and national policies have significantly boosted BEV registrations in Canada.

“Though it has been well reported that buyers in Europe and China have adopted BEVs more quickly than U.S. buyers, the same is true when looking at the U.S. versus Canada,” wrote Stephanie Brinley, associate director of AutoIntelligence at S&P Global Mobility, in an analysis posted online.

She pointed to the provincial incentives in Quebec and British Columbia helping propel a more rapid adoption of BEVs compared to the U.S., where state-level incentives have a less pronounced impact.

From January to April 2024, BEV registrations in Canada surged by 57 per cent compared to the same period in 2023, while plug-in hybrid electric vehicle (PHEV) registrations climbed by 75 per cent. In contrast, the U.S. saw a mere incremental increase of 25,000 more BEVs registered in the first four months of 2024 compared to the same period in 2023, a stark slowdown from the 137,000 unit increase observed from 2022 to 2023.

Canada’s national Incentive for Zero-Emission Vehicles (iZEV) provides a rebate of up to CA$5,000 for eligible EVs. This, combined with provincial incentives in B.C. and Quebec can reduce costs further, with Quebec providing up to CA$7,000 and British Columbia up to CA$4,000 for BEVs, depending on the buyer’s income and vehicle price. Ontario, however, does not offer additional incentives, relying solely on the national program.

However, changes are afoot. Quebec announced it will phase out rebates by reducing the amount offered and fully eliminating them by 2027. In B.C., changes to its rebate program mean 75 per cent of EVs won’t qualify for rebates, dealers said.

Yet, the impact of these incentives is evident, Brinly pointed out. Quebec alone accounted for 50.6 per cent of Canadian BEV registrations through April 2024, while British Columbia contributed 20.6 per cent. Ontario, with no additional incentives, captured only 22.5 per cent despite being the largest vehicle market in Canada.

The situation is quite different in the U.S., where state-level incentives vary significantly. California leads the charge with 34 per cent of U.S. BEV registrations from January to April 2024, thanks to its robust incentive programs and early adoption of stringent vehicle emission rules. Florida, without state-level incentives, still managed to secure 8 per cent of BEV registrations, while Texas, with a modest $2,500 incentive, accounted for 7 per cent.

“In the U.S., the states which offer incentives also have more varied programs, which presumably creates more variability in impact,” Brinley wrote.

California’s BEV registrations represent 21.4 per cent of total vehicle registrations in the state, far exceeding the national average of about 7 per cent. In comparison, Florida’s BEV registrations are closer to the national figure at 6.6 per cent, while Texas lags slightly at 5.2 per cent.

“There are a total of 15 states in the US offering some level of incentive on top of federal incentives, but BEV distribution in the US does still generally see the highest volume states in overall registrations also being the top BEV states,” Brinley wrote.

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Canadian automotive groups have launched a new campaign to highlight the urgent need to build up electric vehicle charging infrastructure in time for the 2035 deadline.

The groups say 100 chargers need to be installed every day to meet Canada’s zero-emission vehicle (ZEV) sales target 11 years from now. And so they’ve launched “Countdown to 2035,” a tracking initiative highlighting the critical need for expanded public charging infrastructure.

“As the Federal Government’s ZEV aspirations start to meet market realities around the country, the Countdown to 2035 will provide valuable information and insights as to what is required, where and at what pace,” said Tim Reuss, president and CEO of the Canadian Automobile Dealers Association (CADA) in a joint statement. “The bottom line is Canadians need federal action for better, more reliable charging infrastructure and supports for purchasing ZEVs in every segment of the market.”

Brian Kingston, president and CEO of the Canadian Vehicle Manufacturers’ Association (CVMA), emphasized the role of consumer demand in driving ZEV adoption in the same announcement.

“Higher levels of ZEV adoption will be driven by consumer demand, not government mandates,” Kingston said. “Canadians cannot be mandated to purchase electric vehicles without first providing them with the ability to conveniently charge their vehicles no matter where they live.”

David Adams, president and CEO of the Global Automakers of Canada (GAC), highlighted the pivotal role of consumers in the transition to ZEVs.

“There are three key factors to broader ZEV adoption which are, the consumer, the consumer and the consumer,” Adams said in the statement. “Consumers will ultimately decide whether a ZEV works for their lifestyle or not …  and make no mistake, the industry needs Canadians to purchase ZEVs. Governments need to be making this choice easier for Canadians and not more difficult, such as the unilateral measures made last week by the B.C. government to severely restrict EV purchase incentives for B.C. consumers. This is counterproductive to the goal of greater EV adoption.”

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The transition to electric vehicles can be done but the timeframe mandated by governments around the world may not make it possible to be done right, an automotive leader recently warned.

It’s all about creating a sustainable transition, Leila Afas, director of global public policy at Toyota Motor North America, said during the recent MEMA Aftermarket Suppliers Global Summit in Florida.

“We need to make sure we have the sourcing, we need to make sure we have the consumer adoption and we need to make sure that our supply base is able to transition,” she said.

The timing feels almost equivalent to a transition being made overnight to much of the public. What happens to parts makers when the average age of a vehicle in the U.S. is nearly 13 years and nearly 15 years in sub-Saharan Africa?

“So we still need to make these parts,” Afas said. “That’s a humanitarian issue — being able to replace and update these cars that are already there.”

Most people can’t afford the price of a new vehicle, or even a used one. EVs are generally priced higher than comparable ICE vehicles.

“It shows that it’s not [usually] by choice somebody drives a 25-year-old Toyota Corolla,” Afas pointed out. “So that’s the thing — we need to make sure that it’s sustainable.”

An attendee asked what would be a more realistic goal for electrification and if delaying it a handful of years would make a difference. Afas didn’t give a specific timeline but noted a change is likely necessary.

“The direction is there,” she said. “Let’s bend that slope a little more towards reality.”

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Electric vehicles are becoming more common on Canadian roads, partly thanks to reduced purchase prices. But their increasing prevalence is bringing new challenges, particularly in terms of collision repairs, according to Mitchell.

The technology and information provider for the property and casualty claims and collision repair industries found a notable increase in the total loss frequency for EVs in its Q1 2024 trends report, Plugged-In: EV Collision Insights.

In Canada, the total loss rate for EVs reached 7.48 per cent in the first quarter of 2024. That’s an 8 per cent increase from Q4 2023 and a 30 per cent increase from Q3 2023. This comes even as the total loss frequency for EVs remained comparable to that of 2021 and newer internal combustion engine (ICE) vehicles, which ended the quarter with a total loss rate of 7.44 per cent.

“Slowing new sales, manufacturer price reductions and changing consumer sentiment are impacting the value of used EVs,” explained Ryan Mandell, Mitchell’s director of claims performance, explained the trends. “As a result, the total loss frequency for collision-damaged EVs is increasing. However, it is also increasing for new gasoline-powered vehicles, which are comparable to EVs in terms of their complexity and cost to repair.”

The report also underscored the challenges faced by repair shops dealing with EVs. The average number of mechanical labour hours required for repairable EVs was nearly double that of ICE vehicles, with EVs requiring 3.04 hours compared to 1.66 hours for ICE vehicles. This substantial difference contributes to higher repair costs for EVs, Mitchell reported.

Moreover, although average claims severity decreased in Q1, the cost remains significantly higher for EVs compared to ICE vehicles. In Canada, the severity difference was $1,700 CAD, or 33 per cent, with EVs averaging CAD$6,810 versus CAD$5,110 for ICE vehicles. This trend is echoed in the United States, where the severity difference was $1,363, or 29 per cent, with EVs averaging $6,066 versus $4,703 for ICE vehicles.

Claims frequency for EVs is also on the rise — in Canada, it grew to 3.41 per cent in Q1 2024, a 38 per cent increase compared to Q1 2023. In the U.S., the claims frequency reached 2.26 per cent, representing a 40 per cent increase over the same period.

Parts utilization and repair practices further illustrate the challenges of EV collision repairs. Without a robust inventory of aftermarket and recycled parts, EV collision repairs are more likely to involve OEM parts — with 89.29 per cent of EV repairs said they use OEM parts compared to 65.14 per cent for ICE vehicles. Additionally, EV parts, which are often designed to be lighter to offset the heavier battery, are more challenging to repair. In Q1, 13 per cent of EV parts were repaired versus replaced; in ICE vehicles, it was 15 per cent.

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The electric Hummer on display at the 2024 Canadian International AutoShow

As the automotive industry shifts towards electric vehicles, dealers are expressing significant concerns about the transition, according to a recent report by CDK Global.

Dealers Face the EV Transition highlighted growing pessimism among dealers regarding the EV market’s impact on their business models with 65 per cent of respondents saying so. Fewer than one in five (19 per cent) were optimistic.

That said, feelings vary depending on where these dealers are located and the markets they serve, the report noted.

“Yet, the EV market is said to be inevitable even as headwinds build. Many challenger brands not named Tesla are hurting. Traditional automakers are seen scaling back or rethinking their EV strategy mid-flight,” the report said. “In this tumultuous atmosphere, dealers serve not as a canary in a coal mine but heralds of an unwelcome truth on the ground.”

Dealers are particularly worried about the high costs associated with EV infrastructure and training as well as the uncertain consumer demand. Over half of the surveyed dealers doubt their ability to achieve profitability with EVs, citing the substantial investment required for charging stations and specialized technician training.

Most (45 per cent) said the industry would be at EV parity, with at least half of all sales being all electric, in five to 15 years, but a quarter (25 per cent) said they don’t see parity taking place for “several decades at least.” The rest (30 per cent) said it would be more than 15 years.

Dealers cite similar reasons as consumers as to why there’s a lack of buy-in on EVs: 62 per cent said range doesn’t meet their needs; 47 per cent said charging is too difficult or takes too long; and 34 per cent cite the high purchase prices.

The report also noted that 60 per cent of dealers feel unprepared for the EV transition, with many fearing a loss of business if they cannot adapt quickly. Despite the industry’s push towards electrification, dealers are hesitant to fully embrace EVs without clearer pathways to financial viability and stronger consumer incentives.

As the automotive landscape evolves, dealers are calling for more support and guidance to navigate the challenges posed by the EV revolution, emphasizing the need for comprehensive strategies to ensure their continued success in a rapidly changing market.

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EV charging company FLO has partnered with Metro to install fast-charging stations at more than 130 grocery stores across Quebec and Ontario.

At least 500 fast-charging ports will be installed at Metro, Super C, Food Basics and Marché Adonis locations starting in August for drivers to charge while they shop.

“This partnership is about integrating the best EV charging experience into daily life and making it as routine as grocery shopping,” Louis Tremblay, president and CEO of FLO, said. He further emphasized that making public charging widely available is crucial for Canada to achieve its environmental goals and transition to an emission-free transportation sector.

“Metro is committed to adopting short-term, science-based greenhouse gas emissions reduction targets for its direct and indirect emissions,” said Michel Avigliano, vice president of real estate and engineering at Metro. “Through this partnership, we are taking action to reduce our indirect emissions linked to the transport of our customers while contributing to the collective effort of transitioning towards a more low-carbon economy.”

A significant portion of these new installations is backed by FLO’s partnership with the Canada Infrastructure Bank, which has committed $235 million to FLO. This investment aims to bring more than 1,900 public fast-charging ports online across Canada by 2027.

The new charging stations will feature the dual port FLO Ultra fast charger, which offers up to 320 kW of power. This allows most new EVs to charge up to 80% in just 15 minutes.

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Electric vehicle charging stations see the highest utilization rates in densely populated, higher-income areas near parks and shopping amenities, according to new data from the Transportation Energy Institute’s (TEI) Charging Analytics Program (CAP).

The analysis covered over 1,000 DC fast chargers across the U.S. and Canada.

The CAP, developed in partnership with the Center for Sustainable Energy (CSE), aims to provide businesses with actionable EV market and charging deployment data to optimize site selection and ensure a strong return on investment.

“We saw a need to help site hosts make informed decisions, optimize products and services, and collaborated with CSE to develop CAP to address those needs,” said Karl Doenges, executive director of the Charging Analytics Program. “Our tiered construct starts with a high-level summary of market dynamics and progressively adds more granular regional analysis.”

Key findings from CAP’s initial analyses included:

• Median Income: Higher median income is one of the top predictors of EV charging station utilization.
• Infrastructure: The number of roads and population density significantly influence charger use.
• Amenities: Proximity to parks, open spaces, and stores correlates positively with charger utilization.
• Local factors: Utilization varies widely among chargers within a mile of each other, indicating the importance of hyperlocal characteristics such as traffic flow and traffic lights.

“EV chargers can attract customers who will spend time and money at a retailer. But businesses need data to determine which sites will bring the best returns,” said Scott Shepard, CSE’s transparency and insights director. “CAP layers EV market and charger deployment data with insights from EV infrastructure and retail business experts to provide actionable intelligence for charger deployment.”

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Despite the growing momentum in electric vehicle (EV) sales in Canada, significant hurdles remain on the road to mass adoption, observed a new report by DBRS Morningstar.

“The Transition to an Electric-Powered Vehicle Fleet” highlighted the challenges and outlines the necessary steps to achieve the federal government’s ambitious targets for zero-emission vehicles (ZEVs). The Canadian federal government set a goal for 100% of light vehicle sales to be ZEVs by 2035, with interim targets of 20% by 2026 and 60% by 2030.

However, the transition to an electric-powered vehicle fleet is not without its difficulties. In 2023, ZEVs accounted for 10.8% of new light vehicle registrations in Canada, with battery-electric vehicles (BEVs) making up 8.1% and plug-in hybrid electric vehicles (PHEVs) 2.6%. While this marks progress, the report emphasized several significant challenges that need to be addressed to achieve mass adoption.

Still, one of the most critical barriers to mass adoption is the lack of sufficient charging infrastructure. As of March 2024, Canada had 11,223 public charging stations with 27,612 charging ports. This is far below the estimated need of 442,000 public charging ports by 2035 to support a fully electric vehicle fleet. The federal government, along with the Canada Infrastructure Bank, plans to finance and deploy 83,500 public charging ports by 2030, leaving a substantial gap to be filled by provincial governments and the private sector.

Range anxiety remains a significant concern for consumers, exacerbated by the inconsistent availability of fast and reliable charging stations, the report noted. Even with improvements in charging technology, the time required to charge an EV, especially at Level 3 stations, is still significantly longer than refuelling a traditional internal combustion engine vehicle.

Furthermore, the high cost of EVs compared to ICE vehicles is another major obstacle. Despite recent price reductions by some OEMs, EVs remain more expensive to manufacture and purchase. The report noted that the price gap is expected to narrow as battery technology advances and production scales up, but for now, affordability continues to be a significant barrier for many potential buyers.

The lack of substantial subsidies and incentives across Canada further complicates the issue. In contrast, countries with high ZEV penetration rates, such as Norway and Sweden, have benefitted from generous government incentives that have made EVs more economically attractive to consumers.

To achieve the ambitious targets set by the federal government, continued efforts are needed to address these challenges, DBRS observed. Expanding the charging infrastructure, improving affordability through technological advancements and incentives, and increasing consumer confidence are crucial steps.

“Over the longer term, countries like Norway, Sweden, and Iceland have shown that ambitious ZEV penetration rates are possible,” said Simba Murahwi, vice president of Canadian structured Finance ratings at DBRS. “With such high penetration rates, ZEVs would become the dominant force in the Canadian vehicle fleet. This will ultimately result in weaker value retention for ICE vehicles relative to comparable ZEVs.”

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Asahi Kasei Corp. announced it will construct its previously announced integrated lithium-ion battery (LIB) separator plant in Port Colborne, Ontario.

The new manufacturing facility will operate as Asahi Kasei Battery Separator Canada and is expected to create jobs in manufacturing and construction. The start of commercial production is currently slated for 2027.

“As demand for electric vehicles – and the lithium-ion batteries that power them – continues to rise, we are eager to bring the first Hipore wet-process lithium-ion separator manufacturing facility to Canada,” said Koshiro Kudo, president and representative director of Asahi Kasei, during the announcement. “Backed by the abundant renewable resources, skilled talent and strong local community support here in Port Colborne, we will be able to better serve our partners in the region as well as the broader North American automotive market from this facility.”

The Hipore wet-process separators to be produced at the Port Colborne facility are highly engineered and critical components of LIBs used in EVs and other energy storage applications.

On April 25, Asahi Kasei announced an initial investment of approximately CAD$1.56 billion to install around 700 million square meters of annual Hipore separator capacity at this new Canadian facility.

Asahi Kasei will receive support for the project from the provincial government of Ontario through its investment attraction agency, Invest Ontario, and will benefit from the federal government’s new Clean Technology Manufacturing Investment Tax Credit (ITC).

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As the electric vehicle market grows, ensuring the safety of EV batteries has become increasingly important.

A recent report from IDTechEx examined various battery technologies and emerging fire-resistant materials to address these challenges as awareness increases of the risks of thermal runaway and potential fires.

The report, Fire Protection Materials for EV Batteries 2024-2034: Markets, Trends, and Forecasts, noted that despite the rarity of electric vehicle recalls they have occurred due to thermal runaway risks. Interestingly, many of these fires have happened while vehicles were stationary, highlighting the unpredictability of such incidents.

Innovative materials for enhanced safety

The report notes the popularity of cell-to-pack batteries for their potential to improve energy density and reduce costs. However, directly stacking cells increases the risk of thermal runaway propagation.

To counter this, materials that offer thermal and electrical isolation, conformability, and structural support while being lightweight and cost-effective are essential. Options such as encapsulating foams and compression pads with fire protection help prevent thermal runaway from spreading within the battery pack.

Additionally, materials like ceramic blankets or mica sheets can be applied under the lid, on top of modules, or outside the battery pack for extra protection. Advanced thermal management solutions, including active liquid cooling and refrigerant systems, are replacing air-cooled batteries to better control battery temperature.

Exploring battery chemistries

Switching to sodium-ion batteries from lithium-ion could reduce fire risks, as early studies indicate a lower chance of thermal runaway. Sodium-ion batteries can be transported at 0V, making them safer for transport and assembly. Solid-state batteries, which replace liquid electrolytes in lithium-ion cells, offer a better operating temperature range, reducing the likelihood of overheating.

Implications for various transport modes

The automotive sector drives the highest demand for batteries, with countries like Norway leading in EV market share. However, other transport modes, such as electric buses and scooters, also face fire risks. Protecting larger batteries in electric buses is crucial due to the high number of passengers. In Asia, where electric scooters are popular and often brought indoors, fire protection is vital.

Future outlook

Although petrol and diesel cars are more prone to fires, the rapidly expanding EV market still presents risks. IDTechEx’s report benchmarks various fire protection materials based on efficiency, insulation, costs, and more, providing market shares for current and future materials. The growing interest in this topic has led to increased company involvement, with new alternatives like aerogels and compression pads poised to erode the market share of traditional materials.

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Zero-emission vehicles from Stellantis on display at the 2024 Canadian International AutoShow

A move by the British Columbia government to reduce the level of qualifying electric and hybrid vehicles from its rebate program is drawing the ire of leaders of the Canadian auto industry.

The CleanBC Go Electric rebate provides up to $4,000 to qualifying zero-emission vehicles. The province dropped the maximum cost of qualifying vehicles on Tuesday to $50,000 — from the previous $55,000.

Groups say three-quarters of battery electric, plug-in hybrids and fuel cell-powered cars no longer qualify for the rebate.

“In the past 24 hours, I have been inundated with calls from new car dealers, expressing grave concern about changes to the program and, in some cases, suggesting they may cancel orders for vehicles they don’t feel they will be able to sell in the new environment,” said Blair Qualey, president and CEO of the New Car Dealers Association of B.C. in a statement.

“We are astonished and extremely disappointed by the announced changes to BC’s ZEV rebate program,” said a statement from Tim Reuss, president and CEO of the Canadian Automobile Dealers Association.

He further added the move was “decided in great haste and without any consultation with the industry, but it contradicts the province’s own ZEV ambitions” and that cutting out so many vehicles from qualifying “makes absolutely no sense.”

There’s about a double-digit price gap between ZEVs and their internal combustion engine counterparts.

“We’ve never suggested incentives should be in place forever, but they need to be in place until price parity with ICE vehicles is achieved — and we are not close to that,” said David Adams, president and CEO of the Global Automakers of Canada.

The leaders called on the government to reconsider the changes. Otherwise, meeting the federal government’s goal of 90 per cent ZEV sales by 2030 becomes “essentially insurmountable,” Adams added.

Prices overall for vehicles are at risk of spiking should there be added difficulty in selling ZEVs as a result of this rule change.

“Unless government adopts a flexible approach, manufacturers will be hard-pressed to meet targets, leading them to restrict the supply of all vehicles for sale in the province to avoid penalties — which in turn will drive up all new and used vehicle prices, as we saw during the pandemic,” Qualey warned.

He also added that some manufacturers could reduce prices to fall within the threshold.

“We anticipate some manufacturers may reduce the cost of some models so they fall within the new threshold, but we believe the overall impact on consumers will be significant,” Qualey said.

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A new wave of electric vehicle buyers is expected to enter the market in the second half of the decade, according to the latest 2024 Path to EV Adoption Study by Cox Automotive.

The study reported that while nearly half of current vehicle shoppers are not considering an EV, a significant shift is anticipated as technological advancements and improved infrastructure address their concerns.

Currently, 45 per cent of in-market vehicle shoppers are considering an EV, down from 51 per cent last year. However, the study suggested that within three to five years, 54 per cent of today’s skeptics — those currently only considering traditional internal combustion engines — will start considering EVs. By 2033, 90 per cent of all vehicle shoppers are expected to have EVs on their lists.

“While we’ve seen EV sales growth slow and consideration dip, we believe this is part of a normal growth curve and not the end of the story,” said Isabelle Helms, vice president of research and market intelligence at Cox Automotive. “With more infrastructure, education, and technological innovation, we believe electric vehicle sales will continue to grow in the long term.”

The study indicated that high EV prices and a lack of charging stations are the main barriers for skeptics, who emphasized the absence of sufficient charging infrastructure as their primary concern. Many are waiting for better range, longer battery life and overall technological advancements before making the switch. In contrast, those already considering EVs cite price as the top obstacle.

