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.

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With human error accounting for more than 90 per cent of road traffic accidents, the push toward autonomous vehicles is gaining momentum as a crucial measure to enhance road safety.

Car manufacturers are also feeling compelled to adopt advanced technologies to remain competitive as self-driving technology progresses. A recent report by IDTechEx, “Autonomous Cars, Robotaxis and Sensors 2024-2044,” looked at the future of the market for the next two decades, highlighting where there’s potential for these technologies to revolutionize driving.

It noted that Level 0, no automation, is virtually obsolete. In 2022, more than half of all vehicles in the United States were equipped with Level 2 autonomy, which includes features such as adaptive cruise control and lane-keeping assistance. But most Level 2 systems still require drivers to pay attention and keep their hands on the wheel. The report pointed out that Tesla, General Motors and Ford are at the forefront of this technology, with Tesla producing all of its models with Level 2 capabilities.

Many major automakers now offer these features as either standard or optional, often alongside automatic emergency braking.

The ultimate goal is Level 5 autonomy, where vehicles will operate entirely without human intervention. At this point, the technology would eliminate the need for steering wheels, pedals or any conventional controls, transforming drivers into passengers.

In 2023, Ford received approval to deploy its Level 2-plus BlueCruise hands-free technology on roads in Germany and the U.K., though its use is currently restricted to specific motorway sections. Simultaneously, Volkswagen has been integrating Mobileye’s Road Book technology, which leverages data collected from Mobileye-powered vehicles to create high-definition maps. These maps support more advanced Level 2 advanced driver assistance systems (ADAS) and lay the groundwork for future higher levels of autonomy.

In some parts of Europe, the U.S., and China, Level 3 autonomy is beginning to emerge. This level allows drivers to take their hands off the wheel and focus away from driving under certain conditions. Honda introduced the first Level 3 vehicle in Japan in 2021, and the Mercedes-Benz S-Class with Level 3 features is now available in Germany and select U.S. states. However, safety remains paramount, with these vehicles typically limited to speeds around 40 mph and requiring drivers to reengage with 10 seconds’ notice.

While Level 3 technology represents the cutting edge of consumer automotive tech, some cities have already introduced Level 4 autonomous transportation. Robotaxis, which operate without a human driver, are providing ride-hailing services in select U.S. and Chinese cities. According to IDTechEx, there is now a viable path for the widespread deployment of Level 4 vehicles.

However, IDTechEX noted that Level 4 technology for privately owned vehicles is still far from realization, as both the industry and regulators must first become more comfortable with Level 3 systems.

Autonomous vehicles are making continuous, steady advancements, yet they still encounter obstacles like uncertainty around liability in driver-free operations and reluctance from lawmakers

“But persistence will be rewarded, as autonomous vehicles are expected to bring a newfound safety to roads worldwide, ultimately preventing all collisions caused by driver error,” the group said, noting that it may take 15-20 years for this level of autonomy to become widespread.

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Human error is the number one cause of vehicle collisions. However, advanced driver-assistance systems (ADAS) can significantly decrease the risks of human error.

Sales of cars equipped with ADAS features have risen dramatically in the last few years, and Statista predicts that the market will reach $125 billion by 2029. In the U.S. alone, market penetration hit 80 per cent in 2023 and continues to rise.

ADAS is not a one-size-fits-all solution. The systems are categorized according to their functionality and capability. Currently, the most common ADAS level is L2, as fully autonomous vehicles have yet to become mainstream.

The categories are segregated as follows:

• L1 – Level 1 (Driver Assistance)
• L2 – Level 2 (Partial Driving Automation)
• L3 – Level 3 (Conditional Driving Automation)
• L4 – Level 4 (High Driving Automation)
• L5 – Level 5 (Fully Automated Driving)

But even with any level of ADAS in use, accidents still happen. So, for those driving an ADAS-equipped car who have a collision, where is the line drawn between personal accountability and the automatic, pre-programmed impulses of ADAS? And, more importantly, where does the law draw the line?

Understanding the legal implications of ADAS in car accidents and the technology and liability surrounding these systems is important for everyone on the road.

Some of the most significant features of ADAS include the following applications:

Navigation system: The navigation system provided by an ADAS is like a super-advanced GPS tracker. It provides numerous on-screen directions and voice prompts to help drivers identify the best route forward while still concentrating on driving.

Some navigation systems integrated with an ADAS can also receive traffic alerts, accident reports, and other notable road-relevant data to ensure the safest possible drive.

Night vision: The night vision feature allows drivers access to infrared screens that can highlight objects that are otherwise very difficult to see in the dark. This helps drivers avoid pedestrians, animals, or objects of any kind that may be ahead of them at night, thus preventing them from being hit.