The demographic landscape of EV buyers is also shifting. The market, once dominated by luxury and high-income households, is now attracting a more diverse group of buyers, including Gen Z, multicultural, and less affluent shoppers. This broader appeal is partly due to the increasing consideration of used EVs. The study found that 77 per cent of EV considerers are now looking at used models, a significant rise from 62 per cent in 2021.

Moreover, mainstream brands like Toyota, Hyundai and Kia are gaining traction in the EV market, though Tesla remains the most-considered EV maker. The study highlighted that many consumers are still unaware of EV offerings from other major automakers, such as Nissan, despite the Leaf being available in North America since 2011.

The relationship between dealers and automakers regarding EV sales has improved since 2019, becoming more strategic and balanced. Dealerships report increased support in marketing, sales and service, but they also seek additional resources such as more EV incentives and advertising funds.

Despite feeling pressure from automakers to meet EV sales targets, 86 per cent of franchised dealers are likely to continue investing in EV infrastructure, signalling a collaborative effort to accelerate EV adoption.

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Electric vehicles (EVs) provide environmental benefits, enhanced technology and lower fuel costs. But repair shops and fleet operators are facing a pivotal moment as EVs become increasingly prevalent.

Although some repair shops have successfully transitioned, many continue to struggle with effectively servicing EVs due to their unique requirements.

Unlike traditional internal combustion engine vehicles, EVs are equipped with intricate electronic systems, high-voltage components and specialized battery technology. Addressing these challenges requires highly skilled technicians well-versed in EV diagnostics, repair procedures and safety protocols, alongside a developing supply network aimed at minimizing maintenance and repair delays.

Let’s review the various factors contributing to EV repair delays and the challenges faced by technicians, facility operators, manufacturers, and consumers.

Limited service infrastructure

Compared to traditional auto repair facilities, the infrastructure for servicing EVs is still evolving. Many repair shops may lack the specialized equipment, charging stations, proper location or certified technicians to effectively manage EV diagnostics and repairs. This can lead to longer wait times as owners travel to authorized service centers or wait for mobile technicians to become available, especially in areas with limited EV adoption.

EV repairs involve stringent safety protocols due to the high-voltage systems present in these vehicles. Technicians and repair facilities must adhere to strict safety guidelines to prevent accidents or damage to the vehicle and personnel.

Technicians require specialized training to diagnose and troubleshoot issues unique to electric vehicles. This includes handling electric components and following manufacturer-recommended procedures. Furthermore, technicians need an understanding of high-voltage systems, battery management, regenerative braking, electric motor operation, heating and cooling systems as well as using insulated tools and personal protective equipment.

Enhanced diagnostic skills can expedite the identification of problems, leading to faster repair turnaround, increased local billable hours and often lower cost as well as inconvenience to the customer.

Unlike traditional internal combustion engine vehicles, EVs rely on specialized batteries, electric motors and electronic systems, which may not be readily available in local markets.

Supply chain challenges

One of the primary reasons for EV repair delays is the intricate supply chain involved in sourcing parts and components.

Unlike traditional internal combustion engine vehicles, EVs rely on specialized batteries, electric motors and electronic systems, which may not be readily available in local markets. This can lead to extended wait times as repair shops and manufacturers struggle to procure the necessary parts, especially for less common models or older EVs.

As we know, this is not isolated to EV and hybrid vehicles as many new vehicles have experienced computer chip and other component delays leading to new vehicle delivery periods that can be as much as 24 months. The pandemic can’t only be blamed for these issues: I purchased a new 2019 Ram 1500 — although an excellent vehicle, I waited almost four months for a windshield and over six months for a replacement stereo system which is integrated with the navigation system, requiring the entire unit be replaced. This leads to our next factor.

Technical complexity

The advanced technology powering EVs presents a double-edged sword. While it offers superior performance and efficiency, it also increases the complexity of repairs.

Unlike conventional vehicles with familiar mechanical systems, EVs incorporate intricate electronic systems, software integration, and high-voltage components. This complexity can lead to increased potential for breakdown and increased time to repair. It also requires highly skilled technicians with specialized training and tools, leading to a shortage of qualified personnel capable of addressing EV-specific issues promptly.

As of writing, I have two EVs currently at the dealership or waiting for parts. My Kia Soul EV has had a high-voltage battery replaced under warranty but has been waiting off and on for almost six months for parts to complete the repair. My other EV, a Volvo XC90 T8, is currently at the dealership for repair of the electrical system and they have reached out to their technical support team.

Dealers or manufacturers often have the benefit of reaching out to their technical teams either in Canada or abroad to support diagnostic issues, like what we have seen with computer systems and advanced electronics. Unfortunately, independent repair facilities or fleet operators that have not prepared for EVs in their shop may not have this level of support, often needing to rely on the local dealership or manufacturer leading to delays, fewer billable hours and customer frustration.

As of writing, I have two EVs currently at the dealership or waiting for parts.

Manufacturer support and parts availability

The level of support and parts availability from EV manufacturers varies widely, impacting repair timelines significantly.

Manufacturers may have robust support networks with readily available parts and technical assistance, leading to faster repairs and minimized downtime. However, others may struggle to meet demand, especially for older models or discontinued components, resulting in extended wait times and frustration for owners and repair shops alike.

Like computer systems, the advancements in EV electrical and battery systems coupled with limited production have led to some parts not being available.

Software and firmware updates

Although not new in today’s world of computer monitoring and control, EVs rely heavily on software and firmware to control various systems, including battery management, regenerative braking and drive modes.

While over-the-air updates have simplified software maintenance to some extent, they can also introduce new issues or compatibility issues with older hardware. Technicians must stay updated with the latest software protocols and diagnostic tools, adding another layer of complexity to repair processes and potential delays.

Battery­specific concerns

The battery pack is a critical component of any electric vehicle, and its repair or replacement can significantly impact repair timelines. Battery issues such as degradation, cell imbalance or thermal management problems require careful diagnosis and often involve specialized procedures.

Moreover, the cost of replacing a damaged or worn-out battery pack can be prohibitively expensive, leading to longer repair times as owners explore alternative solutions or seek warranty coverage.

Insurance and warranty procedures

Insurance coverage and warranty policies for EVs can also influence repair delays and customer experiences.

Delays may occur as repair shops navigate insurance claims, obtain approvals for repairs, or negotiate warranty coverage with manufacturers. My Kia Soul waited several weeks for various approvals under warranty.

Additionally, limited coverage for certain components or aftermarket modifications can complicate repair processes and lead to longer wait times as owners explore alternative options or seek reimbursement for out-of-pocket expenses.

Despite the challenges, the EV industry is actively pursuing innovative solutions to streamline repairs and reduce downtime.

Seeking solutions

Despite the challenges, the EV industry is actively pursuing innovative solutions to streamline repairs and reduce downtime. This includes advancements in predictive maintenance algorithms, remote diagnostics and modular design approaches that simplify component replacements.

Additionally, collaborations between automakers, repair networks, and technology firms aim to standardize repair procedures, improve parts availability and enhance overall service efficiency for EV owners.

By investing in comprehensive training programs that cover these essential areas and prepare for EVs, repair shops can empower their technicians to deliver faster and more efficient electric vehicle repairs. Additionally, ongoing education and certification programs ensure that technicians stay abreast of evolving EV technologies and industry best practices, further enhancing their ability to reduce wait times and improve overall service quality.

In general, repair delays stem from a combination of technical complexity, supply chain challenges, limited training or knowledge and evolving industry dynamics. Addressing these challenges requires collaboration across the automotive ecosystem, including manufacturers, repair facilities, regulators and consumers.

By investing in training, infrastructure, and technological innovation, the industry can overcome these obstacles and deliver a more seamless ownership experience for EV enthusiasts worldwide.

David Mayers is chief executive officer at Environmental Motorworks, an innovative services company centred on providing hands-on EV and hybrid training to technicians and fleet operators in the automotive and heavy equipment sectors.

This article originally appeared in the Spring 2024 issue of EV World

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Consumer interest in electric vehicles jumped in 2023. In fact, zero-emission vehicles overall saw a greater market share of new vehicle registrations last year.

Data from S&P Global Mobility’s fourth quarter and year-end Canadian Automotive Insights reported ZEVs accounted for 11.7 per cent of new vehicle registrations last year, up from 8.9 per cent in 2022. BEVs accounted for 8.8 per cent while plug-ins made up the remaining 2.8 per cent. Both sets increased form the year before. Hybrids were 10.7 per cent of the market last year, compared to 7 per cent in 2022.

That means internal combustion engines saw its share drop from 84.1 per cent in 2022 to 77.6 per cent last year.

So EVs and alternatives to ICE vehicles are continuing to resonate with buyers in Canada. But that doesn’t mean the path to becoming a fully electrified society is without its bumps.

Education gap

There is still a large knowledge gap between fact and fiction when it comes to electric vehicles in Canada.

“We still get questions about electric vehicles and battery degradation, range, cold weather operation,” said Brian Kingston, president and CEO of the Canadian Vehicle Manufacturers’ Association. He was speaking at TalkAuto, a gathering of automotive professionals representing the dealer, OE and new vehicle supply segments of the industry.

“There’s still a lot of questions that people have legitimate questions,” he added. “So there’s more to be done on education to explain the technology and help many people make the switch.”

Representatives from several automakers agreed with this sentiment this recently. They acknowledged that consumer education is something they need to work on as electrification moves forward. At the Canadian International AutoShow this year, EV World spoke to representatives from Chevrolet, Stellantis, Ford and Volvo about electrifying the Canadian car parc.

Holly Broome, national marketing manager of Chevrolet cars and crossovers, emphasized the important role of education in overcoming range anxiety and other consumer concerns holding Canadians back from making the switch to electric.

“We have to do a lot more education to help customers understand what owning an EV is really like,” she said.

“There’s still a lot of questions that people have legitimate questions. So there’s more to be done on education to explain the technology and help many people make the switch.”

For example, most charging is done at home, reducing pressure on public infrastructure.

“Once folks realize that, it puts less pressure on needing to understand the infrastructure when they’re out and about on the road.”

Stellantis has put out its first fully electric vehicle, the Fiat 500e.

“Part of introducing that vehicle is definitely educating consumers on what it’s like to live with a battery electric vehicle,” explained Brad Horn, product communications manager at Stellantis Canada. “It’s even started with things like educating people on how the federal EV incentives or the provincial ones because that vehicle is going to be introduced in B.C. and in Quebec first.”

The company now plans to have half of its vehicle sales be electric by 2030.

“So while we will build the EVs and market them — we have six of them coming this year — there will still definitely be internal combustion, or PHEV vehicles in our lineup. It’s going to be sort of a mix, and it will have something that will address everybody’s wants.”

And there’s Volvo, which will fully electrify its fleet by 2030.

“Our purpose as a company [is to] provide freedom to move in a personal, sustainable and safe way,” observed Matt Girgis, managing director of Volvo Car Canada. “And we just see the natural evolution of our safety DNA, transitioning into sustainability, which, of course, a big part of that is to reduce tailpipe emissions. So this is our ‘Ambition 2030.’ And we’re committed to that.”

As for the education concept, he noted that the early adopters have bought their EVs and now it’s time to attract the next group of buyers.

“We do see that there is a bit of anxiety still around range, around accessibility,” he said about the next group of buyers.

Over at Ford, they say they understand what the issues are and they’re working to address those concerns.

“So if we take range, for example, so we’re always working on our product to improve range,” said Alexa Desjardins, vehicle line manager for BEV and commercial vehicles, at Ford Motor Company of Canada. “So our engineers are so focused on driving every single kilometre of range that we can get in our vehicles, and we give it to our owners. It’s not just in the new products. We give it through over-the-air updates as soon as there are updates.”

She pointed to range concerns and consumers being so focused on how far a vehicle can go on a single charge rather than assessing daily use case where people will generally travel far less than the occasional road trip. Nevertheless, options are expanding for longer road trips,

“And now we just made a deal with Tesla, where we’re going to unlock 15,000 Superchargers in the spring for our customers,” Desjardins said. “And so we’re always looking at improving our customer experience from a charging perspective.”

“Part of introducing that vehicle is definitely educating consumers on what it´s like to live with a battery electric vehicle.”

Repair concerns

There is a shortage of automotive repair technicians. The industry knows this. But it seems other sectors are still wrapping their heads around it. And when there’s a shortage of technicians to meet the demands of he industry, repair costs escalate.

Take, for example, rental car company Hertz. It added Tesla vehicles to its fleet for its customers. But they recently announced they’re dumping many EVs, citing the high repair costs associated with the vehicle type.

“Collision and damage repairs on an EV can often run about twice that associated with a comparable combustion engine vehicle,” then-Hertz CEO Stephen Scherr said during an analyst call. He resigned from the company after this debacle.

The insurance industry is also realizing this. Owners of EVs are looking to face higher premiums to insure an EV. Morningstar DBRS warned this could happen if trends in the United Kingdom cross over to Canada.

Despite EVs typically having lower maintenance costs than their gas-powered counterparts, the expensive nature of repairs and a shortage of skilled technicians could elevate overall costs, subsequently impacting insurance claims and premiums. Insurance companies reassess premiums annually, taking into account factors such as repair costs, theft, inflation and claims experience.

This would be of no surprise to Kevin FitzPatrick, senior vice president at OPUS IVS. In an episode of Auto Service World Conversations, he explained the many issues plaguing EV repair. With the lack of talented industry professionals, those who can service and repair EVs are charging more for their time.

For better or for worse, “I think people are going to take advantage of that,” FitzPatrick said.

Girgis from Volvo noted that his company sees the same issue themselves.

“We see it in our industry like everybody else does. Everybody else [knows it’s] difficult to get technicians, difficult to get people in general,” he said. “So we’re working with our dealers on different clever ways to help support them to retain talent to get more technician all those kinds of things.”

A way for the market to correct itself is to have more of the aftermarket be a willing participant in the area. But the unwillingness of the industry to get involved is a concern for FitzPatrick.

“You know, if you take 100 shops, you’re probably going to find about 85 of them that are unwilling right now to work on EVs,” he said. “And that’s, that’s just a stark reality. It’s a bit of dedication, you have to get trained — I mean, these vehicles are no joke. They can hurt you. You have to take some extensive training in order in order to work on them. You have to tool your shop to work on them, you have to have a technician that spent multiple days in training. And it’s a bit of a commitment.”

Currently, high insurance premiums for EV owners have not become a widespread issue in Canada, thanks in part to the gradual adoption rate of electric vehicles, DBRS reported.

And the problem of repairability is common among other BEV brands. Chris Sutton , J.D. Power’s vice president of automotive retail, noted the subpar service experience for non-Tesla owners in his company’s 2024 U.S. Customer Service Index Study.

He emphasized the urgency for automakers and dealers to address these issues as the market shifts from early adopters to more typical consumers who are less forgiving of inadequate service.

“On the manufacturer side, a higher rate of BEV recalls is also contributing to an inconsistent experience,” he said. “This is an area that automakers and dealers need to address now to help make the transition to electrification as pain-free as possible for owners in the future.”

“We see it in our industry like everybody else does. Everybody else [knows it’s] difficult to get technicians, difficult to get people in general.”

Committed

Despite consumer concerns, repair issues and potentially higher insurance costs associated with EVs, automakers remain committed to providing solutions to consumers so that they can find the EV that fits their needs.

Even though the early adopters have generally bought their EVs, there’s the next segment of the market to capture, Chevrolet’s Broom pointed out. She recommended anyone unsure about an EV to try one before they decide.

“Try it. Call the dealership,” she said. “We have 400 Chevrolet dealerships across Canada that are eager and ready and waiting to talk about EVs.”

It’s a sentiment Desjardins from Ford echoed, calling EVs a “life changing” experience. She noted that the vast majority of EV owners wouldn’t go back to a gas-powered vehicle.

“So once you drive it and you understand what your day-to-day is — because it is a change in how you think about charging, range, what your next stop is — but once you understand that, and through education, it is such a great experience,” she said.

At Stellantis, Horn also touted the benefits of real life testing of EVs to win over the skeptics. Even sharing the experiences of those with an EV can be beneficial. For example, a colleague has been travelling back and forth to Michigan regularly with an EV. Despite initial concerns, the colleague has come around.

“I think there is definitely going to be some word of mouth from those early adopters that is going to comfort some of the concerns of people,” Horn said.

When people realize the reduced maintenance and ability to make repairs over-the-air, Volvo’s Girgis said that would be a big selling point.

“I would say that we’re evolving the product in line exactly with what the consumer demands are, which is less maintenance required more convenience, more accessibility,” he said.

“So as these BEVs come out — and they’re not niche and they start filling in these segments.”

Product variety will also help. Horn noted the several models his company will be releasing to give consumers more options that fit their lifestyle, from small vehicle to pick up trucks.

“So as these BEVs come out — and they’re not niche and they start filling in these segments — and, again, people start to purchase them and live with them and speak about the positive experience, it’s going be … a rising tide lifts all boats.”

And they emphasized their commitment.

“Our dealership network is committed to electric future and we’re excited for what it has to come,” Broom said.

Desjardins noted the challenges of balancing production, consumer demand and cost, “but one that we’re really committed to. It’s for its key priorities to build an enduring EV business.”

Volvo’s commitment may stand above the rest with their 2030 goal of full electrification.

“It sends the message that we’re living out our brand purpose. We’re committed to deliver on what we said,” Girgis said. “Of course, we understand that markets evolve. Consumer demands change. There’s many reasons for that. But for us, it’s important to keep our eye focused on the end goal managed through the peaks and troughs there and ultimately deliver, by 2030, fully electric cars to all of our consumers around the globe.”

This article originally appeared in the Spring 2024 issue of EV World

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In the latest issue of EV World, we hear from several leaders on the automaker side of the industry.

The cover story looks at what they see as necessary for the automotive sector to overcome as more consumers look to electrify their mdoe of transportation. And at the forefront of their concerns: Education. Read about what the industry leaders and carmaker executives have to say about bridging that knowledge gap, along with other concerns consumers that exist.

Elsewhere, David Mayers — a leading instructor in EV education — points out that it’s not all going great in the EV transition. He explores the key issues consumers are facing, especially around repair. Mayers himself is having troubles with getting his own EV repaired.

 

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Don’t forget to check out the news section for all the latest happenings, as well as By the Numbers for key stats.

Read the latest issue online by clicking here.

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Global professional services firm GHD has been granted patents in Canada, Australia, and the United Kingdom for hydrogen fuel cell fuelling technology.

The newly patented technology is for combined hydrogen fuel cell electric vehicles fuelling and battery electric vehicle fast-charging. It also includes fuel cell backup power forecourt — a dedicated area where fuel cells are used to provide backup power when needed.

The system combines hydrogen dispensers for fueling FCEVs and a Proton Exchange Membrane Fuel Cell (PEM FC) stack to provide energy for fast-charging BEV stations and backup power applications.

“The global push to address future energy security amid climate change challenges positions hydrogen as a significant clean energy commodity. GHD’s patent aligns with the promise of green, carbon-free hydrogen produced through renewable energy sources and showcases the potential of fuel cells, particularly PEM fuel cells, in various energy markets,” said Jim Volk, patent co-author and GHD’s North America future fuels lead.

The group noted that hydrogen fueling infrastructure remains expensive as the need for expanded infrastructure grows.

“Providing this innovative approach to real-world applications has resonated with several clients that we have offered the use of the patent to, and we expect to see project rollouts coming to market. Our approach not only caters to and promotes multiple markets but also presents opportunities for product line development and portfolio station services,” said Fred Taylor, patent co-author and hydrogen lead for the Americas

Editor’s note: This piece has been corrected from an earlier version that contained incorrect information and quotes.

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Volvo’s Matt Girgis stands in front of the newly unveiled EX90 at the 2024 Canadian International AutoShow

Despite challenges, 64 per cent of Canadians looking to purchase a new vehicle within the next five years are considering a hybrid, plug-in hybrid, or fully electric vehicle, according new report.

The 2024 Mobility Trend Report by Volvo Car Canada highlighted mixed sentiments toward electric vehicles (EVs) amid economic headwinds. Three-quarters (76 per cent) of those not considering an EV cited high costs as the main barrier. Concerns over infrastructure are also prominent, with 78 per cent agreeing that there isn’t enough publicly available charging infrastructure, and 65 per cent worried about getting stranded due to running out of charge.

Additional findings from the report include:

• Only 15 per cent of Canadians believe EVs are more cost-effective than gas vehicles when considering purchase price, fuel/charging costs, maintenance, and insurance.
• 64 per cent feel the environmental benefits of EVs are over-hyped.
• 46 per cent of respondents said a longer maximum range would make EVs more appealing, while 42 per cent called for more easily accessible charging stations and 38 per cent desired better government incentives.

Volvo Car Canada noted in its announcement about the finding that it is working to improve charging infrastructure. In 2023, the company secured additional charging access through the North American Charging Standard (NACS), enabling use of Tesla’s Supercharger network, which adds 12,000 fast-charge points.

Additionally, Volvo recently launched the EX30, its smallest and most affordable SUV, designed to have the smallest CO2 footprint of any Volvo car to date.

“Understanding that early adopters have already transitioned to electric vehicles, we’re focusing on the broader base of potential EV owners who are deterred by cost and infrastructure concerns,” said Matt Girgis, Managing Director at Volvo Car Canada.

The report also found that the most likely to consider an EV are from British Columbia (74 per cent) and between the ages of 18 and 34 (76 per cent).

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While growth is expected in electric vehicle sales, it won’t be at the same pace seen in recent years, new research suggested.

ABI Research reported that global EV sales are projected to grow by 21 per cent in 2024 and 19 per cent in 2025, marking a slowdown from the 31 per cent growth in 2023 and 60 per cent in 2022.

Dylan Khoo, an EV industry analyst at ABI, suggests that the decline is not due to the usual suspects of charger shortages and limited vehicle range, which are actually showing improvement.

Instead, the slowdown is attributed to other factors, particularly in key markets such as Germany and the United Kingdom. Both countries have seen a stagnation in EV growth primarily due to the withdrawal of government subsidies, which has heavily influenced the broader European narrative. Two-thirds of European countries actually reported higher growth rates in 2023 compared to the previous year.

In the United States, the market’s dependence on Tesla is proving unsustainable as the pool of early adopters shrinks and the industry shifts toward mass adoption.