Automatic emergency braking: AEB, or autonomous emergency braking, automatically takes over from the driver when it detects an obstruction, such as a slow-moving vehicle or pedestrian. It applies the brakes based on the vehicle speed and the distance to the obstruction to prevent a collision.

Driver drowsiness detection: Drowsy drivers contribute to over 100,000 road accidents, 70,000 injuries, and 1,500 fatalities every year. Fortunately, the sensors in ADAS technology can detect the signs of an unfocused, drowsy driver and issue alerts to wake them up and correct the potential problem.

Unseen area monitoring: This is one of the more common ADAS features and can be as simple as a rearview camera to facilitate safer reversing. By offering a clear screen visualization of unseen areas around the vehicle, drivers can gain a more accurate perspective of their position, helping them navigate parking and driving more safely.

Collision Detection: Similar to unseen area monitoring, collision detection warns drivers if a car, pedestrian, or other object is too close to them. This can reduce the chances of a high-speed collision or a fender bender, depending on the hazard.

Lane departure warning: Designed to prevent accidents due to drifting or departing from a lane, the system detects lane markers and alerts the driver when their tire touches a marker.

Adaptive cruise control: Adaptive cruise control utilizes sensors to adjust a car’s speed based on the vehicle in front of it. First debuted by Mercedes in its C-Class limousine in 1999, adaptive cruise control has gone on to become one of the more common ADAS and is now available as an after-market add-on in some makes and models of car.

V2X and 5G: By far one of the most cutting-edge features of current ADAS technology is the integration of 5G networks and V2X connectivity.

While 5G takes care of regular connectivity such as internet access, live notifications, and GPS updates, V2X connects your vehicle to others around it, enabling a higher level of sensitivity between cars on the road and allowing for more proactive road safety measures to be activated.

Legal implications

When it comes to ADAS and road accidents, there is a common question of ethics. In the event of a crash, who is the real “driver” of the vehicle? Is it the person driving the car or the technology that automatically takes action under certain circumstances?

In 2017, the Self Drive Act was proposed in the U.S. but this bill has yet to be passed, despite 42 states agreeing to universal type approval rules for these systems. To date, the Federal Motor Vehicle Safety Standards have also not mandated or controlled any ADAS technology. This means that states and districts in the US have had to step in to determine their own standpoint, which the Supreme Court then acts upon accordingly.

It can be very difficult to decipher whether a person is fully responsible for the outcome of an accident. In most situations, the court will aim to determine who (either the driver or the vehicle) exercised the most control over the vehicle’s motion at the critical point of the accident. This can include steering, acceleration, or deceleration. From that point, the court will reach a decision about where the responsibility for lack of control stems from.

However, it’s important to note that even with ADAS in use, a driver can still be considered criminally negligent for driving their vehicle or disobeying the rules of the road. This means they can be held liable for damage in the event of a collision, and a lawyer with experience in these matters will be required to defend them.

For example, if a driver intentionally drives faster than the speed limit to avoid traffic, and the speeding results in a car accident, that decision would indicate willful or criminal negligence and could result in serious charges. Tesla has faced several lawsuits of this nature, where vehicles have crashed while in Autopilot. However, they have repeatedly been found not guilty as the courts ruled that the collisions were due to human error.

Overall, ADAS technology has had a revolutionary effect on driving laws and culture. While it has the potential to help keep drivers, passengers, and pedestrians safe, it can also make it difficult for the government to understand where the driver’s control ends and the vehicle’s begins.

From auto shops to automation, Christina Lambert bridges the gap between the automotive industry and the future of logistics. Her background in both fields grants her unique insights into the ever-evolving landscape, where cutting-edge technology is transforming how we move people and goods.

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In response to distracted driving contributing to a quarter of all road accidents, with young drivers particularly prone to using technology while on the move, experts are turning to Heads-Up Display (HUD) technology as a potential remedy.

According to a recent report by IDTechEx, Automotive Heads-up Displays 2024-2034: Technologies, Players, Opportunities, HUDs are being considered to reduce distractions caused by conventional onboard diagnostics and center information displays (CID), wrote research director Xiaoxi He.

HUDs project information such as navigation, radio and telephone directly into the driver’s line of sight, eliminating the need to look away from the road. This technology, which is already popular in aviation, is gaining traction in the automotive sector due to its potential to enhance driver safety, especially under adverse weather conditions where visibility is reduced.

The IDTechEx report explores into the evolution of HUD technology, from traditional 2-dimensional displays to advanced 3-dimensional systems that promise a more immersive driving experience. It examines current trends, market analysis, and opportunities, offering detailed forecasts for the next decade segmented by display type and technology.

Three main types of HUDs are identified: Dedicated combiner, windshield and augmented reality HUDs. Each has unique features designed to integrate seamlessly with the driver’s view. The combiner HUD projects information onto a screen positioned between the driver and the windshield, offering a non-intrusive yet retractable option. Windshield and AR-HUDs, on the other hand, display virtual images directly on the windshield, requiring special coatings to prevent ghosting effects and are set to provide a more comprehensive display of road hazards and diagnostics.

However, He also cautioned against the overuse of visual annotations, which could lead to driver distraction. A balance must be found to ensure HUD technology enhances rather than impedes road safety.

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The Insurance Institute for Highway Safety (IIHS) has introduced a new ratings program aimed at driving automakers to integrate more stringent safeguards into their partial driving automation systems.

It has not gotten off to a great start for automakers. The first evaluation of 14 systems yielded predominantly disappointing results: Only one system received an “acceptable” rating, two were deemed “marginal,” and the majority, 11 systems, were classified as “poor.”

The group measured BMW, Ford, General Motors, Genesis, Lexus, Mercedes-Benz, Nissan, Tesla and Volvo.

“Most of them don’t include adequate measures to prevent misuse and keep drivers from losing focus on what’s happening on the road,” observed David Harkey, IIHS president.

The Lexus LS’s Teammate system stood out as the sole system meriting an acceptable rating, a stark contrast to the poor ratings attributed to popular models such as the Ford Mustang Mach-E and Tesla Model 3.

Despite shared nomenclature, the ratings are tied specifically to models tested, signifying that similar systems across different vehicles might yield different results.

“Some drivers may feel that partial automation makes long drives easier, but there is little evidence it makes driving safer,” Harkey said. “As many high-profile crashes have illustrated, it can introduce new risks when systems lack the appropriate safeguards.”

The overarching message: Vehicles with partial automation require active human oversight, countering any misleading implications by automaker marketing.

IIHS’s new program, led by Senior Research Scientist Alexandra Mueller, scrutinized the degree to which these systems ensure driver focus and readiness.

“The shortcomings vary from system to system,” she said. “Many vehicles don’t adequately monitor whether the driver is looking at the road or prepared to take control. Many lack attention reminders that come soon enough and are forceful enough to rouse a driver whose mind is wandering. Many can be used despite occupants being unbelted or when other vital safety features are switched off.”

For instance, while Lexus Teammate and GM Super Cruise exhibited comprehensive safety protocols, others like the BMW and Mercedes-Benz systems revealed significant lapses in ensuring driver engagement and executing emergency responses.

Furthermore, the IIHS emphasizes the importance of driver involvement in the automation process to avoid mental disengagement, suggesting that automation should not replace but rather augment human decision-making.

Regarding safety features, the institute insists that partial automation should only function when essential safety mechanisms, such as automatic emergency braking and lane departure prevention, are active. Unfortunately, most systems evaluated did not meet this criterion, presenting a considerable safety concern.

The emerging consensus from the IIHS evaluations suggests a pressing need for industry-wide improvements in partial automation technologies. The report indicates that while no single system excelled in every category, strengths were observed across different systems, suggesting that implementable fixes are within reach, potentially via software updates.

While Harkey expressed concern, he remained optimistic.

“These results are worrying, considering how quickly vehicles with these partial automation systems are hitting our roadways,” he said. “But there’s a silver lining if you look at the performance of the group as a whole. No single system did well across the board, but in each category at least one system performed well. That means the fixes are readily available and, in some cases, may be accomplished with nothing more than a simple software update.”

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While automatic emergency braking (AEB) systems have provided benefits to drivers, they’re not foolproof, the American Automobile Association is warning.

Recent research from AAA put the spotlight on the performance of reverse AEB systems, specifically those equipped with rear cross-traffic mitigation, in the latest 2023 model-year vehicles.

The study aimed to determine the efficacy of these systems in preventing collisions under two common scenarios: Reversing from a parking space with an obstructed view and encountering a stationary child behind the vehicle.

The findings revealed that while reverse AEB systems engaged brakes automatically in 65 per cent of simulations involving an oncoming vehicle during a backing-up maneuver, they only prevented a collision in 2.5 per cent of cases. However, the systems showed greater effectiveness with a stationary child target, initiating brakes in 75 per cent of instances and averting a collision in half of the test runs.

You can see examples of the test here and here.

AAA has issued recommendations urging drivers not to solely depend on reverse AEB systems for avoiding collisions. Instead, they should complement these systems with backup cameras and other sensors to enhance situational awareness. The association also emphasizes cautious backing up, especially when the view is obstructed, to allow ample time for the system to detect potential hazards.

The report also calls for standardized testing criteria within the United States to ensure the reliability and real-world applicability of these safety systems.