Meanwhile, China is experiencing robust growth in its EV market, achieving a 36 per cent market share in 2023 with expectations to surpass 50 per cent by 2025. This growth is driven by companies like BYD, which have successfully reduced EV prices to compete with or even undercut internal combustion engine vehicles, independent of government incentives.

“China has set an example for the world to follow and demonstrated how to win over the public with EVs. If automakers can make a wide range of EVs at an attractive price, people will buy them,” Khoo said.

He further criticized the approach in Europe and North America, pointing out the lack of competitively priced EVs as a significant barrier to consumer adoption. He notes that this issue may persist until the latter half of the decade when new battery gigafactories and a broader range of models are expected to enter the market.

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The increasing adoption of electric vehicles is met with critical challenges related to outdated infrastructure and stringent environmental regulations.

This is leading to growth impediments in the EV market, law firm Troutman Pepper said in a report, Driving Change: Scaling up EVs in the U.S. With federal incentives, consumer demand and policy support fueling the sector’s expansion, the report explores the urgent need for an infrastructure overhaul and a more conducive regulatory environment to keep pace with acceleration.

The heart of the matter lies in the modernization and expansion of the EV charging infrastructure and regulatory adjustments for establishing new battery and vehicle manufacturing facilities. The report highlights the bottlenecks in infrastructure permitting rules, complicated by the varied state-level implementation of federal guidelines, as significant hurdles.

“A lot needs to happen for EVs by 2026 to be widely adopted. That includes speeding up the permitting process for battery gigafactories and speeding up manufacturing facilities,” explained Dan Anziska, partner at Troutman Pepper. “It is expensive and time-consuming to build a massive gigafactory, as well as being reliant on many suppliers, and there are so many that have been announced. There’s competition for everything from labour to equipment and resources.”

To propel the EV market forward, the firm emphasized four critical strategies needed in the U.S. It spoke to industry experts who came up with several recommendations.

Expand public charging networks

It’s crucial for states to delineate the roles electric utilities and non-utility entities should play in operating charging stations. This clarification will ensure that charging station operators can function competitively without being ensnared in utility regulations.

Clarify environmental regulations for battery factories

As automotive and battery innovators push boundaries, regulatory ambiguity around the production and recycling of battery components stalls progress. Policymakers are urged to provide clear guidelines, especially concerning the handling of chemical components and recycling processes, to spur advancements in battery technology.

Streamline chemical approvals

The Environmental Protection Agency (EPA) is encouraged to expedite the approval process for chemicals used in EV batteries, leveraging existing approvals of similar substances to foster efficiency. This approach, coupled with updated policies or guidance on wastewater management from battery production, could significantly reduce bureaucratic inertia.

Foster innovation in battery recycling

Collaborative efforts to establish best practices for EV battery recycling and management of shredding operations will enhance environmental and operational standards in the recycling process.

These recommendations, the firm outlined, aim to dismantle the barriers to EV adoption, underscoring the necessity for a synergetic effort involving public policy, investment and innovation.

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The Canadian automotive aftermarket lacks an important seat at the table to be part of the development of the coming electric vehicle industry.

This is an issue with both the mechanical and collision sectors of the automotive repair industry. As a collective group, we have such strength and ability to shape the EV future.

The EV & Charging Expo took place in Toronto from May 1-2, hosted by Electric Autonomy. The show consisted of a trade show, large stage presentations from industry personnel and many breakout seminars presented by industry experts.

While the event was well attended by many in the electric vehicle infrastructure and charging industries, it was noticeable how limited the participation was from the traditional automotive aftermarket in Canada.

As an industry, we have the opportunity to grab and shape the narrative on how the traditional aftermarket captures opportunity and market share moving forward.  Currently, many manufacturers and traditional wholesale distributors in Canada are looking to find ways to create and offer greater value and return on investment from their traditional business models.

 

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Why does the auto care sector need to wait until Year 5 of the vehicle’s age to start thinking about it? The need to rethink and alter the way we are doing business is paramount to long-term success.

The Canadian government has set 2035 as the date for 100 per cent of consumer vehicle sales to be fully battery electric. That is only 11 years away. But based on the participation and engagement from the automotive aftermarket at the recent expo, it seems like EVs in the aftermarket are a second thought, holding a ‘wait and see’ mentality.

Based on many speakers at the expo — including David Giles, president of Powered EV Training and Consulting Ltd. — the future of the shop business in Canada is bright for the owners and companies that plan and embrace the change. This involves modifying the traditional business model of a repair shop towards greater training and equipment investment, focusing on labour margin, service rates and customer experiences.

The EV industry is at an inflection point for demand and supply. The battery and charging infrastructure needs improving and people need to feel confident they can get to where they are going with battery-powered cars. But all of that will not matter if we as an industry do not continue to do what we have done for decades: Adapt and grow with new opportunities.

I look forward to next year’s expo so we can all see the increased industry involvement in the EV space. I hope that the aftermarket industry is not going to just have a seat at the table, but be a leader in the development of this exciting future.

Martyn Johns is a 20+ year veteran of the automotive aftermarket in Canada, most recently with NAPA Auto Parts as National Director. He specializes in service delivery networks and is a leader in electric vehicle deployment across Canada.

EV & Charging Expo 2024

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Canada has witnessed a significant uptick in electric vehicle repairable claims, marking a notable shift in the automotive landscape, a new report has found, presenting opportunities and challenges for the automotive aftermarket.

According to the latest Plugged-In: EV Collision Insights 2023 Year in Review report produced by Mitchell, there was a 2.86 per cent EV repairable claims frequency in Canada, a more than 40 per cent increase from the previous year, pointing to an increase in EVs that are now on the country’s roads.

This surge is particularly pronounced in provinces like British Columbia and Quebec, where EV adoption is highest in the country. The two regions lead the North American market in EV repairable claims frequency, with respective increases of 1.39 per cent and 0.86 per cent from the previous year. British Columbia tops the chart with a 5.35 per cent frequency, followed by Quebec at 3.51 per cent.

The increase in EV adoption brings with it heightened repair costs. In Canada, the average repair for EVs was $6,795, much higher than internal combustion engine vehicle repair costs at $5,122. This disparity, along with an approximate 8 per cent increase in repair costs for both EVs and ICE vehicles from 2022 to 2023, highlights the complex and often more expensive nature of EV maintenance, Mitchell noted in the report.

One of the factors driving up these costs is the complexity of EVs, especially given their reliance on advanced driver assistance systems (ADAS) and lightweight materials. The report noted that EV repair estimates are 50 per cent more likely to include work related to sensors compared to ICE vehicles. This increases the likelihood that ADAS calibrations are required post-repair, pushing costs higher. Additionally, EVs use lightweight materials more frequently than their ICE counterparts, which can complicate and increase the cost of repairs, the report highlighted.

Despite these challenges, the Canadian consumer interest in EVs remains strong, with one in 10 Canadians owning an EV. This growing adoption rate has surpassed that of the U.S. on a percentage basis.

The report also sheds light on the most frequent EV models involved in claims, with the Tesla Model 3 leading in both the United States and Canada. However, the landscape is changing as models like the Tesla Model Y and Hyundai Kona EV show different trends in claims frequency.

This rising trend in EV adoption and the associated repair challenges pose both hurdles and opportunities for the Canadian automotive aftermarket, the report found. Repair facilities will need to adapt to handle the complexities of EVs, from investing in specialized training and equipment to navigating the intricacies of advanced technologies.

As the EV market continues to evolve, so too will the aftermarket sector, requiring ongoing education, adaptation and innovation to meet the changing needs of Canadian vehicle owners, according to the report.

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A recent study has found that electric vehicle owners have voiced a resounding commitment to electric mobility.

The EV Ownership Lifestyle study conducted by CDK, provided insight into the current state of EV adoption and the factors driving consumer preferences towards electric vehicles.

The report underscored the importance of addressing consumer hesitations and the pivotal role of the industry in promoting electric mobility.

An overwhelming 73 per cent of EV owners stating their future vehicle purchases will exclusively be EVs. This loyalty spans across brands, including Tesla and non-Tesla owners alike, showcasing the broad appeal of electric vehicles beyond the confines of any single manufacturer.

“There are questions about the types of EVs being built and if those are meeting consumer wants and daily driving demands. Price is also still a major roadblock, as affordability across the industry is top of mind,” the study noted.

The report looked into the purchasing journey of EV buyers, finding that a about three-quarters (74 per cent) had also considered traditional internal combustion engine (ICE) vehicles or hybrids before ultimately deciding on an EV. This, the report noted, highlights the pivotal role of salespersons in the automotive industry, with 54 per cent of EV purchasers influenced by dealership sales staff in their decision to opt for an EV.

“There’s another popular myth about persuadable car shoppers that this study disproves: The idea that car salespeople try to dissuade them from buying an EV. While there may be true-life anecdotes of this happening, the numbers in our study didn’t prove that,” the report said.

A notable aspect of EV ownership highlighted in the study is the cost of maintenance. A majority of EV owners (56 per cent) reported lower maintenance costs compared to their previous gasoline vehicles. This aligns with the widely held belief that EVs, due to their simpler mechanics and fewer moving parts, offer a more cost-effective solution to long-term vehicle maintenance.

That said, automotive aftermarket experts have warned of high-cost repairs that may be common in EVs as higher-priced components are under more stress.

“The repairs are likely going to be a lot more expensive,” said Todd Campau, aftermarket practice leader at S&P Global Mobility at the 2023 MEMA Aftermarket Suppliers Vision Conference. “The number of repairs may not be as high as we have with internal combustion. But I think there’s going to be opportunity and there’s going to be revenue. I think calibrating and maintaining sensors is a huge opportunity for somebody to dive into.”

Bret Jordan, managing director at consultancy firm Jefferies, agreed, noting conversations about enhanced corrosion issues seen in vehicles in Norway.

“They said that eight-year-old Teslas look like money because there’s a lot going on underneath that car or within that car,” he said at the same conference.

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The ownership cost of Electric Vehicles (EVs) is experiencing a significant shift, challenging the previously held notion that EVs are cheaper to own than their Internal Combustion Engine (ICE) counterparts.

Recent findings from Lang Marketing highlight a trend: The depreciation rate of EVs is outpacing that of ICE vehicles. And there will be impacts on the automotive aftermarket.

“Most electric vehicles have plunged in value over the past 12 months, increasing the cost of ownership and threatening their sales in the new and used auto markets,” the consultancy noted in its report, Plunging EV Values Boost ICE Aftermarket. “This could have significant consequences for the proliferation of electric vehicles on the road and their impact on the aftermarket for years.”

The report indicated that in the first quarter of 2024, the depreciation rate of EVs in the United States jumped by nearly 30 per cent from the previous year, a rate almost tenfold higher than that of ICE vehicles. This dramatic depreciation, Lang noted, rate underscores emerging concerns about the financial viability of owning an EV and hints at a broader re-evaluation within the automotive market.

Several key factors have been identified as driving forces behind the rapid depreciation of EVs. Dealerships across North America are slashing prices on new EVs to clear their lots of surplus inventories, a result of dwindling consumer demand amidst a surge in supply. Each reduction in new EV prices exacerbates the depreciation rate of existing EVs on the road.

Additionally, “technology depreciation” has become a critical issue for EVs. As these vehicles age, they fall behind in terms of technology, particularly in range and charging capabilities, compared to newer models. This obsolescence, coupled with operational challenges such as extended charging times and higher insurance costs, has diminished their appeal in the used vehicle market.

Previously, some EV models enjoyed lower depreciation rates due to their scarcity in the used market. However, the influx of new EVs and reduced prices has burst this bubble, causing depreciation rates to soar.

The leasing market, which constitutes a substantial portion of new EV transactions in the U.S., faces significant turmoil due to soaring depreciation rates. The diminished residual values of EVs at the end of leases have necessitated automakers to financially compensate leasing companies, thereby increasing the cost of leasing new EVs and potentially hampering market growth.

The consequences of escalating EV depreciation rates extend beyond individual ownership costs to affect the broader automotive landscape. In the used vehicle market, the prospect of continued depreciation, alongside operational concerns, may deter buyers, despite the initial appeal of lower prices.

Aftermarket implications

The swift decline in the value of EVs is set to have significant repercussions for the aftermarket industry. Firstly, the noticeable depreciation may dampen the demand for EVs among new vehicle buyers, potentially leading to additional reductions in prices. This cycle of decreasing prices may inhibit the growth of EVs’ market share and their influence within the aftermarket.

Secondly, as EVs depreciate at a faster rate, ICE vehicles, which experience slower depreciation, might see an uptick in their market share and sales volume in comparison. This disparity in depreciation rates could favor ICE vehicles, making them more attractive to consumers and thus strengthening their presence in the market.

Thirdly, the pronounced depreciation of EVs could indirectly slow down the depreciation rates of ICE vehicles. Since ICE vehicles are depreciating at a slower pace than EVs, this trend could reinforce the value and longevity of ICE vehicles in the operational fleet.

“These factors and other issues will likely strengthen the VIO position of ICE vehicles for years to come and contribute to their aftermarket dominance through 2030 and beyond,” Lang observed.

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A recent survey has found that the majority of EV drivers rely heavily on DC fast chargers for their extended travel needs.

The study was conducted by FLO, a provider of EV charging solutions, and got feedback from nearly 40,000 EV drivers across the United States and Canada to look at charging patterns and preferences of the EV community.

Key findings from the survey revealed that 42 per cent of respondents utilize DC fast chargers at least once a month, while 60 per cent reported depending on them for longer or multi-city journeys. This, FLO reported, indicates a critical need for DC fast charging stations to support the growing number of EVs on the road.

Additionally, the survey explored how EV drivers spend their time while charging. More than half of the respondents (51 per cent) engage with amenities available at the charging sites. Three in five (60 per cent) of drivers prefer to use their charging downtime to eat or buy refreshments, and 19 per cent take the opportunity to shop at nearby retail stores.

The importance of accessible, public charging infrastructure is important to EV development as three in 10 (29 per cent) of surveyed EV owners reported not having home charging stations.

Furthermore, the data suggest a diverse usage pattern among EV drivers, with 35 per cent primarily using Level 2 charging stations, 27 per cent opting for DC fast charging and 31 per cent utilizing a mix of both.

“This variety underscores the need for a comprehensive network that offers both quick top-ups and longer-stay charging solutions and is designed for drivers who live in a range of building types,” FLO’s announcement said.

The study also pointed out that most EV drivers typically stay within their local area, adhering to the range provided by a single overnight charge. In Canada, 30 per cent of respondents drive 151 to 250 kilometers per week, while in the U.S., 37 per cent travel between 100 to 200 miles weekly.

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The government shouldn’t be mandating consumers switch to battery electric vehicles but they should be offering greater incentives to help narrow the price gap, urged the head of the Canadian Vehicle Manufacturers’ Association.

President and CEO Brian Kingston told attendees of the Canadian Black Book Talk Auto 2023 event that charging and affordability are the two biggest barriers to EV ownership for consumers. He zeroed in on pricing, noting a nearly $20,000 gap in pricing between a BEV and an ICE vehicle in the compact SUV segment, citing figures from J.D. Power, which is one of the most popular segments.

The gap narrows when the $5,000 federal incentive is added. And if you’re in Quebec or B.C., there are added provincial incentives. For now anyway — Quebec announced it would phase out purchase incentives and completely eliminate them after 2027. But for the time being, the gap is still fairly wide.

“It also doesn’t include home charging equipment. And sometimes that gets missed,” Kingston said. “But if you are fortunate enough to live in a home with a driveway and you can put a charger in, that is not an insignificant cost.”

He believes some things can be done to help people make that transition. He called out Ontario for not offering incentives to buy an EV.

“To not have a purchase incentive in a province like Ontario is a real problem,” Kingston said.

He pointed to adoption rates in Quebec and B.C. and noted it’s no coincidence that’s related to purchase incentives.

“So it’s a direct correlation; it shouldn’t come as any surprise,” Kingston said.

Norway is regularly brought up as a successful test case in electrification. The country removed the 25 per cent value added tax from the purchase of an electric vehicle.

“So you’re at a 25 per cent advantage if you switch to an electric plus a whole range of other incentives. And then surprise, surprise, what happened? Most people switch into electric and now they’re at 80 per cent [adoption],” Kingston said. “So unless you create that very strong financial incentive, it’s going to be hard to move people to the new technology.”

A mandate isn’t the right way to go about it, he added. “That’s not the best way to get more Canadians into an EV. You have to incentivize them to do it. Putting in place a mandate isn’t the right approach.”

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Financial barriers continue to play a crucial role in Canadians’ hesitation towards electric vehicle adoption, according to a recent study.

The latest findings from the Car Ownership Index by Turo found that one in three (29 per cent) of Canadian respondents not planning to buy an EV cite the high costs associated with these vehicles as the primary obstacle.

The index, which provides insights into Canadians’ attitudes and challenges related to car ownership, highlighted the monetary factors as significant hurdles preventing a more widespread shift to electric vehicles in the country. Despite growing environmental awareness and the increasing push towards sustainable transportation, the initial high costs of EVs remain a deterrent for a considerable segment of the population.

Vehicle ownership costs overall are further pushing Canadians towards car sharing options as many young Millennials say they can’t afford a vehicle, period.

According to the survey, 21 per cent of young millennial respondents reported using a car-sharing service within the last 18 months, a rate more than double the average across all age groups, which stands at 9 per cent.

The primary uses for car sharing among respondents included domestic leisure travel (37 per cent), running errands (29 per cent), and international leisure travel (16 per cent).

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Out of all ASE-certified techs, only 1.4 per cent are also certified in EV repair. This need for safe and hands-on educational resources to ensure shops are ready for the EV transition is the impetus behind a new training tour focused on EVs.

Bosch has partnered with technician training group AVI to launch the Bosch EV Training Tour. This program, started with a “Breakfast with Bosch” event in Fort Myers, Florida, on March 21 and is set to roll out across the United States starting in early July.

“This course is designed for technicians with an intermediate skill level in EV repair — giving them more hands-on experience to expand their understanding and skill set,” said Daniel Angelo, director of technical services at Bosch.

Scheduled in various cities, the EV Training Tour will offer three one-day, eight-hour courses, each accommodating up to 20 participants. A Bosch-certified AVI professional trainer will deliver the company-crafted curriculum, covering a wide range of EV repair topics, including vehicle fundamentals, electric motor concepts, power electronics, and maintenance and troubleshooting.

Participants will benefit from an interactive learning environment, utilizing training aids developed by AVI to simulate EV and hybrid vehicle systems. This hands-on approach will allow for safe practice on key components such as batteries and motors without the risks associated with live high-voltage systems. Training aids include a cutaway Toyota Gen III Prius, an electric vehicle training aid cart (EVA), and an AC Cart, each designed to demonstrate the workings of different EV systems in a practical, understandable manner.

“Many EV models are well past their warranty – creating an opportunity for independent repair shops to open their business to EV owners. However, without firsthand experience and training, many technicians will be unable to provide these services safely and successfully, and could potentially lose business,” said Tom Rayk, director of training at AVI. “Our technical aids, combined with the Bosch EV repair curriculum, will arm technicians and shop owners with the real-world experience they will need to prepare for the electric vehicle transition.”

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As car buyers transition from gas-powered vehicles to battery electric, their satisfaction hinges increasingly on traditional factors such as quality and cost of ownership.

The latest J.D. Power 2024 U.S. Electric Vehicle Experience (EVX) Ownership Study emphasized these elements as pivotal for BEV owners, while also highlighting the growing dissatisfaction with public charging infrastructure as the switch to BEVs gains momentum among car buyers.

The study measures satisfaction across multiple factors, including charging, driving enjoyment and cost of ownership.

Brent Gruber, executive director of the EV practice at J.D. Power, highlighted the expansion of the EV market, marked by seven new models eligible for ranking this year. However, he flagged the deteriorating public charging experience as a significant barrier deterring potential BEV buyers.

“Many products are hitting the mark and resonating with shoppers but, at the same time, the decline in satisfaction with public charging availability should serve as a warning because concern about access to public charging is a key reason many buyers currently reject BEVs,” he said in the study’s announcement. “For EVs to reach their full potential, this issue needs to be resolved.”

The 2024 study sheds light on several key findings:

• Public charging dissatisfaction is on the rise, especially among non-Tesla BEV owners, with a notable decline in satisfaction compared to last year.
• Mass market BEVs are reported to deliver higher quality compared to their premium counterparts, with fewer problems reported by their owners.
• New BEV owners show less satisfaction than experienced BEV owners, with notable differences in satisfaction levels concerning battery range and public charging facilities.
• Despite initial enthusiasm, first-time BEV owners are more likely to consider alternatives such as plug-in hybrids (PHEVs) or internal combustion engine vehicles for their next purchase, compared to those who have previously owned a BEV.
• The study suggests PHEVs may not be the ideal alternative to BEVs, as they generally offer less satisfaction due to ongoing maintenance costs and inadequate electric driving range.

In the competitive landscape, the BMW i4 and MINI Cooper Electric have set high standards, scoring 800 and 770 respectively on a 1,000-point scale. The study, now in its fourth year, has expanded to include more models, reflecting the growing diversity and interest in the electric vehicle market.

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No matter the product, something that forces people to change their behaviours will be the toughest sell to the public, according to an automotive leader.

Leila Afas, director of global public policy at Toyota Motor North America, told attendees of a recent automotive aftermarket conference that it takes time — a long time — for something to have mass adoption. So long as people are tied to one way of doing things, it’s difficult to break them of that habit and learn something new.

She pointed to her company, which came out with the Prius, the first hybrid vehicle. And in 1997, they thought, within 20-30 years that half of vehicle sales would be hybrid

“Because [a hybrid vehicle] doesn’t require a change in human behaviour,” she explained as the rationale during the MEMA Aftermarket Suppliers Global Summit this year in Florida. “You still plug in, you still refuel with petrol, you don’t have to charge. It’s still the same behaviour. In fact, it’s more fuel efficient — those things.”

Hybrids, meanwhile, were 10.7 per cent of all new vehicle registrations in 2023 in Canada. Plug-in hybrids grew to 2.8 per cent of new vehicle registration sin 2023, up from 1.9 per cent in 2022. Quebec announced in its budget announcement for this year that it would remove incentives for BEVs and PHEVs by 2027.

Now compare that to battery electric vehicles that require a much greater change in human behaviour, Afas said. People are charging their vehicles, they need access to infrastructure, new infrastructure needs to be built, there’s range anxiety, relying on a battery and so on.

“So, it’s weird,” she said.

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High initial costs, range anxiety and lack of charging options are keeping many away from considering buy an electric vehicle, a recent survey found.

A recent survey from Refused Car Finance found that 66 per cent of respondents in the U.K. are not considering an EV for their next car purchase. The survey noted a reluctance among drivers who do not currently own an electric vehicle to make the switch, despite the environmental and economic benefits touted by EV advocates.

While electric vehicles are lauded for their lower operational costs and positive environmental impact, these advantages have yet to sway a large segment of potential buyers. The cost factor is particularly significant, as EVs typically feature newer, pricier technology and are produced in smaller quantities, though options for financing and a growing second-hand market are available.

Range anxiety remains a prevalent concern, with 61 per cent of those surveyed worried about the electric range of EVs and the potential for spending more time recharging than driving. The survey indicated that many drivers estimate the average mileage capacity of an electric car in 2024 to be between 181 and 240 miles (291-386 km) — a figure close to the actual average of around 211 miles (340 km), although this can vary by make and model.

The availability of charging infrastructure is another hurdle. Despite there being over 53,000 charging points across the UK, drivers express doubts about their adequacy.

Among those surveyed who already own an EV, two-thirds expressed satisfaction with their purchase, citing low running costs, zero emissions and an enhanced driving experience as key benefits. These owners view traditional petrol and diesel vehicles as less appealing options.

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It would appear that those with electric vehicles don’t have concerns about range, new data suggest.

According to S&P Global Mobility’s analysis of the vehicle types that put up the most kilometres on the odometer, diesel and natural gas top the list while electrics came third, ahead of traditional gas-powered vehicles.

Battery electrics in Canada travelled more than 19,000 km in 2023. Plug-in hybrids were just behind that total by a little more than 1,000 km. Traditional internal combustion engine vehicles travelled about 16,600 km.

Both diesel and compressed natural gas vehicles travelled about 21,000 km last year, largely due to the fact most vehicles equipped with these propulsion systems are fleets and last-mile delivery vehicles.

“Typically Class 2, Class 3 trucks — they’re vans, they may be used for commercial work, last-mile delivery. And so they’re naturally going to get more kilometres per year,” explained Todd Campau, aftermarket practice leader at S&P Global Mobility.

The fleet side of things is where electrics are trying to penetrate. But the demands on weight for transporting goods or moving goods around for a day’s work are still a challenge.

“That’s not where the electric vehicle right now shines,” Campau said during the webinar, Insights on Vehicle Miles (Kilometres) Travelled in Canada, hosted by S&P Global Mobility.

Still, these numbers show that when consumers buy an EV, they’re not letting it sit parked in their driveways or garages.

“But definitely as you start to think about how can we move people toward electric vehicles, one of the things that we clearly have found is that when people do make that shift, those vehicles are getting used very similarly to what their non-electric counterparts were,” Campau said.

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Shops are being urged to prepare for significantly changing vehicle technologies that will soon have significant chunks of the overall car parc. But what can they afford?

A shop debating between focusing on the electric vehicle market or being able to handle calibrations around advanced driver assistance systems might want to consider the cost of each. And according to advisory firm Roland Berger, setting up an ADAS-equipped shop can be one-third the cost of an EV-ready one.

EVs require significant investment and new infrastructure to get up and running — anywhere from about $140,000 to $280,000, the group estimated.

By comparison, to get ADAS-ready, a shop is looking at about $40,000 up to around $70,000.

It will be difficult for a shop to offer both services, experts advised.

“Put those two things together, it’s a lot of money for an average shop to be able to perform and become a true shop [of the future],” Neury Freitas, partner with Roland Berger,

To service EVs, shops need to invest in chargers first. Freitas recommended fast chargers to quickly have vehicles ready to go. There are infrastructure costs, such as installing transformers to handle the higher load. There is significant training required of staff. New tools and equipment will be needed, such as lifts that can handle the extra weight of an EV.

Another consideration Freitas pointed out, is the physical space available in shops. When removing the battery from an EV, it will take up the space of an entire bay, in addition to the bay the vehicle is currently in.

By comparison, to be an ADAS-equipped shop, it comes down to the tools, equipment and training.

Some shop owners may be shocked by the numbers. Roland Berger partnered with the Midwest Auto Care Alliance to ask shops how much they thought an investment in each space would cost. Four in 10 (42 per cent) expected investment to total between $14,000 and $28,000. About a third (32 per cent) said in the $70,000-$140,000 range.

On the ADAS side of things, estimations were closer to reality but still below. Sixty per cent of respondents estimated it would cost about $30,000-$55,000.

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Quebec will remove rebates for electric vehicles and plug-in hybrid vehicles by 2027.

The provincial government said that they no longer need to incentivize buyers to buy zero-emission vehicles in a budget announcement last week. When introduced in 2012, the incentive “was necessary to begin the electrification of the vehicle fleet in Quebec at a time when there were few models available, with more limited capacity, and when the charging network was emerging.”

According to the government, there are 240,000 EVs on Quebec roads. One in five new vehicle registrations in Quebec in 2023 were ZEVs.

Incentives for new EVs and fuel cell vehicles will drop from $7,000 this year to $4,000 next year and $2,000 in 2026 and unavailable in 2027.

Plug-in hybrids will see incentives go from $5,000 to $2,000 to $1,000 before being eliminated.

Used fully electrics will drop from $3,500 now to $2,000 next year and $1,000 in 2026 before no longer being available the following year.

The $600 home charging incentive will remain available into 2027.

In 2022, the government reduced the incentive from $8,000.

According to the Montreal Gazette, electric vehicle rebates cost the government $228 million in 2022-23, residential charging stations another $10.9 million and multi-dwelling charging stations $7.5 million.

Dealers concerned

The Canadian Automobile Dealers Association expressed “its deep concern” over the government’s decision in its budget and is calling on the province to reconsider the move.

“This decision comes at a time when Quebecers are facing a major affordability crisis, making purchase rebates absolutely necessary for the eventual attainment of the ZEV standard imposed by this same government,” its statement said.

At an event in the fall, Brian Kingston, president and CEO of the Canadian Vehicle Manufacturers’ Association, said one of the keys to a successful EV transition was to have better purchase incentives.

“You’re not going to shift a large portion of Canadians into an electric at a higher price point on the basis and the promise that they’ll save more money on gas,” he said at the Canadian Black Book TalkAuto 2023 event.

The CADA warned that the removal of the incentives could cause significant slowdowns in the progress Quebec residents have made in adopting EVs.

“The data also demonstrates that the fundamental reason behind Quebec’s success in this transition to electric is the usage of this aggressive and comprehensive incentive program,” it noted, adding that the two leading provinces in EV adoption — Quebec and British Columbia — are the only regions offering financial incentives on top of offerings from the federal government.

They also pushed back against comments made by Quebec Finance Minister Eric Girard that price gaps between EVs and ICE vehicles are marginal, noting that price parity wouldn’t be achieved until 2033.

“This budget proposes to turn back the clock by putting forward an approach similar to that of provinces that have barely begun the transition to electric vehicles,” the statement said. “Essentially, this decision seems to mean that the Quebec government, with its restrictive, mandatory ZEV standard, inevitably expects a transition, and that helping consumers to take part in it is no longer a priority.”

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The federal government’s mandate to ban the sale of internal combustion engine vehicles in the light vehicle segment has many automotive professionals questioning the validity of the goal.

There are about 350,000 battery electric vehicles on Canadian roads right now, observed Brian Kingston, president and CEO of the Canadian Vehicle Manufacturers’ Association.

He called that a good start while speaking at the Canadian Black Book Talk Auto 2023 event. But to get from about 10 per cent of sales to 100 per cent is going to take a lot of work.

“It can happen but a lot of things have to happen immediately and we need to see a lot more urgency from governments to make that target achievable,” he said during his presentation, State of the Canadian Auto Industry.

One is better purchase incentives. There’s still too much of a price gap between the same ICE and BEV models.

“Canadians are facing serious affordability challenges right now due to higher interest rates and a range of other challenges,” Kingston said. “You’re not going to shift a large portion of Canadians into an electric at a higher price point on the basis and the promise that they’ll save more money on gas.”

Canada has a $5,000 federal incentive. The U.S. offers about CAD$10,000. “Plus, of course, you have state-level incentives, and we have some of those at the provincial level in Canada, but it’s simply not enough,” he noted.

Second is better charging infrastructure. Even though about 1.4 per cent of vehicles in operation are electrified, there are many complaints about public chargers.

“We constantly hear stories from drivers about challenges that they have: Access to convenient public fast, reliable charging infrastructure. So that that barrier has to be removed,” Kingston said.

Education is an important component of the transition.

“We still get questions about electric vehicles and battery degradation, range, cold weather operation,” Kingston said. “There’s still a lot of questions that people have legitimate questions. So there’s more to be done on education to explain the technology and help many people made the switch.”

Creating a strong battery supply chain is the last major component of the transition. It will need to supply a lot of vehicles in a short amount of time.

“So is 100 per cent [electrification] achievable? It is but all of those things need to come together in a very, very short period of time,” Kingston said.

He wants to see a properly laid out plan as to how full electrification will be achieved.

“It feels like the targets are being set in a bit of a vacuum: Let’s just set the target is ambitious, it looks great. And then we’ll figure out how to get there later. Well, that doesn’t work for us,” Kingston said. “If you’re going to set a target, we need to understand how you’re actually going to achieve it first, and then determine whether or not it’s feasible.”

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Zero-emission vehicles entering Canadian roads finished 2023 well ahead of where they placed the year before, with the fourth quarter holding on to gains made throughout the year.

And there’s perhaps an unexpected region of Canada that ranks third in EV adoption in the country.

Overall, ZEVs accounted for 11.7 per cent of new vehicle registrations last year, up from 8.9 per cent in 2022, according to S&P Global Mobility’s fourth quarter and year-end Canadian Automotive Insights report.

Breaking things down by category, battery electrics made up 8.8 per cent of new registrations in 2023 (up from 7 per cent in 2022) while plug-ins accounted for 2.8 per cent (1.9 per cent in 2022). Hybrid electric vehicles were 10.7 per cent of the market last year, compared to 7 per cent the year before.

Internal combustion engines accounted for 77.6 per cent of new registrations in 2023, down from 84.1 per cent the previous year.

However, after three straight quarters of growth, ZEV sales were generally flat from the third to fourth quarter but some regression nevertheless. BEVs went down a tenth of a percentage point to 10 per cent, plug-ins were flat at 3.2 per cent and hybrids dropped four-tenths of a point to 11.2 per cent in Q4 2023.

S&P highlighted that volume increases in the final quarter were led by Audi’s Q4 E-tron and the VW ID.4. For the year, the Tesla Model Y and Mitsubishi Outlander led in volume increase with the Model Y representing nearly 20 per cent of the market.

And the market is set to see many new options making an entrance.

“Looking ahead for 2024, we anticipate the launch of several battery electric vehicles in Canada, including the Tesla Cybertruck, GMC Sierra EV, Audi Q6 E-TRON, Kia EV3 and Honda Prologue, among others,” the report stated. “The plug-in hybrid electric vehicle market is also set to expand with the introduction of models such as the Mazda CX-50, Hyundai Santa Fe, Ford Ranger, and Volkswagen Golf, to name a few.”

Going by province, British Columbia leads the country again in adoption rates with nearly 23 per cent of new registrations a ZEV. Quebec, however, made significant strides, jumping from 13 per cent ZEV registrations in 2022 to more than 20 per cent.

When looking strictly at BEVs, B.C. (18.8 per cent) and Quebec (15.2 per cent) one again lead the way.

But the Yukon ranks third — tied with Ontario — at 5.9 per cent BEV registration share. That number is up 2.6 points from 2022. With ZEVs overall, the territory saw 9 per cent of new vehicle registrations in that category.

Ontario saw very little growth in both ZEV (7.72 per cent, up 0.81 points) and BEV (5.9 per cent, up one-tenth of a point) adoption rates.

In the Atlantic provinces, Nova Scotia (138.2 per cent), New Brunswick (105.2 per cent) and Prince Edward Island (133.9 per cent) all saw large year-over- year growth rates.

The Chevrolet Bolt EUV emerged as the top ZEV model in Quebec. Compare that to British Columbia, where the Tesla Model Y holds the highest registration volume across all models.

“This disparity in Quebec could be a key factor behind Tesla’s decision to reduce the price of Model Ys in an effort to gain more market share,” S&P observed.

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Teslas on display at the 2024 Canadian International AutoShow

As the world of automobile technology changes quickly, the rise of electric vehicles (EVs), especially Teslas, is having a big impact on how cars are maintained.

For those working around these vehicles, from shop owners to technicians, it’s essential to understand the differences in maintenance of gas and electric cars.

As Tesla dominates the market, we’ll focus mainly on those vehicles as we go into detail about the main changes between maintaining gas and electric cars.

Basics of Electric Vehicle Maintenance

Electric vehicles simplify maintenance in many ways. With Tesla at the forefront, EVs eliminate the need for several traditional maintenance tasks. Key areas of focus include:

• Battery Health: The lifeline of EVs. Tesla models require monitoring and maintaining the battery pack to ensure its longevity.
• Brake System: Thanks to regenerative braking, EV brakes often have an extended lifespan, but still require regular checks.
• Routine Checks: While EVs forgo oil changes, they still need regular tire rotations, wheel alignments, and other standard checks.

Gas vehicle maintenance essentials

In contrast to electric vehicles, gas-powered cars have a more traditional and, obviously, familiar maintenance routine for automotive professionals. The internal combustion engine (ICE) of gas vehicles necessitates regular upkeep. Key maintenance tasks include:

• Oil Changes: Essential for engine lubrication and cooling, requiring regular checks and replacements.
• Fuel System Maintenance: Involves replacing fuel filters and cleaning fuel injectors to ensure efficient fuel delivery.
• Exhaust System Upkeep: Regular checks for leaks or damage, particularly in the muffler and catalytic converter.
• Engine Tune-ups: Involving spark plug replacement, checking the ignition system, and timing adjustments for optimal engine performance.

These tasks form the backbone of gas vehicle maintenance, demanding a detailed understanding of engine mechanics and systems.

Comparative analysis: Gas vs. Electric

When comparing the maintenance of gas and electric vehicles, several key differences stand out:

• Powertrain Complexity: Gas vehicles have complex engines with many moving parts, requiring more frequent attention. Electric vehicles, like Teslas, have simpler powertrains with fewer components that wear out or need replacing.
• Fluid Maintenance: Gas cars require regular fluid checks and changes, including oil, transmission fluid, and coolant. In contrast, EVs, particularly Teslas, have fewer fluid maintenance needs, mainly concerning the coolant for the battery and electric motor.
• Brake Wear: Due to regenerative braking in EVs, brake pads and rotors often have a longer lifespan compared to those in gas vehicles, where regular wear and tear are more common.
• Battery Maintenance: The most significant difference in EVs is battery maintenance. Teslas, with their sophisticated battery systems, require specific care to ensure battery longevity, such as maintaining optimal charge levels and avoiding extreme temperatures.

For automotive professionals, understanding these differences is vital for providing proper maintenance to both types of vehicles.

Special considerations for Tesla maintenance

If you’re an automotive technician or a shop owner, you need to know how to take care of Tesla to guide your customers. Maintaining Teslas involves unique considerations:

• Model-Specific Needs: Different Tesla models may have unique maintenance requirements, like the air suspension in Model S and X.
• Software Updates: Regular software updates play a crucial role in Tesla maintenance, impacting various vehicle functions.
• Battery Management: Proper charging practices and temperature management are key to maintaining Tesla’s battery health.

Advice for automotive professionals

For professionals in the automotive industry, adapting to EV maintenance, especially Teslas, involves:

• Continuous Education: Keeping up-to-date with the latest EV technologies and maintenance practices.
• Appropriate Tooling: Investing in the right tools and equipment to handle EV-specific maintenance tasks.
• Safety Practices: Adhering to safety protocols, particularly when dealing with high-voltage systems in EVs.

The transition to electric vehicles, with Tesla leading the charge, represents a significant shift in vehicle maintenance practices. For automotive professionals, understanding and adapting to these changes is crucial for staying relevant and proficient in the industry. This journey into the new realm of EV maintenance is not just a challenge but an opportunity for growth and expertise expansion.

Jack Bartner is an experienced digital marketing specialist experienced in the field of vehicle maintenance and care. He is enthusiastic about sharing his skills and knowledge with people interested in learning more.

The post Key differences between gas and EV maintenance appeared first on Auto Service World.

Barring some significant change, one industry observer doesn’t believe battery electric vehicles will ever be affordable enough for most Canadians to buy brand new.

Speaking at the Canadian Black Book Talk Auto conference near Toronto in the fall, Guido Vildozo, senior manager of light vehicle sales forecasting for the Americas at S&P Global, warned that if BEVs can’t get under a certain price tag, many Canadians won’t be able to buy one from the dealer.

“Battery electric vehicles will not be affordable,” he said.

He said the lowest potential price point that he sees a BEV getting to is $25,000. That’s not the reality today. But at some point in the future, that’s where he sees the bottom end of the price spectrum ending up.

“If that’s the case, then we wouldn’t be able to cater to roughly about 40 per cent of the market. That’s a very scary number,” Vildozo said. “If we talk about the fact that the potential for Canada is 2.2 million units, and then we take out 40 per cent, we would probably have to close a bunch of dealerships.”

He cited calls from labour unions on both sides of the border saying these vehicles will be expensive to build. But there’s a chance for some disruption.

“We have a company, a total disrupter: Tesla. Because we’re hearing it from the UAW, we’re hearing from Unifor: Battery electric vehicles are not going to be cheap. But we’ve got one guy saying, ‘Oh, I will make them cheap,’” Vildozo said.

And Tesla slashed prices of its vehicles throughout 2023 to make them cheaper. So while Vildozo sees the threshold at $25,000 for a BEV, it’s not out of the question that Tesla will push them lower, maybe to $20,000.

He also noted that other technologies could come into play in the goal of zero-emissions in addition to electric. He didn’t say what specifically, but it wouldn’t be the one you’re probably thinking of.

“We will have plug-in hybrids. And there are other technologies that are starting to be discussed in boardrooms today which will surprise us. And I’m not necessarily talking about hydrogen,” he said. “So there’s more to come related to electrification.”

The post Will BEVs ever be affordable enough for most? appeared first on Auto Service World.

At the 2024 Canadian International AutoShow, we put key questions to several OE leaders.

In this episode of Auto Service World Conversations, we highlight their plans for consumer education on electric vehicles, what they see as the gaps and how they’re working to help bring customers along and prepare them for the transition to electrification.

In this episode, you’ll hear from Holly Broome, national marketing manager of Chevrolet cars and crossovers, Brad Horn, product communications manager at Stellantis Canada, Matt Girgis, managing director of Volvo Car Canada and Alexa Desjardins, vehicle line manager for BEV and commercial vehicles, at Ford Motor Company of Canada.

They all agreed that a large knowledge gap exists for electric vehicles in Canada. They’re working on bridging that gap and making the transition smoother. Click the banner above to hear what they have to say or choose your platform of choice below to hear this episode and find the full Auto Service World Conversations library:

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Zero emission vehicles are gaining the most momentum in the passenger vehicle space through plug-in hybrid and battery electric vehicles. But hydrogen could make a leap forward this year.

That said, there are challenges in bringing fuel cell electric vehicles to the mainstream, according to the report, Fuel Cell Electric Vehicles 2024-2044. authored by James Edmondson, principal technology analyst at U.K.-based consultancy firm IDTechEx.

It noted that BEVs had a big year in 2023, predicting more than 10 million of these vehicles being sold around the world.

FCEVs only represented 0.2 per cent of ZEV sales in 2022 and even that was a drop off from the previous year.

“Despite the benefits of long-range and quick refuelling, FCEV cars have not made anywhere near the progress of BEVs,” IDTechEx’s announcement said.

Leading the way in the struggle have been the lack of hydrogen refuelling infrastructure, the cost of hydrogen and the upfront cost of the vehicles.

“Any success so far has been bolstered by hefty government and OEM incentives, where the upfront cost of the car is heavily subsidized and, in some cases, the cost of fuel was covered for a period of time,” IDTechEx said.

When estimating costs of diesel, electricity and hydrogen in California in 2023, a Tesla Model 3 could cost around US$0.04/mile to run in comparison to a Toyota Mirai, an FECV, at US$0.21/mile. That’s even more expensive than an internal combustion engine vehicle at US$0.15/mile.

“There will be significant variations in these figures depending on many factors, including the region, but given the greater upfront cost for FCEVs over both combustion engine vehicles and BEVs, an increased running cost makes an FC car a hard sell for consumers,” IDTechEx said.

It noted another major concern: The lack of hydrogen filling stations. As of June 2023, IDTechEx noted, there were only about 1,100 stations globally.

“While this is over double what it was in 2019, it is not enough for consumers to be comfortable with refuelling,” IDTechEx observed.

The group does expect FCEV car sales to grow in the long term. “FCEVs will remain a very small portion of the zero-emission passenger car market,” it said.

The post The challenges hydrogen vehicles are facing appeared first on Auto Service World.

Volvo’s Matt Girgis stands in front of the newly unveiled EX90 at the 2024 Canadian International AutoShow

There is still a large knowledge gap between fact and fiction when it comes to electric vehicles in Canada, representatives from several automakers acknowledged recently.

They understand it’s something they need to work on as electrification moves forward. At the Canadian International AutoShow this year, Auto Service World spoke to representatives from Chevrolet, Stellantis, Ford and Volvo about electrifying the car parc.

Holly Broome, national marketing manager of Chevrolet cars and crossovers, emphasized the important role of education in overcoming range anxiety and other consumer concerns holding Canadians back from making the switch to electric.

“We have to do a lot more education to help customers understand what owning an EV is really like,” she said.

For example, most charging is done at home, reducing pressure on public infrastructure.

“Once folks realize that it puts less pressure on needing to understand the infrastructure when they’re out and about on the road.”

Stellantis has put out its first fully electric vehicle, the Fiat 500e.

“Part of introducing that vehicle is definitely educating consumers on what it’s like to live with a battery electric vehicle,” explained Brad Horn, product communications manager at Stellantis Canada. “It’s even started with things like educating people on how the federal EV incentives or the provincial ones because that vehicle is going to be introduced in B.C. and in Quebec first.”