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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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A recent study by J.D. Power reveals a noticeable decline in vehicle dependability three years post-purchase, marking a concerning trend for vehicle owners across the U.S.

The 2024 U.S. Vehicle Dependability Study highlighted an increase in the number of problems encountered by nearly two-thirds of automotive brands, with the industry average hitting 190 problems per 100 vehicles (PP100), up from 186 PP100 in the previous year. This four-point year-over-year increase underscores a growing issue in long-term vehicle reliability, the group noted.

Frank Hanley, senior director of auto benchmarking at J.D. Power, pointed out the unusual nature of the deterioration, attributing it to the challenging production period these vehicles underwent.

“This can likely be attributed to the tumultuous time during which these vehicles were built, and owners are keeping their vehicles for much longer,” he said. “In fact, the average age of vehicles on American roads today is approximately 12 years, which underscores the importance of building a vehicle designed to stand the test of time. Automakers must ensure new vehicle technology introduced today will still meet the customer’s needs years down the road.”

The 35th annual study, which assesses 184 specific problem areas across nine major vehicle categories, found that infotainment systems are the most significant source of owner frustration, with issues nearly double those of the next problematic category, exterior. Notably, connectivity problems with Android Auto and Apple CarPlay, along with built-in voice recognition difficulties, top the list of infotainment system grievances.

Another area where dissatisfaction has grown is with driver assistance system alerts. Despite owners having three years to acclimate to their vehicle’s alert systems, complaints have increased, particularly with features like lane departure warnings and automatic emergency braking.

The study also reveals that electrified vehicles, including battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs), report more problems than their gas-powered and hybrid counterparts. BEVs, in particular, present the highest level of issues (256 PP100), with a notable 39% of BEV owners having replaced their tires in the past year, a figure significantly higher than that of gas-powered vehicle owners.

Lexus ranked highest overall in vehicle dependability for a second straight year, scoring 135 PP100. Among premium brands, Porsche (175 PP100) placed second and BMW (190 PP100) ranked third.

Toyota topped the mass market segment, with a score of 147 PP100. Buick (149 PP100) placed second, while Chevrolet and Mini (174 PP100) each rank third in a tie.

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Most drivers would buy a car with less technology to protect their privacy, a study has found.

A recent survey report by Kaspersky reported that seven in 10 (72 per cent) of drivers are uncomfortable with automakers sharing their personal data with third parties. The report, Is my car spying on me?  reflects growing concerns about privacy and data security in the era of connected cars.

Despite the allure of modern vehicles equipped with advanced technology, sensors, apps and infotainment systems, the report found that most drivers are wary of how their data is used.

The survey of 2,000 U.S. drivers in November 2023 showed that 87 per cent of participants believe automakers should be obligated to delete their data upon request. Additionally, only 28 per cent of respondents claimed to have some understanding of the kind of data collected by their vehicles.

The findings come as the global automotive aftermarket wrestles with automakers and governments to enact a legislated right to repair solution, citing that automakers will have too much control over information that should be owned by consumers.

The trend of connected cars has not only improved comfort and convenience but also opened new revenue streams for car manufacturers through subscription services based on in-car technology.

However, this technological advancement has raised significant privacy concerns. A Mozilla report gave the auto industry poor ratings for privacy, highlighting that many car companies’ data policies allow them to share consumer data with third parties. Kaspersky noted that this not only creates privacy issues but also poses a security risk, as consumer data becomes increasingly vulnerable to leaks or theft.

This survey’s results indicate that while drivers may accept some level of data collection, they have clear boundaries regarding the use and security of their personal data. More than a third (37 per cent) of respondents expressed being “very uncomfortable” with automakers sharing their data, and 71 per cent would consider purchasing an older or less technologically advanced car to protect their privacy and security.

When presented with findings that none of the 25 car brands researched by Mozilla met minimum security criteria, 76 per cent of respondents expressed concern. The survey also explored drivers’ use of in-car technology, with many pairing their phones with their vehicles.

Nearly half (48 per cent) use services like Android Auto or Apple CarPlay, while 42 per cent of Bluetooth users choose not to share their phone’s address book with their car — a privacy measure recommended by experts.

Respondents had varying opinions on why automakers might collect data, with half believing it’s for selling to advertisers or third parties and 40 per cent thinking it’s for sharing with insurance companies. Two in five (42 per cent) respondents expressed concern about their car collecting personal data, with the highest level of worry among 18-24-year-olds.

Kurt Baumgartner, principal security researcher at Kaspersky’s Global Research and Analysis Team, emphasized the importance of privacy safeguards.

“It’s easy to take for granted how much your car knows about you,” said Kurt Baumgartner, principal security researcher at Kaspersky’s global research and analysis team. “A connected vehicle knows where you go, how fast you get there and what you listen to on the way — even potentially what your kids are doing in the backseat. And the data collection policies of many automakers go far beyond that, allowing them to track and share things like users’ marital status and other surprisingly personal information that gets connected through their phone.