The company now plans to have half of its vehicle sales be electric by 2030.

“So while we will build the EVs and market them, we have six of them coming this year, there will still definitely be internal combustion, or PHEV vehicles in our lineup. It’s going to be sort of a mix, and it will have something that will address everybody’s wants.”

And there’s Volvo, which will fully electrify its fleet by 2030.

“Our purpose as a company [is to] provide freedom to move in a personal, sustainable and safe way,” observed Matt Girgis, managing director of Volvo Car Canada. “And we just see the natural evolution of our safety DNA, transitioning into sustainability, which, of course, a big part of that is to reduce tailpipe emissions. So this is our Ambition 2030. And we’re committed to that.”

As for the education concept, he noted that the early adopters have bought their EVs and now it’s time to attract the next group of buyers.

“We do see that there is a bit of anxiety still around range, around accessibility,” he said about the next group of buyers.

Over at Ford, they say they understand what the issues are and they’re working to address those concerns.

“So if we take range, for example, so we’re always working on our product to improve range,” said Alexa Desjardins, vehicle line manager for BEV and commercial vehicles, at Ford Motor Company of Canada. “So our engineers are so focused on driving every single kilometre of range that we can get in our vehicles, and we give it to our owners. It’s not just in the new products. We give it through over-the-air updates as soon as there are updates.”

She pointed to range concerns and consumers being so focused on how far a vehicle can go on a single charge, pointing to daily use cases. For longer road trips, options are expanding.

“And now we just made a deal with Tesla, where we’re going to unlock 15,000 Superchargers in the spring for our customers,” Desjardins said. “And so we’re always looking at improving our customer experience from a charging perspective.”

Auto Service World will be sharing the full conversations with each brand spokesperson in the coming weeks, so stay tuned for more details about what they have planned.

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Canadian electric vehicle owners might face higher insurance premiums in the near future, according to a recent report by Morningstar DBRS.

The shift from traditional gas-powered vehicles to electric alternatives, coupled with the higher costs associated with purchasing and repairing EVs, could lead to an increase in auto insurance rates across Canada, mirroring trends observed in the United Kingdom.

The report highlighted the inherent complexities and costs of electric vehicles, which are often described as “computers on wheels.” Central to their functionality are the batteries, which, if damaged, can lead to significant expenses.

Despite EVs typically having lower maintenance costs than their gas-powered counterparts, the expensive nature of repairs and a shortage of skilled technicians could elevate overall costs, subsequently impacting insurance claims and premiums. Insurance companies reassess premiums annually, taking into account factors such as repair costs, theft, inflation, and claims experience.

In an Auto Service World Conversations podcast episode, Kevin FitzPatrick, senior vice president at OPUS IVS, dug into the reasons why an EV repair — particularly Tesla — is much higher than an ICE vehicle.

“The scarcity of talent, which means that you can charge a premium, and I think people are going to take advantage of that for better or for worse,” he said as one of the reasons.

Car rental company Herz noted earlier this year that it was unloading Teslas from its fleet due to high repair costs.

Currently, high insurance premiums for EV owners have not become a widespread issue in Canada, thanks in part to the gradual adoption rate of electric vehicles. According to Transport Canada, zero-emission vehicles made up 8.9 per cent of light-duty car sales in 2022, up from 5.6 per cent in 2021, based on data from S&P Global Mobility.

Victor Adesanya, vice president of insurance at the ratings agency noted that the highly regulated auto insurance industry will likely help in reducing sudden spikes and sticker shock.

“Provincial governments are responsible for the regulation of auto insurance policies, including the monitoring of claims handling and dispute resolution. Provincial regulators also review and approve requests made by insurers to increase rates before they can be implemented,” he explained. “This could help mitigate the impact of insurance rate increases on the finances of EV owners on renewal or when an EV is registered for the first time.”

However, he noted, insurance rates will trend upward as more claims data is created for insurers in regard to EVs, which will then be reflected in pricing.

“We do not expect this to affect insurers’ profitability or credit ratings in the near to medium term because Canadians insurers are well capitalized and are relatively able to adjust pricing to preserve profitability,” he added.

The post How EVs will impact insurance rates appeared first on Auto Service World.

A screengrab of a video from The Midwest Roadside Safety Facility at the University of Nebraska–Lincoln showing a 2022 Rivian R1T truck crashing through a guardrail before being stopped by concrete barriers

Recent crash tests conducted by the University of Nebraska have highlighted a significant safety concern: Electric vehicles, which are typically heavier than their gasoline counterparts, are capable of crashing through steel highway guardrails not designed to withstand their extra force.

This revelation raises alarms about the effectiveness of the nation’s roadside safety systems in the era of electric mobility.

Electric vehicles, owing to their heavy batteries, weigh approximately 20 per cent to 50 per cent more than internal combustion engine vehicles. This added weight, combined with a lower center of gravity, means that traditional steel guardrails may not be sufficient to halt these vehicles during a crash.

This was starkly demonstrated last fall when engineers at Nebraska’s Midwest Roadside Safety Facility observed a nearly 4-ton 2022 Rivian R1T electric pickup truck effortlessly break through a metal guardrail during a test, only coming to a halt upon colliding with a concrete barrier yards away. The video can be seen here.

“The system was not made to handle vehicles greater than 5,000 pounds,” explained Cody Stolle, assistant director at the facility, as quoted by The Associated Press.

This underscores the challenge posed by the increasing weight of modern vehicles, especially EVs.

The results of this crash test come at a time when the surging popularity of electric vehicles has prompted transportation officials to voice concerns over the disparity in weight between newer battery-powered vehicles and lighter gas-powered models. Last year, both the National Transportation Safety Board (NTSB) and the Insurance Institute of Highway Safety separately flagged the potential safety risks posed by heavier electric vehicles in collisions with lighter vehicles.

While electric vehicles like the Rivian truck tested in Nebraska may offer enhanced protection for their occupants, road safety officials stress the fundamental role of guardrails in preventing passenger vehicles from veering off the road, especially in critical areas such as bridges, waterways, and cliffs.

“Guardrails are kind of a safety feature of last resort,” noted Michael Brooks, executive director of the nonprofit Center for Auto Safety, to AP.

Furthermore, a preliminary crash test involving a Tesla sedan demonstrated that the sedan was able to lift the guardrail and pass under it, further indicating that current barrier systems might not be effective against heavier electric vehicles.

The primary contributor to the increased weight of EVs is the large batteries required to power them for approximately 300 miles per charge.

“So far, we don’t see good vehicle-to-guardrail compatibility with electric vehicles,” Stolle observed, emphasizing the need for more comprehensive testing. Planned future tests, including computer simulations and additional crash tests with electric vehicles, aim to explore how roadside barriers can be engineered to minimize crash impacts for both lighter gas-powered and heavier electric vehicles, ensuring the safety of all road users in the face of evolving automotive technology.

The post The roadside safety risk EVs pose appeared first on Auto Service World.

Kia’s booth display at the 2023 Canadian International AutoShow in Toronto

Hyundai and Kia Corporation have teamed up with an American materials company to enhance hydrogen fuel cell technology.

The automakers and W.L. Gore & Associates announced they would jointly develop advanced polymer electrolyte membrane (PEM) technology for hydrogen fuel cell systems. The partnership aims to propel the next generation of fuel cell electric commercial vehicles.

This collaboration will focus on key elements of PEM development, a critical component in hydrogen fuel cell technology. PEMs are used to conduct protons between two electrodes in a hydrogen fuel cell, playing a pivotal role in the overall performance and durability of the system. They prevent the direct combination of hydrogen and oxygen gases, selectively conducting protons and generating an electrical current to power vehicles.

The partnership builds upon a 15-year history of collaborative efforts in the field of fuel cells. The three companies are now concentrating on developing an optimized fuel cell system specifically designed for commercial vehicles. The focus will be on enhancing the system’s performance and durability to meet the rigorous demands of commercial usage.

“We are entering the next chapter of our partnership with Gore,” remarked Chang Hwan Kim, head of battery development and hydrogen and fuel cell development at Hyundai Motor Company and Kia Corporation. “This extended collaboration, leveraging 15 years of joint efforts, positions us to acquire cutting-edge fuel cell technology and lead the fuel cell electric vehicle market. Our goal is to accelerate the shift towards a sustainable future.”

The post Hyundai, Kia teaming up on fuel cell tech appeared first on Auto Service World.

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The recent CES event showcased how automakers and suppliers are looking at ways to lightweight electric vehicles to help boost range and curb range anxiety.

Today’s lithium-ion batteries can only take EVs so far. The BBC explored lightweighting strategies being undertaken to improve in this area.

“Every ounce of that weight reduction improves range,” Andrew Poliak, US chief technology officer of Panasonic Automotive, told the BBC.

It reported that the company says it has developed components like speakers and audio system used in EVs that weight 30-60 per cent less. And they draw 60 per cent less power from the vehicle without affecting performance.

“With electric vehicles using our lightweighting technology, like wiring and harness (which hold the wires in place) reduction technologies, and our technological advancements in the amplifiers and in algorithms that are used to make audio system sound good, we put all those to bear to bring a really nice sound system while actually reducing the amount of power drain,” Poliak said.

Last year, Panasonic introduced a smaller speaker capable of producing the same performance as a larger one, significantly reducing weight in a vehicle. At this year’s show, they showcased other components being worked on to further lightweighting efforts, the BBC reported.

Honda is looking at the battery itself to shed weight. It’s going down the path of solid-state batteries, which are smaller and lighter than the lithium-ion ones you’d find in most electric vehicles today. Solid-state can charge faster and is less susceptible to heat-related damage from fast-charging.

That, in turn, brings added benefits. Not having to worry about overheating means removing the safety measures in place for it, thus further lightweighting the vehicle.

“When you add weight to the vehicle, it means you need a bigger battery to attain the same range,” Honda spokesperson Chris Martin told the BBC. “It has a cascading effect because of the vulnerability of lithium-ion batteries. If you can remove that vulnerability, you can reduce vehicle weight and put batteries in new locations. If you wanted to keep the vehicle the same way, you could theoretically take out some of the crash structure that was just protecting the battery — not the people — and put in more battery.”

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There’s going to be significant growth of battery electric vehicles by the end of the decade, an automotive leader predicted recently.

BEVs alone made up 10 per cent of new vehicle registrations in the third quarter of 2023. And those numbers are expected to grow fourfold by 2023.

“So a huge, significant ramp up,” said Brian Kingston, president and CEO of the Canadian Vehicle Manufacturers’ Association at the Canadian Black Book Talk Auto 2023 event.

However, he cautioned, this is based on the assumption that mining capacity ramps up as anticipated.

“The caveat here is this is all on the basis of us having the capacity in the battery supply to feed those supply chains and that vehicle production, which is a big question mark at this stage,” he said while delivering his State of the Canadian Auto Industry presentation.

Nevertheless, automakers are putting trillions of dollars into battery electric technology, which will drive the increase.

A couple of years ago, Kingston pointed out, there were a handful of companies that had electrification targets with a goal to bring a few new models into the market. Looking ahead to 2030, virtually every company has a target.

“They’re all very aggressive. Some are related to the number of models they’re going to bring to market and others are related to sales targets. But we’ve had this extreme ramp-up over the past couple of years,” Kingston said.

He’s been on the job since 2020, “Over that three-year period, the speed and pace of commitments and the financial commitment that OEMs have paid to electrification has been nothing short of stunning,” Kingston said. “So this is happening and it’s happening very, very quickly.”

He highlighted Ford, General Motors and Stellantis as three companies committing $110 billion to BEVs technology through to the end of the decade.

“And so the objective right now is to get to about eight million units in vehicle production for EVs by the end of this decade,” Kingston said.

That will translate to about 50 models in the Canadian market from just those three companies by 2030. In 2012, there were just three models. Today there are 77. Another 40 are expected to come in 2024.

“So a very, very aggressive ramp up in the models that are available to Canadians,” Kingston said.

The biggest influx will be in the light truck segment — there will be electrified pickup trucks and SUVs, providing many more options to consumers.

“Virtually every vehicle will have an electrified option in the next few years,” Kingston said. “So that’s been a big driver of adoption as consumers see EVs that actually will fit their needs and their lifestyle.”

The post How the BEV landscape will change appeared first on Auto Service World.

Teslas on display at the 2023 Canadian International Auto Show

A recent report found that the Tesla Model 3 is the top choice for car shoppers when looking for an electric vehicle for under $50,000 (all prices in U.S. dollars).

This ranking was put together by Cash for Clunkers and based on data from Google Keyword Planner data and looked at search popularity. It considered factors like electric range, engine power and functionality, focusing on cars priced under $50,000.

Topping the list is the Tesla Model 3 with over 23 million searches, priced at $42,000. Despite not leading in electric range or engine power, the Model 3’s popularity stems from the brand’s strong market reputation.

The Hyundai Ioniq 5 took second spot with over three million searches. Priced at $41,450, its popularity is credited to its impressive electric range and quick charging capabilities.

In third was the Volvo EX30, attracting about 2.7 million searches. This model, priced at about $34,950, stands out for its powerful engine.

The fourth position was held by the Volkswagen ID.4, with more than 2.5 million searches and a price tag of $38,995. Despite ranking lower in engine power and electric range, it’s favoured for its optimal charging time and high safety score.

The Chevrolet Bolt EV, with nearly 2.5 million searches, was fifth on the list. As the most affordable option at $26,500, it appeals to budget-conscious buyers, despite less advanced features.

The Kia EV6, with more than two million searches and a price of $42,600, ranked sixth. It boasts an electric range close to Tesla and a powerful engine but is priced higher than some competitors.

Seventh was the Ford Mustang Mach-E, with around two million searches and a price of $42,995. It leads in engine power but ranks lower, possibly due to Ford’s emerging status in the EV market and its higher price.

The Kia Niro EV, eighth on the list, garnered about 1.8 million searches. Priced at $39,550, it ranked lower in both electric range and engine power and has the longest full charging time.

The Hyundai Ioniq 6, not yet on sale but set for release this year, was ninth with 1.8 million searches. Priced at $38,615, it has the best electric range on the list, even surpassing Tesla.

Rounding out the top ten was the Hyundai Kona Electric, with more than one million searches. Priced at $35,000, it doesn’t rank as high in engine power and electric range.

The post The budget friendly EVs consumers are looking for appeared first on Auto Service World.

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High costs of repair are pushing rental giant Hertz to sell off its electric vehicle rental fleet in favour of internal combustion engines for its customers.

In all, Hertz plans to sell 20,000 EVs, about a third of its entire EV fleet. They will use the money to buy gas-powered vehicles for consumers to rent.

“Collision and damage repairs on an EV can often run about twice that associated with a comparable combustion engine vehicle,” Hertz CEO Stephen Scherr said during an analyst call.

In an Auto Service World Conversations podcast episode, Kevin FitzPatrick, senior vice president at OPUS IVS, dug into the reasons why an EV repair — particularly Tesla — is much higher than an ICE vehicle.

“The scarcity of talent, which means that you can charge a premium, and I think people are going to take advantage of that for better or for worse,” he said as one of the reasons. He also noted a lack of willingness in the automotive aftermarket to get involved.

Furthermore, as EV prices decline in the new car market segment, the resale value of Hertz’s used EV rental cars is being pushed down.

“The MSRP declines in EVs over the course of 2023, driven primarily by Tesla, have driven the fair market value of our EVs lower as compared to last year, such that a salvage creates a larger loss and, therefore, greater burden,” Scherr said.

However, industry observers noted that Hertz selling off the EVs will give consumers another avenue to purchase an EV at a discounted rate.

In a Securities & Exchange Commission filing, Herz said it expects to take a $245 million loss due to depreciation on the EVs — an average of about $12,250 per vehicle.

Tesla makes up about 80 per cent of Hertz’s EV options, which total about 11 per cent of the company’s rental fleet.

The post Hertz unloading EVs for ICE appeared first on Auto Service World.

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Another automaker has adopted the same electric vehicle standard on which Tesla’s vehicles work.

Mazda announced an agreement with Tesla to adopt the North American Charging Standard (NACS) for charging ports on the company’s battery electric vehicles launched in North America starting in 2025.

In the summer, Ford announced it had reached the same deal with Tesla. General Motors soon followed suit.

Mazda said that it will drive adoption of NACS to provide customers with a broader range of charging options.

By partnering with Tesla, these automakers will have access to more than 15,000 Tesla Superchargers across North America. Mazda did not say if it, as Ford is doing, will provide current BEV owners an adapter to connect its vehicles to the NACS system.

The post Mazda joins Tesla charging network appeared first on Auto Service World.

The rapid push to decarbonize transportation is moving almost too swiftly.

While the electric vehicle market experiences growth and surging demand, it also faces significant pressure that could strain the entire supply chain.

Underscoring it all is nickel supply. Nickel is an essential component in EV batteries. But it’s at risk of running short. This could cause major disruption. Yet, despite the global push towards manufacturing, EVs remains in full gear with no signs of slowing down ahead.

A fragile EV supply chain

The shift towards an electric-everything future requires cohesion across key industries. Evidently, this has not been the case.

For governments and automakers, much of the focus has been on consumer buy-in. Now achieved, miners, who sit at the end of the supply chain pipeline, are finally being brought into the picture. This backward approach has the potential to cause major disruption.

This is because batteries are at the heart and center of electric vehicles. Made up of lithium, cobalt and 64 pounds of nickel, mining is the only way to get these materials. And according to the U.S. Department of Energy (DOE), by 2025, nickel supply will be deemed critically low.

This leaves the domestic mining industry to quickly extract these essential metals. The problem is this process is not quick. On top of this, nickel miners face ongoing challenges from permit approvals to community pushback.

Looming threat to affordability, accessibility

With a limited supply of resources and heightened demand, the affordability and availability of EVs are threatened. At this rate, EVs will continue to maintain high price points and long wait times. The current wait time for an EV is anywhere from two months to three years.

As appetite picks up and more countries come on board, wait times will only stretch further if current issues stay unresolved.

Heavy reliance on Asia

With domestic nickel supply under intense strain, all fingers point to Asia. To avoid a complete supply chain breakdown, governments are depending on non-free-trade countries like Indonesia for supply.

To be contingent on another country for resources is not atypical. However, as the world’s largest supplier of nickel, Indonesia’s political hold on the resource leaves room for future supply risk. It also clashes with the global energy transition at its core, as Indonesian nickel output relies on coal-powered execution.

Navigating the energy transition

The challenges brought forward by EV popularity are significant, but they also present opportunities for innovation and growth.

The turn towards cleaner and more sustainable transportation stems from rising concern over climate change, air quality, high operating costs and greenhouse gas emissions. To secure our energy future, we must refocus and reprioritize domestic nickel supply and mining.

By addressing these challenges within the broader EV ecosystem, we can pave the way for a greener and more sustainable future for all. Nickel will be at the heart of it all, powering the future of transportation.

Gregory Beischer is the CEO and President of Alaska Energy Metals

This article originally appeared in the Winter 2023 issue of EV World

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Shops can do all they can to prepare to service electric vehicles in their facilities. They can have the space to do the work, the tools needed and all the safety considerations. But they may not have the technicians.

That’s an issue that’s going to grow as the labour gap deepens at the same time as vehicle electrification a recent panel observed.

“There are only so many technicians. We’re all fighting for technicians all the time,” noted Sarah Hindle, director of finance and insurance at Lithia Motors during the recent Canadian Black Book Talk Auto 2023 event near Toronto. “But if I’m a [current] technician, obviously EVs are not my specialty. I’m slowly learning those things. And ultimately, as a technician, I’m not an engineer. So when something goes really wrong with an EV, it’s not a question of a 20-year technician knowing how to fix an EV.”

They may need to call an engineer from the OE to address the issue, she added.

That’s on top of the usual challenges a shop will face in preparation for EV repair that will keep a shop owner’s mind busy.

“Obviously, you’re dealing with batteries — and it’s a drastically different environment,” Hindle said. “So you look at how a shop needs to look when we have EVs. You have to have extra space around the bays, you have to be able to quarantine a vehicle if they have a battery issue, which needs a 10-foot perimeter. I mean, there’s just a lot of factors.”

Still, she centred on the ability to quickly respond to issues and handle the problem for the consumer is a big challenge all around. The delay can quickly have them doubt their decision to electrify.

“The wait time from the OEMs to get somebody [who would be] a next-level expert can be excessive,” Hindle said.

“And depending on the brand, that’s a lot of downtime for a person in a car. And then when the alternative is to put them into a gas car, how much are you really building the faith in EVs? If I just bought my first EV and I bring it in for an issue and then it’s there for an extended period of time and now I’m driving and gas alternatives as my loaner, I feel like it really discredits the movement.”

Alan Bird, chairman and CEO of taq Automotive Intelligence, owns an EV. He pointed to over-the-air updates and how much of a time-saver those are.

“The first EV I had, all of a sudden, I got this note that I had to get this over-the-air update. And I was like, ‘Well, why? Why would I need that? Like, what’s wrong with it?’ Now, I love over-the-air updates,” he said on the same panel as Hindle. “Like, literally, I don’t know when the last time is I had to go in [to a repair centre] because they could do over-the-air updates. But that was me changing. It wasn’t a car change. It was just me getting comfortable with it.”

The post A top challenge shops will face with EVs appeared first on Auto Service World.

Electric vehicles are increasing in popularity, and the automotive industry is going through an enormous transformation because of that. Being an auto care business owner or professional, knowledge about what will happen in the future of electric vehicles is crucial.

With charging infrastructure as the backbone of the EV ecosystem, keeping abreast of the changes in this dynamic area is essential. So let’s explore the innovative trends and tech that are setting up the trajectory for EV charging.

Evolving EV landscape

The landscape of electric vehicles is undergoing a seismic shift that is reshaping the automotive industry as we know it. Those days are gone when the EV was considered a specialized sector; instead, at the present moment, it has become a powerful competitor within the car industry through its establishment. Emission standards are tightening worldwide and manufacturers must make significant investments in their electric vehicle offerings for them to remain competitive with the latest standards.

With government incentives and rebates adding fuel to this fire, financial rebates are making purchasing an EV enticing. The automotive aftermarket must understand the paradigm shift that EVs present for auto care business owners and industry professionals alike. Landscape change is happening so fast that you must be proactive if you want to grab the brass ring and stay ahead of this curve. This is an industry where electric vehicles are the new normal, not tomorrow’s exception.

But even that’s not enough when trying to make an EV landscape that evolves beyond rules-and-regulation/incentive compliance. It’s marked by a fundamental shift in consumer preferences and expectations. EVs are not just eco-friendly substitutes anymore, but also considered an exemplary technological innovation in the automobile industry.

This change in how we see driving has generated strong consumer interest in electric cars. It will ultimately push incumbent automobile manufacturers out of their comfort zones and open up an era of creativity for the car market as a whole. As the industry grows, it offers both challenges and rewards for auto service companies. Recognizing the changes, anticipating the specific requirements of EV owners and aligning your brand with them may be critical if you are eager to succeed amidst such alterations.

Cutting-edge charging technologies

High-power DC fast charging: The race to create quicker charging speeds never stops. High-power DC fast-chargers are revolutionizing in their own way that enables electric vehicles to charge much quicker than ever before in human history. That’s not just a win for EV owners, though — this could be a boon for auto care businesses who see an influx of vehicles come through their doors.

Wireless charging: Imagine that once you’ve parked your EV, you don’t need any wires for charging it. This, too, is no longer science fiction. Wireless charging pads are being made, and wireless charging into electric vehicles is also coming soon.

Ultra-fast chargers: Fast charging is a great feature, but ultrafast chargers are poised to change a lot more. This charger will quickly charge an amazing distance that can be available to the user of an electric vehicle.

Battery swapping: Another interesting trend taking off is battery swapping. This is accomplished by charging these batteries externally and replacing the already exhausted ones instead of waiting for charging. It has the potential to transform electrical vehicle charging and maintenance.

Whether your next journey is going full throttle across the country or just grabbing the closest charger near you, these apps give control over EV charging right back to the driver, proving that electrification can be as easy and convenient as anything else.

Enhanced user experience

Mobile apps and digital platforms: With every advancement happening in this electric vehicle world — everything revolves around user experience — it starts with the palm of your hand. Mobile apps and online systems are now more than ever helping EV owners to ease their vehicle recharging. With these instinctive tools — including an ability to find nearby chargers, track the charge of a vehicle in real-time and pay for everything with ease — users have a trusted companion that makes the reality of electric life simpler than ever.

Whether your next journey is going full throttle across the country or just grabbing the closest charger near you, these apps give control over EV charging right back to the driver, proving that electrification can be as easy and convenient as anything else.

Personalized charging profiles: The integration​ of AI-powered charging algorithms​ is redefining how​ EV owners interact with their vehicles and charging infrastructure. Smart systems gather data from a variety of sources such as driving behavior, battery state-of-charge and external factors such as weather and traffic conditions to make the right predictions on when and how much power an electric vehicle needs to charge.

The personalization of this product up to that extent makes the charging a lot more efficient as well as increases the end experience for users. Imagine your EV intuitively determining the ideal time to charge, minimizing wait times at EV charging stations, and ensuring your vehicle is always ready when you need it.

Personalized charging profiles represent the future of EV ownership, offering a seamless and efficient journey for users.

In addition to providing charging infrastructure, they are turning charging into an experience in its own right, with perks like comfortable waiting areas, fast internet and refreshments meaning this goes above just providing a basic service for users.

Auto care business adaptation

These improvements should be seen as more than “nice to have.” They are essential for the survival and success of any auto care business that hasn’t already made this shift.

Keep it simple. Don’t make this a list of 10 things you can do right away — focus on one thing that would be easy for someone to start improving today. In addition to providing charging infrastructure, they are turning charging into an experience in its own right, with perks like comfortable waiting areas, fast internet and refreshments meaning this goes above just providing a basic service for users.

This strategy serves both to satisfy EV owners’ practical needs as well as their aspiration to enjoy a trouble-free charging process. Consequently, vehicle care companies gain customer stickiness, also recognizing a situation in which electric vehicles will be very much part of their bouquet of services.

Scalability and infrastructure expansion

Rolling out additional electric car charging stations​ takes time and represents​ a significant investment​ — but shows how important these vehicles have bесоmе in overall auto trends.

This growth, although important for broad acceptance of EVs, is not without complications. There are many other aspects to consider. One is how the grid can handle an increase in load — that is to say, how ready and capable is our electrical grid to power all those millions and millions, if not tens or hundreds of millions, of electric vehicles on the road. It presents a practical and budgetary dilemma as utility companies and authorities aim to increase the strength of the network while keeping it stable and environmentally friendly.

Also, an increase in EV charging infrastructure requires a diligent focus on approvals, planning and land acquisition. It could take a long time in terms of paperwork to get all required permits for setting up the charging station as rules differ from one area to another. Meanwhile, discovering ideal places for those charging points that must be optimally placed regarding reachability and flexibility can​ be​ a daunting task.

However​, the aftermarket does have one singular advantage​ in this landscape. With these programs, they are able to play an active role in expanding the EV charging network. By collaborating with existing charge network providers or rolling out their own, auto care operators could present themselves as crucial players in the EV ecosystem. This strategic move not only taps into changing market dynamics but also diversifies their revenue sources and strengthens their positioning as key players in the future of mobility.

Sustainability and renewable energy integration

The future​ of electric vehicle charging​ is inextricably intertwined with sustainability, embodying the profound shift toward eco-conscious transportation.

The integration​ оf renewable energy sources, particularly solar and wind power, into​ EV charging stations epitomizes this commitment​ tо​ a greener future. Solar panels adorning charging station canopies and wind turbines adjacent​ tо charging infrastructure are becoming common sights, allowing these stations​ tо harness clean, renewable energy from the very elements that drive EVs forward. This integration not only reduces the carbon footprint​ оf​ EV charging but also aligns​ іt with broader renewable energy initiatives, creating​ a synergy that promotes sustainable mobility.

In addition​ to solar and wind power, battery energy storage systems are emerging​ as crucial components​ оf eco-friendly​ EV charging. These systems serve​ as energy buffers, storing excess electricity generated from renewable sources during periods​ оf high production. This stored energy can then​ be used​ tо power​ EV chargers when demand​ іs​ at its peak​ оr during adverse weather conditions when solar​ оr wind generation may​ be limited. This resilience ensures that​ EV charging remains reliable and environmentally responsible even​ іn challenging circumstances.​

As the automotive industry continues its rapid transition toward electrification, the marriage​ оf​ EV charging and renewable energy integration represents​ a pivotal step​ іn reducing greenhouse gas emissions and forging​ a sustainable path forward for transportation.

For auto care businesses, V2G technology opens the door to exciting new revenue streams. Imagine a repair shop or parts store equipped with V2G-enabled charging stations where EV owners can not only charge their vehicles but also sell excess energy back to the grid during peak demand periods.

Vehicle-to-grid (V2G) technology

In the realm​ оf electric vehicle innovations, Vehicle-to-Grid (V2G) technology stands out​ as​ a transformative game-changer. Unlike traditional charging,

V2G enables​ a bidirectional flow​ оf energy between EVs and the grid, effectively turning EVs into mobile energy storage units. This paradigm shift holds immense potential not only for​ EV owners but also for forward-thinking auto care businesses. V2G technology allows EVs​ tо not just consume energy but also contribute​ back​ tо the grid when needed, making them valuable assets​ іn the broader energy ecosystem.

For auto care businesses, V2G technology opens the door​ tо exciting new revenue streams. Imagine​ a repair shop or parts store equipped with V2G-enabled charging stations where​ EV owners can not only charge their vehicles but also sell excess energy back​ tо the grid during peak demand periods. This dual functionality transforms charging stations into profit centers, offering​ a compelling reason for businesses​ tо invest​ іn V2G infrastructure.​ By tapping into V2G, auto care businesses can participate​ іn demand response programs, earning revenue​ by providing grid services, stabilizing the grid during fluctuations, and reducing the strain​ оn power plants during peak times.

The potential benefits​ оf V2G extend beyond financial gains. This technology offers the opportunity for auto care businesses​ tо strengthen their commitment​ tо sustainability.​ By contributing​ tо grid stability and facilitating the integration​ оf renewable energy sources, V2G aligns with eco-conscious practices and can enhance​ a business’s environmental credentials.​

As V2G technology continues​ tо evolve and gain traction, auto care businesses that embrace​ іt position themselves not only​ as key players​ іn the​ EV ecosystem but also​ as pioneers​ іn shaping the future​ оf sustainable energy management.

Cybersecurity and data privacy

As electric vehicle charging infrastructure continues​ tо evolve, one​ оf the paramount concerns that cannot​ be overlooked​ іs cybersecurity. The increasing connectivity​ оf charging networks and the integration​ оf digital technologies make these systems more vulnerable​ tо cyber threats.

With​ a growing number​ оf​ EV owners relying​ оn these networks for their daily charging needs, the aftermarket must prioritize cybersecurity​ tо safeguard both customer data and the integrity​ оf their charging infrastructure.

The importance​ оf robust cybersecurity measures​ іn the​ EV charging landscape cannot​ be overstated. Cyberattacks​ оn charging networks can disrupt services, compromise user data, and even pose safety risks. Auto care businesses,​ as stewards​ оf customer information and charging facilities, bear​ a significant responsibility​ іn ensuring the security​ оf their systems. This involves implementing encryption protocols, monitoring for suspicious activities, and regularly updating software​ tо patch vulnerabilities.

Furthermore, businesses should stay informed about the latest cybersecurity threats and collaborate with experts​ tо fortify their defences.​ By prioritizing cybersecurity and data privacy, auto care businesses not only protect their customers but also foster trust​ іn​ EV charging services, ensuring​ a safe and reliable experience for all users.

The global push towards electrification​ іs creating​ a harmonized demand for​ EV charging services across various regions.

Global trends and international expansion

The future​ оf electric vehicle charging​ іs​ a truly global phenomenon and​ іt knows​ nо borders.​ As​ EV adoption rates continue​ tо rise worldwide, the opportunities for auto care businesses​ tо expand their operations internationally have never been more promising. Global trends​ іn​ EV adoption and the development​ оf charging infrastructure are presenting​ a unique chance for these businesses​ tо tap into the burgeoning international market.

The global push towards electrification​ іs creating​ a harmonized demand for​ EV charging services across various regions.​ As more countries commit​ tо reducing emissions and embracing sustainable transportation, the demand for reliable and convenient charging solutions​ іs becoming increasingly universal. Auto care businesses with​ a keen eye​ оn international expansion can leverage their expertise and experience​ іn charging infrastructure​ tо cater​ tо this global demand.

Collaborative efforts among nations and standardization initiatives, aimed​ at streamlining​ EV charging protocols and hardware, are further facilitating cross-border charging compatibility. This means that auto care businesses can explore new markets with confidence, knowing that their charging infrastructure can seamlessly integrate into the evolving global​ EV ecosystem.​ In embracing the international potential​ оf​ EV charging, auto care businesses position themselves​ at the forefront​ оf​ a transformative industry poised for worldwide growth.

Conclusion

The future of EV charging is exciting and dynamic. For auto care business owners and industry professionals, staying informed and adaptable is key to thriving in this evolving landscape. Embrace the cutting-edge technologies, focus on sustainability, and consider your role in expanding the charging infrastructure. The future of your business may very well be electric.

Steve Rogers is a content writer

This article originally appeared in the Winter 2023 issue of EV World

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Darryl Croft is no stranger to the auto care industry. He’s probably been best known as the co-owner and vice president of an OK Tire shop in the west end of Toronto. He’s a director of the Automotive Aftermarket Retailers of Ontario, an association for independent automotive service professionals. So he’s a well-seasoned industry professional.

A few years ago, he realized something. He was fielding a lot of questions from customers and pros alike about electric vehicles. But it was difficult to get the answers. There weren’t enough experts going around. At least, those who were unbiased. And it was next to impossible to get the real-life experience of working on or riding in an electric vehicle.

So the Electric Vehicle Network was born. Croft is the president. His company specifically serves to educate consumers about EVs. The business, just down the street from his OK Tire location, services EVs. It allows curious consumers to test out the vehicles. They can learn the ins and outs of an EV — even how to plug it in to charge up. And they can even buy an EV from him — the network can source a vehicle of the customer’s liking.

Croft and Mavreen Brooks, an EV consultant at the Electric Vehicle Network, sat down with EV World to talk about what they’re seeing in the EV market, how it’s evolving and what impact it will have on the aftermarket.

EVW: What types of people typically come through your doors?

DC: Definitely the predominant requests we get are from older adults who are looking at an electric vehicle. We haven’t specifically dug into each individual shopper as to why the older demographic is looking at electric. But the line is, they’re done with gas. So I don’t know if they’ve been driving long enough and realize the overall cost and headache that comes with an internal combustion engine — the maintenance, the breakdowns, the unpredictability — I don’t know if it’s that, but they certainly get to that point where they want to drive clean. And, actually, some shoppers have been very specific that they want to do something right and stop polluting more.

The cost of vehicles today becomes a factor. So it could be partially affordability — older adults may be in a better position to actually make that decision and afford an EV. There’s always been a premium to go electric.

EVW: What do you hear from younger folks? What do they say about EVs?

DC: I must say: On the opposite side, when I speak to younger adults who I thought would be totally into an EV — because no oil changes, less visits to the shop, no gas station — but they’re the ones who seem to be saying, “Oh, I don’t want that monthly payment that high.” Or, “I go on camping trips and I don’t want to worry about charging.”

Where they live, they may not have charging — that’s another one I hear. That’s a big thing, actually. Older people are settled where they’re staying. Younger people may be on the move; they’re not sure where they’re going to be. I’ve had even adults that own electric vehicles and, given the uncertainty of where their kids are going to be living, they actually tell their kids, “Don’t get electric until you’re stable and you know where you’ll be living.”

It’s very interesting to see the interest level amongst demographic groups.

Whereas older adults, probably their kids are gone. They have less demand for big space. And it’s easier from that point of view as well to get into an EV.

EVW: Isn’t it an option problem as well? The types of EVs available are limited.

MB: With the younger people, they’re starting families and the size of EVs don’t reflect what they need. So yes, there’s the Bolts, the Leafs and the Tesla Model 3s — that’s what would be affordable to them. But at the same time, they want larger vehicles because they do have the car seats, the strollers and whatnots and all of that.

DC: There are some big electric SUVs coming out now but they’re at a high price tag. Outside of the range, that’s another thing to worry about as a young family. Whereas older adults, probably their kids are gone. They have less demand for big space. And it’s easier from that point of view as well to get into an EV.

EVW: Don’t EVs have a lot of space to meet these demands?

DC: In reality, a lot of people don’t realize small EVs have big storage space. There’s no engine, there’s no transmission. A big part of what we do is helping people experience an EV. We get the comment, “Wow, I didn’t realize how spacious this car was. I can fold down the seats. I can fit a lot in my car.”

For a two or three-car family, do you need two big SUVs? Not really, in a lot of cases. You can save yourself a lot of money having a more of a zip-around car. And if you need one big honker to go on long road trips, so be it.

EVW: What are the biggest concerns people have when they ask about an EV?

DC: Absolutely, range anxiety is a real deal when anybody’s shopping for an EV. So I would think that would be one factor, and unpredictability of where to charge. And I’m going to say patience, a little bit. And that’s why EVs fit better for older people.

In moving to electric, definitely interest is there. But going through the thought process of actually getting to the end part is where a lot of people stumble in terms of one of these obstacles.

EVW: What’s the most common question you’re asked by someone curious about an EV?

MB: “How much range?” Because they’re under the assumption that they need a massive amount of range. They’ll come in thinking that they need a vehicle with 500-plus kilometres worth of range. Although they may drive 34 kilometres one way to work on the higher end of things. Once they realize that they don’t necessarily need 500 kilometres — and if they are going a far distance, they realize they can stop along the way, take a rest, charge of the vehicle and whatnot — then their thinking changes.

After speaking with us, doing test drives, showing them economical ways to drive the vehicle to get the most battery usage out of it, they realize that they don’t necessarily need to commit to a vehicle that has 400 kilometres of range, maybe something around 250 kilometres will be better suited.

DC: I hear questions around, “How long will the battery last?” When, really, time and time again, it’s proven that these batteries by and large are outlasting the body of the car. And so they’re still stuck on the idea, “Oh, how much is the cost if the battery fails?”

The battery is warrantied for eight years, 160,000. All the studies are showing, by a wide margin, these batteries are way outlasting the predictions, even of the manufacturers. The manufacturers do not want to have people replacing batteries in their cars.

So when customers find that out, it’s a big shocker to them. It’s an unfounded fear. That’s not to say a battery issue doesn’t happen. But the manufacturers support their vehicles.

It’s having that real discussion with them about how much range do they actually need. Do you actually need the all-wheel drive? Do you live within the city?

EVW: What is a key question you ask shoppers to make sure they’re able to take on an EV?

DC: We make sure they think about charging. We ask them, “Where do you live? Can you have a charger where you live or where you work?” That’s very important. And then we ask where they normally travel. We make them aware of the public charging network that’s out there. So we direct them to resources and say, “Look, you got a charging place right next to where you live, just in case you can’t put one in.”

It also gets down to the monthly payment. So people will say they have a budget of $X per month. But they don’t realize that the average driver will save about $500 a month compared to a gas vehicle with gas and maintenance. Adding that to the equation makes it much, much more affordable.

MB: It’s having that real discussion with them about how much range do they actually need. Do you actually need the all-wheel drive? Do you live within the city? Do you actually make commutes out of the city where you’re going through deep snow and need the all-wheel drive? So it’s just bringing them back to reality in terms of what they actually need. And at that point in time, we’re able to let them know of other models that may suit them better.

EVW: How will more EV model options change people’s perceptions?

DC: I do believe as new models come out, and they’re lower priced, the used market, by default, has to become more affordable. And that opens up accessibility to more people on the used side. I don’t hold a lot of hope that the new vehicles coming out are going to be cheap anytime soon. Everyone has said they’d offer it, but in practice, we haven’t seen it happen. The affordable models have not hit the street yet, even though there have been pledges that they’re going to try and compete in that space.

What the world needs is affordable EVs, whether it be used or better selection. So I think I think used is going to be the Number 1 path to affordability for the foreseeable future.

EVW: Is it becoming less convenient to have a gas-powered vehicle?

DC: It’s interesting. If you look at Toronto, in reality, getting gas is not easy. The gas stations are disappearing at a rapid rate in urban centers — and charging is exploding. Charging availability is much more available. But it’s almost like you don’t know what you don’t know. So when you think that, “Oh, I want to be sure my kid can get gas if they need it without getting stuck.” And they don’t realize that if they really understood the charging network, more often than not that’d see they could charge publicly — and it’s only going to get better than what it is today.

And believe me, they’re worried about the first time plugging in the vehicle — they don’t know how to do it. They don’t realize it’s really simple. But until they physically do it themselves, they’re scared.

EVW: So how do you bridge the knowledge gap and help people understand the reality of EVs?

DC: Our point of view on that is experience and education in a real EV. You can read about it all you want, you can listen to all about it but until you actually drive it, take it for the weekend, go to Montreal or go to Ottawa, realize that it’s not a big deal to charge — and it’s not expensive. A lot of people think it’s a ton of money to charge. It’s not. And believe me, they’re worried about the first time plugging in the vehicle — they don’t know how to do it. They don’t realize it’s really simple. But until they physically do it themselves, they’re scared.

EVW: How should the aftermarket be preparing to service EVs?

DC: The most annoying thing that EV owners face is when they go to the aftermarket for service and the aftermarket doesn’t know anything about the technology, their product — they’re ignorant. And that really ticks off a car owner. They say, “I’m not going to go get service to a place that doesn’t know anything about my product or what I’m doing.” So the education about EVs is very important.

In the automotive world, you have to understand your client. And if you don’t want to, that’s great. Don’t do it. But if you’re going to do it, do it right. And it is definitely going to be a growing part of the market over a period of time. And do it right. So it means investing in your training your people, gaining your knowledge, your experience.

EVW: What has support looked like from the supplier end of the aftermarket? How are they helping?

DC: I must say the suppliers are starting to do a much better job of bringing training to the shops, whether it be the NAPAs of the world or the WorldPacs of the world. I can tell you, in the back end, there’s a lot of effort going on to train our technicians in the industry. The government’s got involved with a lot of training support. So it takes the will of those shops and technicians to participate in that.

This article originally appeared in the Winter 2023 issue of EV World

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The latest issue of EV World is here and it features insights from one of the industry’s top leaders.

Darryl Croft is president of the Electric Vehicle Network. He also owns an OK Tire store in Toronto’s west end. He has been helping the industry and the public learn more about electric vehicles and figuring out what type is best for them. Along with EV consultant Mavrene Brooks, he sat down to talk about all things EV, from the types of buyers they see to the education process to advice for the automotive aftermarket. Scan the QR code on the page or go here to hear more from Croft and Brooks as part of the issue’s Enhanced Media segment.

Our second feature looks at the possibilities of EV charging, the technologies that will be available, global trends and how the automotive aftermarket can adapt and take advantage.

We have a column from the head of Alaska Energy Metals who warns that the pace set out to adopt electrification could be bad news. The supply chain is fragile and nickel supply — essential for batteries — may not be able to be mined at the speed progress is moving.

We also have On the Road, looking at how EVs were hot topics at AAPEX and SEMA, as well as Talk Auto 2023. Then check out News, By the Numbers and the editorial.

Read your digital copy today!

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Thanks for tuning in to the Enhanced Media segment for the Winter issue of EV World.

Hit the banner above to listen in as we share more from managing editor Adam Malik’s conversation with Darryl Croft, president of the Electric Vehicle Network and co-owner and vice president of OK Tire (Etobicoke), and Mavrene Brooks, EV consultant at the Electric Vehicle Network.

They talk about how the network got started, how they help consumers get more comfortable with EVs, how they help answer questions from skeptical customers and the first steps aftermarket shops should take to prepare for servicing EVs.

Tune in by clicking the banner above or by visiting your favourite podcast provider (where you’ll also find the full Auto Service World audio library):

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Image credit: Depositphotos.com

The federal government laid out its plan to remove gas-powered vehicles from the vehicle fleet in Canada but some are raising red flags about the path to get there, including those in the automotive aftermarket.