“The bounds of property rights and ownership are clearly being bent, and people appear to be getting denied the level of control over their personal data that they expect. Our data is highly valuable, as is our privacy. As drivers, we need to advocate for privacy safeguards and common sense ownership agreements where we can enjoy the convenience of tech-enabled cars without having to give it all up.”

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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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Most shop owners are preparing for the upcoming technological challenges of servicing electric vehicles and those equipped with advanced driver assistance systems — but they certainly expect challenges ahead.

Advisory firm Roland Berger partnered with the Midwest Auto Care Alliance and found that 60 per cent of shop owners plan to make investments in EV powertrain servicing with 22 per cent having already done so.

They weren’t as fast-moving with ADAS, though. Fewer than half (47 per cent) said they plan to make investments in the next 10 years, while only 15 per cent have already.

The biggest challenges shops face are a lack of floor space, receiving and installing equipment and financial barriers getting in the way of investing.

Most shops “have a really tight footprint,” explained Neury Freitas, partner with Roland Berger, at the recent MEMA Aftermarket Suppliers Aftermarket Technology Conference. Recalibrating sensors requires a large amount of space that is designed in a matter to allow for accurate measurements.

He pointed to having EV chargers on site to charge vehicles up after servicing. A Level 1 charger won’t cut it. He doesn’t believe even a Level 2 charger would be good enough. Shops need to have fast chargers at the ready — and multiple ones. Shops can go with lower-level chargers but those would be short-term solutions — as shops service more EVs, they will need the fast chargers to quickly charge up customer vehicles.

“Once you are talking about that type of infrastructure we are talking about a range between $100,000 and $200,000, which is a lot of money for any shop,” Freitas acknowledged during the session, Tomorrow’s Repair Facility Will Adopt Technology.

But shops have made investments in other areas to bring their shops up to date with customer expectations. A third said they’re providing updates via text messaging now. Almost a quarter (23 per cent) said customers can book appointments online. One in five say they allow for online payments.

Seven per cent reported that they provide computer diagnostic reporting, something Freitas said more shops should be doing to raise trust with customers.

“We as consumers, we trust more [when] we see a page that was printed by a machine than actually what we [hear] a technician talking to us most of the time,” he said, pointing to fears that a human would try to “rip us off” and a computer wouldn’t.

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Many new technologies are soon going to be heavily penetrating the new vehicle fleet and the aftermarket needs to be prepared to work with and accommodate them as they service vehicles equipped with the technology, urged an industry expert.

Todd Campau, aftermarket practice leader at S&P Global Mobility, highlighted four of these technologies that the industry will be seeing a lot of in the coming years at AAPEX 2023.

One is lane keep assist. About 20 per cent of vehicles in operation have lane keep assist. Over the next 10 years, that’s expected to grow to 63 per cent.

“So we’re going to see a lot more lane keep assist coming as a standard part of the new vehicles that are being sold,” he said during the session, Trends Impacting the North American Aftermarket. “And we’ve been telling you for several years and you’ve been seeing in the news and other places that ADAS technologies — those driver assistance systems — are getting more and more prevalent. And we’re absolutely seeing that here.”

Blind-spot monitoring is another that is expected to skyrocket at a similar pace. It’s in 18 per cent of vehicles today and will be in 60 per cent of the vehicle fleet by 2031.

Adaptive cruise control, which uses several different ADAS components, is in about 14 per cent of the vehicle fleet. By 2031, about half of vehicles will have some form of the system.

“Each manufacturer’s adaptive cruise is a little different,” Campau pointed out. “So we’ve had to normalize this a little bit to be able to make these projections, but some sort of adaptive cruise will be on half the fleet by 2031.”

Automatic emergency braking is expected to jump from being in one in five vehicles to two-thirds of the fleet by 2031.

Expect this one to be accelerated by legislation, Campau noted. He compared it to rearview camera. These started coming up about 10-12 years ago. By 2018, they were mandated by the government.

“But all the manufacturers were already going that way because rearview cameras made so much sense to prevent cars from hitting people when they were backing up,” Campau said. “[Automatic emergency braking] is the same deal and just extending … to help the driver break if they don’t see that pedestrian coming around the corner or coming down the sidewalk.”

This is just scratching the surface, Campau noted. There will be at least 40 systems that industry professionals will need to keep an eye on as sensors proliferate vehicles.

“But all of these points to the more technologies that we’re going to be asked to help maintain and repair in the next few years,” he said.

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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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In the middle of the last decade, autonomous vehicles were all the rage. All many experts could talk about was how the technology was roaring to the forefront and that we’d essentially be driven everywhere by a robot.