Environment Minister Steven Guilbeault announced new regulations mandating the transition to battery-operated cars, trucks and SUVs by 2035. That means automakers have the next 11-plus years to phase out combustion engine cars, trucks and SUVs.

But there’s a requirement to gradually increase the proportion of electric models they offer for sale each year.

But not all are thrilled with the plan — at least not without additional support for the motoring public.

The Canadian Automobile Dealers Association raised concerns about EV affordability and charging infrastructure days before the announcement this week.

More government effort is needed to address vehicle affordability and the lack of charging infrastructure, the group said. President Tim Reuss noted that high interest rates and inflation are severely impacting consumers’ ability to buy new cars, pointing to increased dealer inventory.

Meanwhile, Brian Kingston, president of the Canadian Vehicle Manufacturers’ Association, called on the federal government to provide stronger consumer purchase incentives, a widespread public charging network and enhancements to the electricity grid to prepare Canadians for more EVs on the road.

The Automotive Industries Association of Canada released a statement noting that 100 per cent EV adoption can’t be achieved so long as the repair ecosystem isn’t supported to keep vehicles in proper working order.

Alana Baker, vice president of government relations and research at AIA Canada, noted that several automakers are retaining control of repair and service information, limiting choice for consumer repair options.

”This eliminates competition in the market and will drive up costs for drivers who are looking to service their vehicle at a competitive price, close to home,” her statement read.

Automakers are already raising red flags about the high cost of EV purchases — failure to address right to repair will bring added costs to Canadians as they’re forced to visit dealers for repair and service.

“The aftermarket cannot be an afterthought,” Baker said. “Ambitious targets to transition to EV sales must be accompanied by comprehensive right-to-repair legislation that will ensure third-party repair shops have timely access to essential vehicle data.”

Back to Guilbeault’s announcement, he insisted more EVs vehicles will be made available in Canada and at more affordable prices. Automakers will need to ensure their supply and demand fit the new mandate.

“There’s no mistaking it. We are at a tipping point,” he said.

The regulations outline that in 2026, one out of every five vehicles carmakers put on the Canadian market are battery electric or longer-range plug-in hybrids. In 2027, that will rise slightly to 23 per cent.

By 2028, the share of EVs 34 per cent of all vehicles sold need to be electric; 43 per cent in 2029; and 60 per cent in 2030 before hitting 100 per cent in 2035.

S&P Global Mobility reported that 10 per cent of new vehicle registrations in Canada were BEV, while 3 per cent were PHEV at the end of the third quarter in 2023.

According to the Canadian Press, 38,425 EVs were sold in the first nine months of 2020 and 132,783 were sold through the first three quarters of 2023.

“Two provinces are already above the 20 per cent threshold — Quebec and British Columbia,” Guilbeault said.

But no other province crosses even eight per cent.

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Photo by Harrison & Hunter Agency Partners

As more Canadians choose an electric vehicle as their next vehicle, gas stations may face some significant challenges, according to an industry observer.

S&P Global Mobility’s Canadian Automotive Insights for Q3 showed battery electrics made up 10 per cent of new vehicle registrations. Plug-in hybrids were another 3.2 per cent. Both numbers were highs in each category.

“With fewer customers needing traditional fuel, gas stations may experience a decline in revenue,” Harrison & Hunter Agency Partners wrote in a blog post. “Additionally, the need for charging infrastructure will become more prevalent, requiring gas stations to adapt and invest in electric vehicle charging stations.”

To stay relevant as more EVs populate roads, gas stations will need to transform. They will need to embrace the change.

“They can consider incorporating electric vehicle charging stations alongside traditional fuel pumps. This diversification will allow gas stations to cater to both electric and gasoline-powered vehicles, ensuring they remain a convenient stop for all types of motorists,” the post said.

A common criticism of EVs is the lack of publicly available charging stations. Gas stations can take a leading role in resolving this issue — stations are commonplace in many cities. Installing fast-charging stations, which can recharge a vehicle in minutes, would aid EV adoption by lessening range anxiety.

“Gas stations can also explore partnerships with automakers to provide exclusive charging services for their electric vehicle customers,” the group said. “By teaming up with manufacturers, gas stations can offer branded charging stations and loyalty programs, creating a unique selling point that sets them apart from competitors.”

The agency even recommended that gas stations offer new services to EV owners, such as vehicle maintenance and battery swapping.

“The rise of electric cars presents both challenges and opportunities for gas stations. While the need for traditional fuel may decline, the demand for charging infrastructure is on the rise,” the post said. “By adapting their business models, investing in charging infrastructure, and exploring partnerships with automakers, gas stations can play a vital role in supporting the transition to electric vehicles. The future of gas stations may look different, but with innovation and forward-thinking, they can remain an essential part of our transportation infrastructure.”

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The automotive aftermarket’s labour shortage has doubled from one year to the next and is projected to worsen.

The talent gap doubled from 2021 to 2022, and a new AIA Canada report estimates the industry could be short 4,000 technicians between 2024 and 2028.

“So this shortage does pose problems for the industry and highlights an urgent need for skilled technicians,” said Mauricio Zelaya, partner and national economics leader at business advisory firm EY Canada, who presented the report, Our People, Our Success: Labour Market Challenges during a webinar last week.

EY collaborated with AIA Canada to gather the findings presented in the report. It further noted that the current gap will widen thanks to the rise in electric vehicle adoption. S&P Global Mobility reported that 10 per cent of new vehicle registrations in the third quarter of 2023 were battery electric, with another 3 per cent plug-in hybrids.

“As more and more people adopt electrical vehicles, the auto care industry must adapt to the increased significance of digital and technical skills related to vehicle electrification,” Zelaya said. “So this would require focus on training and upskilling technicians to meet the demands of this changing landscape. And the current shortage of skilled automotive service technicians is likely to be further heightened with the shift away from traditional ICE vehicles and towards EVs.”

An issue that plagues the industry and attracting and retaining talent is the comparatively low wages compared to other industries. EY’s research found a connection between higher wages and lower job vacancies.

“It means, for those industries that have lower wages and higher job vacancy rates, it can demonstrate a relatively stronger demand or challenge in filling these positions,” Zelaya said.

It can also lead to high turnover. A low-paying job with demanding work, long hours and extended hours away from home can push talent out of the industry. Nearly two-thirds (65 per cent) of shop owners reported that they’ve dealt with increased turnover.

According to the report, they’re leaving most often because they can find better wages elsewhere (46 per cent).

“The skills acquired in auto repair, like mechanical aptitude and manual dexterity, are transferable and valuable in [other] fields,” Zelaya noted.

The report found that industries like construction are a big draw as they offer a weekly salary of more than $1,400 on average; dealers are paying $1,352 on average. By comparison, the aftermarket pays its technicians an average of $983 per week.

“A more granular analysis revealed that the dealerships attract workers from the auto care industry with higher compensation and has also high overlap of skills,” Zelaya said.

And as electric vehicle population grows, the challenges around finding talent will only intensify.

“So with advancements in vehicle electrification and autonomous technologies, the skill sets required from technicians are expected to evolve as well,” Zelaya said.

The full Labour Market Report is available from AIA Canada for free for members or $199 for non-members.

The post How big the technician labour gap is going to get appeared first on Auto Service World.

Battery Electric vehicle (BEV), plug-in hybrid electric vehicle (PHEV) and hybrid electric vehicle (HEV) batteries are at the forefront of modern automotive technology, driving the shift towards sustainable transportation — but do you know how they work?

Let’s explore the chemistry, including the risks of fire associated with these portable power plants and help demystify electric battery chemistry and safety.

All electric vehicle batteries (generally 200–900-volt DC) rely on advanced chemistry to provide efficient and reliable power sources. The two most used battery chemistries available are lithium-ion (Li-ion) and nickel-metal hydride (NiMH).

Li-ion batteries are becoming more prevalent and are the preferred choice for most electric vehicles and other electronic equipment due to their high energy density, relative lightweight and long cycle life. They consist of a positive electrode (cathode), a negative electrode (anode) and an electrolyte. The cathode typically comprises lithium metal oxides, such as lithium cobalt oxide (LiCoO2) or lithium iron phosphate (LiFePO4), while the anode is often made of graphite. The electrolyte, usually a lithium salt in an organic solvent, facilitates the movement of lithium ions between the electrodes during charge and discharge cycles.

On the other hand, NiMH batteries which are commonly used in hybrid vehicles are still available and for some manufacturers such as Toyota, were the mainstay for many years. They feature a nickel-based positive electrode, a hydrogen-absorbing negative electrode (usually composed of a metal hydride) and an alkaline electrolyte, such as potassium hydroxide (KOH). NiMH batteries offer good power output, cost-effectiveness and safety, although they have a lower energy density compared to Li-ion batteries.

The chemistry behind these batteries revolves around electrochemical reactions. During charging, Li-ion batteries undergo a process called intercalation, where lithium ions move from the cathode to the anode, embedding themselves within the graphite structure. Discharging reverses this process, allowing the lithium ions to migrate back to the cathode, producing an electric current in the process.

Similarly, NiMH batteries operate based on electrochemical redox reactions. Charging involves the oxidation of the nickel-based positive electrode and the reduction of the hydrogen-absorbing negative electrode, which absorbs and releases hydrogen ions. During discharge, the reverse reactions occur, releasing the stored energy.

Both battery chemistries require sophisticated control systems to ensure safe and efficient operation. Factors such as temperature, voltage limits and charging rates must be carefully regulated to maximize battery performance, longevity and safety.

All electric vehicle batteries store a significant amount of energy. Li-ion batteries can experience thermal runaway — a rapid, uncontrolled increase in temperature that can cause fires with extreme temperatures. Electric vehicle battery fires can reach over 2,000 degrees Celsius — most common metals, including steel, begin to melt at just over 1,200 degrees Celsius, to give some perspective.

While modern battery management systems have improved safety measures, incidents can still occur, especially in high-impact collisions or when the battery is damaged. In addition, the chemicals used in electric vehicle batteries can pose hazards if mishandled or exposed. Li-ion batteries contain flammable electrolytes that can release toxic gases such as fluoride gas.

To mitigate these dangers, manufacturers implement safety features, such as thermal management systems, robust battery enclosures and sophisticated battery management systems. These electronic systems play a crucial role in managing power distribution — “controlling the chemistry” if you will — while also monitoring vehicle performance and controlling drivetrain components.

Manufacturers and regulators provide detailed safe-down instructions. But remember: The damaged vehicle may no longer look like it does in the manual.

But what happens when the vehicle does catch fire?

When encountering an electric vehicle fire, the first step is to prioritize safety. Contact local emergency services immediately, isolate the vehicle, if possible, and provide accurate details about the location and the type of vehicle involved. If possible, evacuate the area to ensure the safety of nearby bystanders.

Training and knowledge are key here. Manufacturers and regulators provide detailed safe-down instructions. But remember: The damaged vehicle may no longer look like it does in the manual. First and secondary responders or anyone handling, maintaining or transporting electric vehicles should undergo specialized training on handling electric vehicles and the potential for fires.

This training should cover the unique properties of electric vehicle batteries and the proper methods for extinguishing such fires.

Several factors are at play. Most electric vehicle fires have thermal runaway potential as well as a flammable liquid electrolyte. Although foam and dry chemical methods are sometimes recommended, the National Fire Protection Agency in the U.S., which guides both American and Canadian approaches, recommends water — and lots of it.

Water can be used to cool the battery and suppress thermal runaway, which, again, is the uncontrolled increase in temperature that leads to advancement of the fire or even explosions. It can take over 30,000 litres of water to cool and extinguish an electric vehicle fire.

Applying water mist or fine water spray is more effective than a direct stream to avoid spreading hazardous chemicals. However, it’s not recommended to use a high-pressure water stream as it might damage the battery casing and escalate the situation.

Li-ion batteries are prone to flare ups especially if moved and can burn for days so how the vehicle is transported or stored afterwards needs to be considered.

Chemical and foam fire suppressants are being developed as well as the use of fireboxes, cement or metal enclosures that would be effective in suppressing, isolating and controlling electric vehicle fires. Infrastructure both on our highways and where charging areas are being installed needs to consider these issues at the planning stages. The use of bunker areas or dedicated charging areas that are isolated and open are important. Our recommendation to fleet operators or sites storing these vehicles or their batteries is to isolate them.

Addressing electric vehicle fires in North America and Europe requires a comprehensive approach that will include well-trained first responders, awareness campaigns, specialized personal protective equipment and the right fire isolation or suppression techniques.

Today, these occurrences are isolated. But as we see more vehicles, especially those in fleet or urban environments where the potential of larger fire catastrophes could occur, more collaborative fire safety protocols for electric vehicle fires should be developed between automotive manufacturers, government regulators and emergency service agencies, including the design of highway and parking areas.

By following these guidelines and fostering collaborative efforts, we can effectively mitigate the risks associated with electric vehicle fires and ensure the safety of communities embracing electric mobility.

Originally trained as a chemist, David Mayers is chief executive officer at Environmental Motorworks, an innovative services company centred on providing hands-on EV and hybrid training to technicians and fleet operators in the automotive and heavy equipment sectors.

This article appeared in the Fall issue of EV World

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Electric vehicle chargers for passenger EVs installed as part of the national infrastructure program are too concentrated in a small number of provinces, according to a recent audit.

Furthermore, there is no data to show where the biggest gaps are.

The report was tabled in November by Environment Commissioner Jerry DeMarco in the House of Commons.

However, DeMarco did point out that Canada appears on track to hit its goal of installing 33,500 charging ports by 2026.

As of July, the Zero Emission Vehicle Infrastructure Program had approved and funded 33,887 charging ports. About 13 per cent of them were already operational. The rest are supposed to be up and running by March 2026.

However, DeMarco noted that almost nine out of 10 ports that had been funded were in Ontario, Quebec or British Columbia. But it’s those three provinces that lead in electrification penetration, according to S&P Global Mobility’s Q3 Canadian Automotive Insights. Zero-emission vehicles — which include battery electrics and plug-in hybrids — are most concentrated in Vancouver (31.2 per cent of new vehicle registrations), Montreal (25.8 per cent) and Toronto (11 per cent).

There were no targets set to identify where need was the greatest, or to ensure that lower-income communities and rural and remote areas were served by the program, the audit found, according to the Canadian Press.

DeMarco observed the importance for Canadians to know charging stations are available, enabling them to have the confidence to make the switch to EVs. With Canada mandating that all new passenger vehicles sold must be electric by 2035, he said, every Canadian will be affected by charging infrastructure, or the lack of it.

DeMarco also said the program isn’t monitoring how well the stations are operating after they are installed.

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Anyone managing a fleet of vehicles has probably had the thought of electrification cross their mind.

And it’s a viable idea. Whether it’s a handful of vehicles or dozens, the cost savings on fuel from driving all day long — and if you’re in a major city, fuel wasted sitting in traffic — can be attractive.

Bringing this into the perspective of the automotive aftermarket, many jobbers in Canada may find themselves in a good position to move to electrified delivery vehicles. Whether you’re in a large centre or in rural areas where driving distances can be great, financial savings can be found by dropping the internal combustion engine vehicle for an electric one.

Furthermore, shops that service fleet customers may be having conversations about going electric. If the shop has EV servicing capabilities, these are probably intriguing discussions. Shop owners can play a key role in helping those customers make the move.

But making the switch doesn’t happen by pressing a button. It requires the organization to take on a strategic mindset, like change management, planning and implementation.

But there are key questions to ask. Elizabeth Baker a partner with business advisory firm Deloitte spoke about electrifying fleets at this summer’s EV & Charging Expo in Toronto. She advised anyone looking to electrify to ask where their fleet will see the highest emissions reduction. How should you analyze your fleet and optimize it for a new energy source? There are incentives available — how do you make the most of those?

This is a “process that demands forethought, planning, and careful investment to succeed,” she advised.

Here’s a guide based on what Baker recommended.

Vehicle considerations

Each company has their own unique needs. By analyzing that and usage patterns, leaders can figure out the right EVs and charging infrastructure.

Operational

Current limitations with EVs will require a rethink and redesign of fleet operations, routing and networks. But when thinking about the right vehicle, you will want to think of things beyond just range.

For example, extreme temperatures. Are there areas in your network that would be affected by extreme cold?

Then there’s charging time — identify the roads that are currently electrified and will eventually see the current technology. If you’re in a more rural area or service a wider geographical area or take routes that require higher power, faster charging can be a prioritization.

And there’s payload — what are you carrying, how much of it and how will that impact your range?

Replacement

There are costs and benefits to consider when thinking about replacing versus retrofitting.

“Exchanging ICE vehicles for EVs is the most common approach to fleet electrification today, especially when replacing older vehicles and those with the above average repair maintenance compared to their peers,” Baker said.

Retrofit

Fleets can be retrofitted by replacing the existing powertrain, exhaust system and fuel tank with an electric powertrain and battery pack. This option can enable fleet operators to upcycle existing vehicles rather than prematurely dispose of them. But there could be additional safety checks required to retrofit vehicles.

Infrastructure

Just as consumers are concerned about a lack of infrastructure, fleet managers are as well. “Charging infrastructure is the most complex aspect of the fleet electrification journey,” Baker said.

It will be essential to determine the number of charging stations around you — and not just the ones you need today. Think about your future and growth. Will your facilities or those around you be able to accommodate them?

“So this requires a detailed analysis of your electrical power supply and a structural requirement to support the infrastructure,” Baker said. “Close collaboration with utilities is important given those conversations need to be ongoing over time, as well as consideration, are your older vehicles charging overnight, are they sequentially charging through the day?”

Procurement

You will need charging hardware onsite but that’s only the start of procurement needs. Consideration will need to be given to software that relies on charging speed specs and communication capabilities. There’s also after-sales service and support. Will you own or lease the equipment?

“There are goods and services throughout the procurement chain that need to be thought about and there are options as you go through those chains,” Baker said.

Financial considerations

The total cost of ownership is what’s going to drive the business case for a jobber or anyone to electrify.

“Batteries are the biggest cost for electric vehicles and EVs that require larger batteries to move large payloads or travel longer distances on a single charge cost significantly more than ICE vehicles today,” Baker pointed out.

But if you’re carrying around auto parts that, relatively speaking, don’t weigh very much, the decision might be easier.

“EVs that carry lower payloads are travelled shorter distances, like cargo vans, require smaller batteries and can cost just 15 per cent more than an ICE equivalent,” she said.

And those costs are expected to come down over time with lower energy, maintenance and capital costs.

Operational considerations

Swapping out an internal combustion engine for an EV is not a simple task, Baker warned.

“Change management and workforce training is required for drivers, loaders, maintenance staff — anybody who’s going to be in and around the vehicles and the charging infrastructure. And it’s something not to be taken too lightly,” she said. “There’s often the thought, ‘Well, I’m just replacing an ICE vehicle with an EV.’ But the way that people are working and operating around these vehicles needs to change — there are safety policies and procedures that also need to be updated.”

There are also cybersecurity concerns. Because these vehicles and chargers will be connected to a network, there needs to be controls and standards in place for your organization. It should be embedded into the installation and not treated as an afterthought.

“This is a new potential cyber risk,” Baker said. “And we know many [tech leaders], this is what keeps them up at night. And this is another one that needs to be considered.”

Leveraging the data generated will provide insights that Baker calls “a game changer” as EVs will have more data readily available than before.

“There needs to be a plan around IT and where that data can be stored and how is that data leveraged how are those reports used, needs to be built into that program as well.”

This article appeared in the Fall issue of EV World

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James Carter is a big believer in electric vehicles. From the great technology it offers to the reduced emissions and environmental benefits, Carter looks forward to the day when the Canadian car parc — and the global one — are fully electrified.

If the Toronto-based principal consultant at Vision Mobility isn’t speaking in front of an audience, he’s sharing the message on LinkedIn. He’s regularly combating myths and pointing out facts that some choose to ignore or are unaware of.

For example, he recently mentioned how there was a time when many people couldn’t find a mine they didn’t like. That is, until it came to electric vehicles. Now some people find mining evil and damaging to the environment.

“The truth is, we mine vast amounts of minerals every day, and in effect, it drives today’s society,” he said in the post.

He sees EVs as the future of mobility. “Buying a combustion vehicle today is like building a horse barn in 1910,” he observed in another post.

That doesn’t mean everything is perfect in the world of EVs. Carter also wrote about his experience using a public charger — after some waiting around and trying to figure out what was going on, he learned the charger was out of service. And he was stuck with a bill for attempting to plug in but not receiving any charge.

There are real challenges to getting widespread EV adoption. But there are opportunities. EV World sat down with Carter recently to talk about all the issues around vehicle electrification. From charging to consumer habits to aftermarket implications to “negative hyperbole” from the naysayers, the conversation was wide-ranging. What follows is a condensed version of the conversation, edited for length and clarity.

EVW: Is charging still the top consumer issue for EVs?

JC: In some ways, yes, infrastructure is the challenge. But people need to think about their use case scenario. What are they using their car for? How do they use their car?

One thing that we do know is that more than 85 per cent of charging is done at home. So making sure that you’ve got good home charging is important. So if you’ve got a single residential home you can park in the driveway, park in your garage, get a charger out there — no problem.

I think where it becomes a little bit more stressful is when people have townhouses, they only have street parking or they’re in a condo that doesn’t have charging.

And they are issues — they’re real issues that are real barriers to EV ownership.

I think where it becomes a little bit more stressful is when people have townhouses, they only have street parking or they’re in a condo that doesn’t have charging.

EVW: Is public charging a viable option for those who can’t do it at home?

JC: Basically, there are two worlds out there: If you own a Tesla, then, frankly, you’re pretty well covered. Don’t worry about it. If you don’t, then it’s a little bit more tricky because we’ve seen things like charger unreliability, we’ve seen things like lack of speed of charges and lack of amount of charges that are actually out there.

(Editor’s note: Since our interview, Ford and GM have signed up with Tesla to use their charging network. Until vehicles are produced with the proper connectors, vehicle owners can use an adapter to charge their Ford and GM vehicles at a Tesla station. Meanwhile, seven automakers announced a partnership to create a unified charging network to challenge Tesla.)

There’s more: Listen to more from James Carter as part of the Enhanced Media segment of the Fall EV World issue.

EVW: Range is a concern. People say they want to drive long distances without fear of not being able to find a charger. For example, they want to drive to their cottage but don’t feel the range will be enough to get them there or that they can’t charge it at the cottage for the return trip. How does this get alleviated?