That hasn’t happened yet, led by the fact that automakers shifted their focus toward electric vehicles.

But as one industry leader pointed out, the rise of electrification holds a door open to autonomous technology gaining a larger foothold.

While the architecture of an internal combustion engine vehicle is different from an electric one, it’s not the same level of change when looking at AVs compared to EVs. In the case of ICE to EV, the latter doesn’t have that physical reaction. Instead, it’s a computer, explained John Hayes, CEO of Ghost Autonomy, an autonomous software company at the recent Collision Conference in Toronto during the panel discussion Two Perspectives on Autonomous Vehicles

That architecture from EVs is allowing for easier implementation of AV technology. A relatively new term is “software-defined vehicles.” As there are more computers and software in vehicles to address the electrification aspect, it opens up a pathway for autonomous technology to move in on that architecture.

But it’s creating a shakeup in what kind of leaders need to be in place at automakers. There’s more focus on, say, electrical engineering and design process.

“It’s really disruptive to how they operate and you can see the different auto companies trying to figure out their way.”

As vehicles become more software-defined, it opens up the possibilities of what can be done for consumers, said Shawn Kerrigan, co-founder & COO at Plus, an autonomous technology company.

“A big part of what makes up a vehicle is actually the software that’s running on it; what the capabilities are. And so historically, there wasn’t really that idea that your vehicle will continue to get better and continue to add functionality and improvements over time,” he said on the panel.

Tesla has essentially set the benchmark in this area, sending updates to vehicles as required to resolve issues or add functionality.

“The ability to do these over-the-air updates … is really a new type of capability that I think is really transforming the future of automotive,” Kerrigan said.

The post How AVs and EVs will work together appeared first on Auto Service World.

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It has been said that data is the new oil — which is fitting when talking about it in the context of vehicles as both are key components of the automotive industry today.

A discussion at a recent conference looked at how artificial intelligence can help the automotive sector. AI has been all the rage in recent times, specifically generative AI. Does it have a place under the hood of vehicles on roads today?

Yes, it does, experts agreed. Their insights pointed to it being potentially more beneficial to the automotive aftermarket as that data can relay repair and maintenance needs to the vehicle owner.

Given how much data a modern vehicle generates from cameras and data systems every day — consulting firm McKinskey pegs the number at 25 GB of data an hour — it’s impossible to upload and store that data without a massive price tag attached.

“Which means that you now need intelligence at the edge to not only be able to extract just the necessary insights but to act on it,” explained Aarjav Trivedi, founder and CEO at Ridecell during the panel discussion, How to Adjust for the Future of Mobility at the tech-focused Collision Conference.

It’s not that data is “the panacea” for all things but finding the right information in that data. And that could be key to the automotive aftermarket. One could look at the data and determine, “Does this vehicle need service right now? And if it does, is the mechanic available right now? In what location? is the part available? If we need to charge, is a charger available and where should we charge?” Trivedi said.

That means that data can finally be used in a more beneficial way. But technology is the key to unlocking it so that profitability can be found in the data and make it a sustainable endeavour, he added.

And there are many areas that can benefit from having more data. Panellist Chris Snyder, co-chief operating officer at Via, noted that mobility is being understood better thanks to more data points. Before, public transit data was only gathered as people moved their feet through turnstiles. Now, with apps on their phones, how people want to travel is being communicated much more loudly.

It doesn’t just take that data “and turn it into ‘Oh, OK, we could actually build a better network now that we understand what people actually want to do,’ but then there’s sorts of data sources … that allow you to plan based not just on what trips people might want to do, but where are there are socio-economic gaps and challenges,” Snyder said. “It gets really rich and really complicated.”

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Trust in fully automated, self-driving vehicles has fallen for the second year in a row.

The J.D. Power 2023 U.S. Mobility Confidence Index (MCI) Study reported that the index score for consumer automated vehicle readiness dropped two points to 37 out of 100. That’s a five-point drop from 2021.

On all metrics, consumers are showing a low level of readiness towards the technology, with the lowest level of comfort riding in a fully automated, self-driving vehicle and using fully automated, self-driving public transit.

The report pointed to a lack of general knowledge about AV technology development that’s having media coverage highlighting robotaxi and testing failures added on top impacting public opinion and consumer comfort.

However, when having been in a robotaxi, confidence takes off. When experiencing one in Phoenix or San Francisco, consumers have a score of 67, nearly double the overall index score. This shows, the report said, the impact of not having been in a robotaxi and proves that experience is critical to the success of the technology.

“These positive firsthand experiences need to be shared with the public to educate, providing balance to the negative news cycle,” the report said.

“Consumer trust is fragile, but it is the foundation upon which long-term AV acceptance is built,” said Lisa Boor, senior manager of auto benchmarking and mobility development at J.D. Power. “This first-time feedback from robotaxi riders shows significant growth in consumer comfort levels across any AV application. Industry stakeholders must seize the opportunity to build confidence and promote the technology across all transportation modalities through these first-hand experiences but, for success, it cannot be overshadowed by endless deployment issues.”

Trust is built over time but can erode quickly, said Bryan Reimer, research scientist in the AgeLab at the MIT Center for Transportation and Logistics and a founder of MIT’s Advanced Vehicle Technology Consortium.

“Stakeholders may need to find new ways to proactively educate potential users on the advantages and current limitations of vehicle automation systems,” he said in the report. “Automated driving technology is still very much in an evolving and testing stage with improvements occurring quickly. Consumers’ understanding of where we are on the path to long-term automated mobility needs to be calibrated as today’s systems are not designed to enable more risky driving.”

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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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Automotive supplier Denso announced an investment of 63 billion Euros (CAD$92 million) in research and development over the next 10 years with the goal of zero emissions and zero traffic fatalities.

Denso president and chief operating officer Shinnosuke Hayashi made the announcement at IAA Mobility in Munich, Germany. He highlighted the role of the automotive industry as a whole in tackling carbon emissions. He called upon the sector to look for collaborative solutions to make mobility safer and more environmentally friendly.

The investment, he said, will see Denso develop technologies for electrification while also expanding its product portfolio to accommodate the mobility ecosystem’s evolving needs. Global production capacity will ramp up and produce around 12 million inverters per year by 2025. It will further consolidate its expertise within vehicle semiconductor production and thermal management systems. Advancements within these areas will support improved electric vehicle functionality and range, paving the way toward electrification.

“Throughout history, human beings have pulled together to rise to significant challenges. Against one of the biggest challenges humanity has ever faced, it is vital that organizations like Denso collaborate and harmonize with partners across the globe to solve the problems facing our planet,” Hayashi said at the event. We believe mobility has an important role to play within this journey, and wish to lead the industry in the development of new technologies and solutions to achieve safe and high-value mobility and manufacturing. We’re making huge strides in our own manufacturing activities and by doing this, we believe we can empower the entire industry to do the same, to the benefit of society over the medium and long term.”

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Some automakers are pushing forward with self-driving technology in their vehicles and consumers are looking for the technology sooner rather than later — but some leaders in the space are pushing for a slower approach.

For Shawn Kerrigan, co-founder & COO at Plus, an autonomous technology company, ensuring all the I’s are dotted and T’s crossed is essential for any successful implementation of self-driving vehicles.

“I think one of the things that’s also important across every region we operate in is the sense that this technology needs to be deployed progressively. It’s not something that you can just flip a switch and deploy it at scale in the next year or two,” he said at the recent Collision Conference in Toronto during the panel discussion Two Perspectives on Autonomous Vehicles.

“It’s something that you really have to prove out the safety and reliability of your system, in addition to really driving down costs today get it really economically deployed.”

Kerrigan’s more cautious approach is different from Tesla, moderator Jim Motavalli, contributing automotive journalist at Autoweek, pointed out. The brand that leads in electric vehicle sales tends to push vehicles out first and then fix issues as they arise.

Panellist John Hayes, CEO of autonomous software company Ghost Autonomy, observed that demand for self-driving technology is there.

“Ultimately, what consumers told us they wanted is that they expected to have autonomy in the next car they buy,” he said.

So the push is on developers to bring that technology forward. But, Kerrigan reminded attendees, the artificial intelligence behind autonomous vehicles behaves differently when operating a vehicle than humans do.

“For AI systems, controlling the vehicles is relatively easy,” he said. “It’s about: Are they going to understand the different scenarios are they going to make the right decisions? And so to really be able to prove that, it’s important to see a tremendous number of scenarios.”

And the number of potential scenarios is great. AI systems have plenty of work to do to learn the countless situations a vehicle may be placed in and until that happens, autonomous vehicles won’t grow to scale, he added.

“There was this expectation that it was going to happen overnight in just a couple of years. That was the expectation,” Kerrigan said.

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The automotive aftermarket is primed for “boom times” thanks to a rapidly aging car parc.

Average vehicle age in the U.S. has never been so high — S&P Global Mobility recently reported it at 12.5 years. That’s up three months from the year before, which is a pace not seen in about 15 years.

Canadian vehicle average age is also at a high, though no official numbers have been reported. AIA Canada last reported average vehicle age of 9.7 years in 2020 — it is believed that number may be at about 10.5 years now.

All of this adds up to the likelihood of seeing “robust growth in repair and maintenance work, as older cars will see even more miles driven than traditionally expected,” according to a recent report from S&P Global Mobility.