JC: People need to apply the available range to their actual life needs. Are they thinking about their commute that’s 40 km per day? Or do they want to make a day trip someplace — and can see there are charging options wherever they want to go?

So I think there’s more of an awareness that, actually, electric vehicles really can fit in with people’s lives today. So there’s that change of realization happening.

However, some use cases are going to be more tricky, even on light-duty vehicles. If someone’s regularly towing a 30-foot trailer caravan behind their pickup truck, that’s going to be a harder use case. But I think people cite those examples too often, rather than the amount of the actual usage. People will say things like, ‘What if I want to drive to Kapuskasing [a Northern Ontario town more than 800 km away from Toronto]?’ When was the last time you drove to Kapuskasing? ‘Well, you know, you never know, I might’ [is their typical response].

You can still make the drive. It just may take longer when accounting for stops to charge up.

EVW: There have been complaints about EV knowledge on the repair side — both at the dealer and independent aftermarket. Most EVs on the road are still under warranty. But what happens as they move out of that window?

JC: I think this part of the industry is still really developing, and it’s still early. Shops are just not seeing those people that are coming in simply because there are not many of them out of warranty. But I think you’ll start to see specialist centres develop. I think these things will start to happen.

Shops are just not seeing those people that are coming in simply because there are not many of them out of warranty.

EVW: How much does right to repair fit in all of this?

JC: I think that’s one of the questions we have to ask ourselves: What happens with things like right to repair? Ford, GM and Tesla are notorious for pushing back on things like that. And I think that’s a real question that hasn’t been answered yet and needs to be answered. And, I think, going on from this is the part about over-the-air updates and what’s going to happen with those sorts of things. I think that provides a real challenge for the right to repair cycle.

Right to repair is going to be just as important with EVs as it was with ICE. Sure, there’s less maintenance, there’s less repair, there’s less stuff and things that break — we know that — but there are still things that will break. We still know that the batteries will eventually degrade; we still know that they will eventually need some sort of refurbishment or replacement or something. And the aftermarket should be in a position to be able to handle that.

This is a really important thing. And really, it’s only been a very narrow thing today. I really think it’s important, at least for [the] automotive aftermarket to really jump on this because I think there’s a big opportunity.

EVW: It’s been said the used EV market will dictate success for the aftermarket. How can the aftermarket prepare?

JC: We know that the battery has some sort of degradation problem. And that happens both on a usage and time basis. So there are two factors: How many kilometres and how old the vehicle is, just like you would look at a used car. So they age by that standard. Once they’re out of warranty, you’re kind of on your own. But you don’t want to replace that $20,000 battery — there’s got to be some way to fix it up or refurbish it or buy a refurbished one to replace it.

Just like we see with transmissions or engines — you pull them out, stick a new refurbished one in and that one gets refurbished that goes on to the next car. And I think we’ll see things like this happen.

This is still very much in an early stage. What we have seen though, is some companies start what I would call battery triage.

If a vehicle is at the end of its life, there are three basic options: If that battery’s still pretty good, or at least usable, you can use it for a second life that might include on-site energy storage for a large building. The second one would be refurbishment, and the third one would be to chuck it. But you don’t chuck it, you can send it to be recycled because there are a lot of expensive minerals within those batteries. So they’re still worth money.

I really think it’s important, at least for [the] automotive aftermarket to really jump on this because I think there’s a big opportunity.

EVW: Responses to electrification stories on EV World’s online portal AutoServiceWorld.com span the spectrum from some positive to a bit of negative. On the negative side, readers have railed against a lack of education, infrastructure costs, lack of interest, they’re being rushed and more. Why is there such a negative response from some?

JC: I think there’s a bit of negative hyperbole there. But I’m not sure that, typically, new car buyers really think about all of those things.

They concern themselves with how much it’s going to cost to buy, to run, do they like the car, is it cool, does it fit their needs and things like that.

They’ll ask questions about the battery and battery replacement, and that’s a fairly normal type of conversation. If they’re leasing, then they’re not asking.

But from a new car buyer’s side, you see an eight-year, 160,000-km warranty attached with that battery. I think the issue for you is what happens once they sell that car, or [it’s the] second or third or the fourth owner and it’s out of warranty, then what happens?

I think there are a few things to understand. First, remember that it’s still a car. So car stuff still breaks; it still needs maintenance.

EVW: What advice do you have for the automotive aftermarket in preparation for electric vehicles?

JC: I think there are a few things to understand. First, remember that it’s still a car. So car stuff still breaks; it still needs maintenance. So I think that’s the first thing.

The second thing is, understand what your opportunity is within electric vehicles. The big one really is batteries. So think about how you can be part of that triage system as it were — what are the things that can be done with that? I think that’s an important thing.

I would say another thing is, start exploring opportunities a little bit beyond what you would traditionally do within your service [offerings]. Customers typically would come in quarterly, or half-yearly for an oil change, and you get to touch base with that customer. So you see how that vehicle’s going, what they need to do — this ain’t going to happen anymore.

You’ve got to think about how you keep in touch with that customer. And make sure that you’re somewhat proactive about its maintenance needs as well. And identifying what those maintenance needs are. Identify what really is important with the needs of these vehicles and talk to customers about that.

This article appeared in the Fall issue of EV World

The post From the Magazine: The developing EV market appeared first on Auto Service World.

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Economic concerns and high costs are pushing some automakers to take their feet off the pedal when it comes to electric vehicles.

Two domestic OEs — Ford and General Motors — along with Tesla are slowing down their electric ambitions. With interest rates high, pushing already expensive vehicles to a higher price range when tied to financing, and consumers worried about the economy as inflation sits higher than they’d like and everything in general costing more, tens of billions of dollars of stated investment appears as though it’ll be held back.

The news comes as Canada saw its highest battery electric vehicle registration stats ever. S&P Global Mobility reported that one-in-10 new vehicle registrations in the third quarter were BEV. Zero-emission vehicles (BEVs and plug-in hybrids) accounted for 13 per cent altogether.

Still, GM has ditched its goal of building 400,000 EVs by next summer. It’s also delaying the release of some new models.

Ford is pushing back its plan to spend $12 billion on EV factories. They reported that customers are showing reluctance to pay extra for such vehicles.

Tesla slashed prices this year and still saw sales fall. Now the company may delay building a $1 billion plant in Mexico.

That said, automakers said they’re still committed to electrification. But with so many competitors — from legacy OEs to new ones — competition has forced prices to stay relatively low. Profits are not there yet for many companies and demand isn’t enough to offset low margins.

The post Carmakers tap brakes on EVs appeared first on Auto Service World.

Image credit: Depositphotos.com

The movement to zero-emission vehicles continues to grow. One in eight new vehicle registrations in Canada in the third quarter were battery electric or plug-in hybrids.

S&P Global Mobility’s Canadian Automotive Insights for Q3 showed a large jump for BEVs (10.1 per cent) compared to the previous quarter (7.8 per cent) and PHEVs continuing their upward momentum (3.2 per cent compared to 2.7 per cent). S&P considers these two options as ZEVs.

Hybrids, meanwhile, were 11.6 per cent of all new vehicle registrations. Collectively, these alternative options accounted for a quarter of all registrations last quarter.

British Columbia had the highest provincial rate of electric vehicle adoption with BEVs accounting for 21.8% of all new registrations.

The results show a rebound for BEVs, which had reached 8.4 per cent in Q4 2022 before dropping to 7.1 per cent in Q1 2023.

“The third quarter also saw a robust expansion in the range of ZEVs available to consumers, with new vehicle launches including the VINFast VF 8, BMW i5, Alfa Romeo Tonale, and Dodge Hornet,” S&P’s report said.

The group noted that there was a 5.7 per cent quarter-over-quarter contraction among all light vehicles registered. Still, BEVs saw a 22.4 per cent increase in volume, while PHEVs were up 11.1 per cent in volume.

“By the end of 2023, ZEVs are projected to account for 13.5 per cent of new registrations in the market. This represents a significant increase from the current level and indicates a strong trend towards the adoption of ZEVs,” S&P said.

The group also forecasts that by the end of 2024, ZEVs will account for 18.4 per cent of the market. That would be a 5 per cent increase from the previous year. By 2025, it predicts that ZEVs will account for a quarter of the Canadian market, with a projected market share of 25.3 per cent.

The post More Canadians going for BEVs, PHEVs appeared first on Auto Service World.

The Fall issue of EV World is now available for you to read.

Flip open the digital edition here and go inside to read what’s on the mind of James Carter, one of the foremost automotive experts in the country. We sat down with him to get his thoughts on electrification in Canada, understanding use cases and what it all means for the auto care industry.

We also have a feature looking at fleet electrification. An expert from Deloitte looked into the options and considerations when you’re electrifying your fleet. So if you’re a jobber thinking about using EVs or a shop that’s helping a fleet customer through the journey, here are some things to think about.

Finally, David Mayers, a trained chemist, explains the fire risks around EV batteries. Read about how to respond in case you encounter a battery fire.

We also have the latest news, numbers and letters from our readers — all centred around electric vehicles.

Read the issue here.

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Vast-Auto Distribution has announced a new program in response to the increasing number of electric vehicles on Canadian roads.

It has launched the Electric Verified by EV Vast Recognition Program to help certify repairs and services to electric and hybrid vehicles. The initiative is a key component of Groupe Del Vasto’s global strategy, which includes its brands Auto Value, M 360 Mechanic, OCTO Auto Service Plus, Auto Mecano, and Monsieur Transmission.

Aiming to establish itself and its associated network as front-runners in the burgeoning electric and hybrid vehicle segment, Vast-Auto Distribution is building its strategy on four foundational pillars. These include establishing a purchase and installation service for charging stations, creating a network of ‘Electric Verified’ repair shops, offering specialized training through Vast-Auto Academy and EV Skills and distributing specialized parts for electric and hybrid vehicles.

The partnership with the EV Skills training program ensures that the network’s parts stores and repair shops will maintain a high quality of service, said Mauro Cifelli, president and CEO of Groupe Del Vasto.

“With this Recognition Program, we want to send a clear message to our customers: We are investing in the development of our skills so the aftermarket can repair and maintain their vehicles, regardless of the engine type,” he said in a statement.

Additionally, collaborations with various suppliers will support repair shops joining the program by providing essential resources such as charging stations, safety equipment, and specialized maintenance and repair tools for electric and hybrid vehicles.

More details can be found here.

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Teslas are far more expensive to repair than their EV counterparts and even internal combustion engines.

Why? Kevin FitzPatrick, a senior vice president at OPUS IVS, explains.

“The scarcity of talent, which means that you can charge a premium, and I think people are going to take advantage of that for better or for worse,” he tells host Peter Bulmer in this episode of Auto Service World Conversations.

That’s not it. For example, there are tires and suspension components that will need replacement far more often — and come with a heavier price tag for the work.

Another issue is the lack of shops unwilling to get into the game.

“The biggest issue right now, I think, is the willingness of the aftermarket to get involved. You know, if you take 100 shops, you’re probably going to find about 85 of them that are unwilling right now to work on EVs,” FitzPatrick said. “And that’s, that’s just a stark reality. It’s a bit of dedication, you have to get trained — I mean, these vehicles are no joke. They can hurt you. You have to, you have to take some extensive training in order in order to work on them. You have to tool your shop to work on them, you have to have a technician that spent multiple days in training, and it’s a bit of a commitment.

Tune into the whole conversation by clicking the banner above or tuning in at any of these links for the full library:

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Canadians need more education around everything related to electric vehicles, a new report suggested. That includes more details about ownership, infrastructure and insurance.

BrokerLink, a property and casualty insurance brokerage, commissioned a survey of Canadians and found that availability of charging infrastructure (89 per cent) and range anxiety (84 per cent) are two of the biggest factors when it comes to switching from an internal combustion engine car to an EV.

It also found that seven in 10 (71 per cent) Canadians are not willing to give up their gas-powered vehicle just yet.

That said, about six in 10 (59 per cent) of Canadians who don’t currently have an EV are excited to drive one in the future. And the same number of people reported that they’ll consider an EV the next time they go shopping for a new vehicle. Furthermore, nearly two-thirds (64 per cent) of respondents put environmental reasons, including reducing their carbon emissions, at the top of the list as to why they want to own an EV.

The post How Canadians are feeling towards EVs today appeared first on Auto Service World.

Automotive service technicians can upgrade their skills and earn a micro-credential from Mohawk College related to electric vehicle and hybrid training.

The Mohawk College Electric and Hybrid Service micro-credential is one of the first of its kind in the area — it’s being offered for free to qualified learners for a limited time.

According to the course description, topics covered include high-voltage safety procedures, high-voltage vehicles, battery systems, motors, inverters and control systems, charging systems, hybrid and electric powertrains and HVAC systems specific to high-voltage vehicles.

“As interest and adoption for electrified vehicles continues to rise, the automotive industry will grow an even larger demand for skilled workers in all areas of transportation,” said an announcement from the school. “Our network of repair shops must employ professionally trained technicians, and licensed 310S Automotive Service Technicians can now earn a micro-credential for developing specialized hands-on skills for electric and hybrid vehicle service.

The training is offered as a one-week condensed delivery to accommodate those working full time in industry. Intakes will start each month. Spots are limited.

To reserve your spot or to have any questions answered, contact Mohamed Mohamed at Mohamed.mohamed18@Mohawkcollege.ca with the intake you are interested in taking part in.

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An eastern Ontario electric vehicle battery component plant is getting nearly $1 billion in funding from the federal and Ontario governments.

The Umicore facility in Loyalist Township, northwest of Kingston, will build cathode active materials and precursor cathode active materials.

Government ministers in Ottawa announced it is set to put $551.3 million toward the project and Ontario is set to spend up to $424.6 million in capital costs for the facility that will cost upwards of about $2.76 billion.

Ontario Premier Doug Ford said Umicore’s investment is a vote of confidence in Ontario.

“The plant is going to create 600 direct jobs and I always say in the auto sector, there’s seven spinoff jobs for every one job that we see here,” he said, according to the Canadian Press.

“Right across the province, it’s going to be multiples of thousands of jobs. In fact, that’s going to boost the economy and activity across (the) mining, auto, manufacturing sectors and the service sector as well.”

Belgium-based Umicore facility will bring great economic benefits to Ontario and strengthen Canada’s position as the “green supplier of choice,” said federal Innovation, Science and Industry Minister Francois-Philippe Champagne.

“It’s about jobs, it’s about growth, it’s about opportunities and we are really together building Ontario as an economic powerhouse,” he said.

Production is set to begin in early 2026 and the facility is expected to produce enough battery materials to support 800,000 electric vehicles per year, Ontario Economic Development Minister Vic Fedeli said.

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The United States federal government issued proposals earlier this year for new automobile pollution limits that include requiring up to two-thirds of new vehicles sold in the U.S. to be electric by 2032.

Like any political goal, pointed out Liz Clark, automotive team lead from the Office of Transportation and Machinery at the International Trade Administration, the 2032 deadline is a stretch goal.

“And you kind of have to put those stretch goals out there in order to kind of push the industry where you want to go,” she said during the MEMA Aftermarket Suppliers Vision Conference, a day after the proposals were announced. “And so whether or not we reach them, that remains to be determined.”

They also expressed concern about whether or not the goals match up with consumer demand.

“Is that actually where we’re going to land in terms of what is actually demanded? I think that that jury’s still out,” she said during the session, 3 Dragons: A View from an Economist, Wall Street Analyst and Aftermarket Analyst.

Both Bret Jordan, managing director at Jefferies, a consulting firm that works in the automotive aftermarket, and Todd Campau, associate director of aftermarket solutions at S&P Global, expressed concerns over infrastructure lining up with regulations.

Another concern Campau noted was the used market.

“Yes, it’s infrastructure, but it’s also monitoring the used vehicle opportunity around electric vehicles,” he observed. “And it’s really easy to say, ‘We’re going to make 70 per cent of new vehicles sold electric, by some year out there.’ But it’s really hard when they’re not selling used.

“They’re not selling at the rate that we’ve seen traditionally, for internal combustion vehicles. It might just be that it’s early. They come with an eight-year, 100,000-mile warranty on the battery.”

So EVs cost more, consumer loans are longer but the warranties are longer. So owners are likely keeping them longer.

“But until we start to see a vibrant use market around EVs … that leaves out a whole segment of our population that are going to need some form of mobility,” Campau said.

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The KW DDC plug-and-play coilover suspension is now available for the all-electric BMW i4 M50 Gran Coupe (G26).

KW Automotive revised its DDC dampers for the rear axle of the BMW i4 M50 with its factory air suspension system. The parts certificate for the KW DDC plug-and-play coilover suspension covers continuously adjustable lowering from 20 to 40 millimetres at the front axle and 15 to 35 millimetres at the rear axle. The BBS CI-R Unlimited alloy wheels mounted on the all-wheel-drive electric BMW are 20×9 inches and 20×9.5 inches, with Goodyear tires in 245/35 R20 and 255/35 R20.

“For vehicles equipped with air suspension systems like these, we’ve been progressively introducing comprehensive suspension solutions this year. Specifically for the fully electric i4 M50 Gran Coupe, we’ve developed innovative adaptive KW DDC rear dampers,” said brand manager Florian Johann.

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From left, Erik St. Pierre of PartsTech, Brian Servatius of RevolutionParts and David Seewack of Find-it Parts speak at the MEMA Aftermarket Suppliers Aftermarket Technology Conference 2023 at the GPC global headquarters in Atlanta

Automotive aftermarket suppliers heard all about the challenges and opportunities being brought on by a swath of emerging technologies recently.

Members of MEMA Aftermarket Suppliers gathered in Atlanta last week to hear about technology impacting the aftermarket as well as what can help their businesses grow.

GPC — the parent company of NAPA and UAP — hosted the event at its global headquarters where artificial intelligence was the hot topic for many presenters.

But before the event got officially underway, attendees networked at Punchbowl Social in the heart of Battery Park, where Truist Park houses the Atlanta Braves baseball team, who were playing the second game of their National League Division Series against the Philadelphia Phillies.

Day 1 of the conference started with the Business Technology Council (BTC) Fall Meeting where suppliers discussed issues surrounding their business, as well as other industry issues.

Then, it was the MEMA Aftermarket Startup Challenge, which was won by Legacy EV, an electric vehicle educator and parts distributor.

 

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Then it was on to the sessions with Tilak Kasturi, founder and CEO of Predii, David Brondstetter, CEO of SureCritic and Scott Brown, industry ambassador from Diagnostic Network, discussing ChatGPT and AI’s impact on talent.

No, AI won’t replace people, Brown assured, but it can help in many roles throughout the aftermarket. For example, it can help technicians vet info and guide them through vehicle diagnosis. Furthermore, the technology could extend the careers of older techs.

“They can turn into the triage specialist in the shop,” Brown said, where they take the AI report and prepare a “repair path” for the techs to work on the vehicle.

Barry Neal and Neury Freitas from Roland Berger talked about the future of repair shops and the technology they’ll be adopting.

They noted that while some are preparing for these changes, shops are facing challenges like lack of space and investment constraints.

Dave Miller, vice president of global product line management at Gates Corporation, talked about how his company has adapted to serving EV repair needs. The independent aftermarket is seeing more EVs, especially as more options are released and prices fall.

Ben Ellencweig, senior partner at McKinsey, advised that AI should be treated as a co-pilot and a tool that can help your team, rather than taking it over.

The day wrapped up with the BTC announcing PDM Automotive as the 2023 winner of the Technology Innovation Award. Johannes Crepon, PDM’s CEO and co-founder, accepted the award.

The second day featured separate streams based on attendee interest. One focused on business technology, which featured a panel discussion on e-commerce and growth opportunities for the aftermarket, using AI responsibly and blockchain applications for the industry.

Another looked at aftermarket technology, which included a look at over-the-air advances, diagnosis second life opportunities with batteries and an examination of static versus dynamic ADAS calibrations.

The third stream looked at commercial vehicle technology, including details about a new committee, trends shaping heavy truck diagnosis and the electrification of commercial vehicles.

Susan Starnes, vice president of emerging markets at GPC, then hosted a town hall to discuss industry trends and what her company is doing to support the sector as it goes through change.

The event wrapped up with a banquet. As the event hadn’t been held in person due to the pandemic and a hurricane last year pushing it to be virtual, the always fun Toonie game made its return. Terry O’Reilly and Jeff Marshall from Ottawa-based Pricedex each flipped the iconic Canadian coin as attendees guessed how the coins would land with the last person standing winning a prize.

The game raised more than US$1,400 through attendee contributions and a matching donation from MEMA in support of the Automotive Aftermarket Charitable Foundation (AACF).

Stay tuned to Auto Service World as we’ll recap important messages from the event over coming months.

MEMA Aftermarket Technology Conference 2023

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If true, experts believe Toyota’s claim of a battery with massive range and quick charge could alter the path of electric vehicles.

The Japanese automaker — which has dragged its feet in electrifying its vehicle fleet — said it believes it has simplified production and developed ways to make batteries more durable. That could allow the company to make a solid-state battery with a range of 1,200 km (745 miles) that could charge in 10 minutes or less. It would be simpler to manufacture than a conventional lithium-ion battery.

However, skeptics are wary. CleanTechnica, a cleantech news and analysis outlet, noted that details are lacking. People are looking for information on the number of charging cycles possible, how the batteries perform in cold temperatures and more.

“As it turns out, the latest news from Toyota is a lot of huffing and puffing without much substance to it,” said author Steve Hanley, adding that the announcement should be taken with a grain of salt due to the lack of details.

It also has industry expert James Carter cautious about what may lay ahead. As a former Toyota employee, he noted that Toyota at one time was well-trusted for its announcements. But with its hesitation towards EVs, push on hydrogen and pushback on proposals to reduce emissions, things are different now.

“Unfortunately, this loss of confidence means it’s hard to consider Toyota’s battery announcements as much more worthy than a well-funded startup,” Carter said in a LinkedIn post. “I’ll believe it when it’s in a production car with customers putting miles on it.”

However, battery technology is improving. Much money is being put to developing better EV batteries.

“I don’t at all doubt that we’ll get to the levels Toyota is talking about, but when that is, and who’ll do it first with high cycle life is still very much an open question,” Carter said.

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