After multiple years of slow movement on the new vehicle side of things, consumers have been looking at used options or hanging on to their older ones. Even as inventories replenish, high price tags are still being attached to new vehicles.

“Now, there could be a counterintuitive shift: Surging new-vehicle supply could further boost expansion of the used-vehicle fleet, bringing more high-mileage vehicles into service bays,” S&P observed.

Industry speculation is that with people trading in their older cars for new ones, those older cars will find their way to used lots. Those who can’t afford new or prefer the used route will have more options — so even though they’re replacing their vehicle, chances are an aftermarket sweet spot automobile will remain on the road. The industry is seeing more 12- and 13-year-old vehicles becoming bigger parts of the business.

Electronic sophistication

Fruthermore, Todd Campau, associate director for aftermarket solutions for S&P Global Mobility, noted in the report that while there will be a decline in vehicles aged seven years or less, those aged eight or more will increase.

“As vehicles with more electronic sophistication continue to age and increase in overall share, the aftermarket’s role in maintaining the aging vehicle fleet will become increasingly critical,” Campau said. “That’s where the real opportunity is in the aftermarket space.”

Indeed, vehicles moving into the aftermarket sweet spot are becoming trickier fixes. Advanced driver assistance systems rose in prominence over the last decade — S&P pointed to adaptive cruise control being on an upward trend since 2015 and will likely be on about 70 per cent of 2023 vehicles.

“I think sensors are where the next big opportunity is for the aftermarket,” Campau said.

That further drives the importance of right to repair, he added.

“For consumers, the option to have the choice to maintain their vehicle in a timely fashion where convenient will be increasingly important,” Campau said. “The volume of the vehicle fleet will make cooperation between OE aftersales service and aftermarket service shops a requirement to keep the nearly 300 million-vehicle population working as safely and efficiently as possible.”

The economy

And there’s also the issue of the economy. While predictions point to a recovery of new vehicle sales in the next few years, inflation and interest rates could temper demand. Rather than supply being an issue for lack of sales, demand could now constrict dealers.

From Campau’s point of view, this leaves automakers with a decision to make: Do they build more economy or mid-priced vehicles and trims that consumers stuck in a revolving door of used vehicle purchases can afford, or will they do as they did in the pandemic years and focus on high-margin vehicles?

“Will the consumers continue to support that premium model?” Campau said. “The question is, who’s going to blink first?”

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The auto market is experiencing a rise in consumer spending, but is this good for the industry?

DesRosiers Automotive Consultants recently reported that automotive parts, accessories and tire stores showed 10.2 per cent growth. The increase in aftermarket growth comes even after elevated sales a year ago when factors like inflation and supply issues raised prices.

New car dealers reported a 9.3 per cent increase, thanks to recovering inventory numbers. Meanwhile, used dealers saw a 2.5 per cent decline, likely due to consumers opting for new options as availability improved.

While sales are increasing, so are prices, leaving many consumers unable to afford a new vehicle. The Canadian average transaction price in 2022 was just under $50,000.

With these trends, there are pros and cons to the rising tide of car sales in the new and used markets.

The auto industry has had a tough few years. Challenges continue as manufacturers grapple with ongoing supply chain shortages.

Increased auto spending in 2023

The auto industry has had a tough few years. Challenges continue as manufacturers grapple with ongoing supply chain shortages. The impact of these shortfalls affects the whole market, including consumers. In 2021 and into 2022, supply issues meant fewer new cars were available. However, availability is beginning to recover in 2023.

As a result, the auto market is seeing increases in consumer spending. Canadian auto dealers sold 20,000 more new cars in Q1 2023 compared to Q1 2022. Consumers spent $3.9 million more on new vehicles in Q1 2023 than in the previous year, as well.

More vehicles are being sold this year at higher prices than before. Some consumers are getting priced out of the new vehicle market, but demand remains strong. In fact, used cars are also seeing increased prices and demand, likely reflecting some consumers shifting to more affordable options.

One factor that may be helping the rising new car prices is production choices from automakers. Supply shortages mean manufacturers must be more selective about which vehicles they invest in most. In this situation, lower-priced models are often cut from the lineup or made in smaller quantities. Higher-priced offerings are more profitable, driving companies to produce more cars.

“They’ve certainly been picking the vehicles to build based on the chips they have available, as well as the demand they’re seeing,” said Todd Campau, automotive aftermarket practice lead at S&P Global Mobility, at AAPEX 2022. “They’ve been preferentially building high-margin vehicles — more trucks and things like that where they make more money.

Even if supply chain issues persist, the auto market can still see increased sales because the average car price is higher today.

A lack of affordable cars

While increased consumer spending may benefit retailers, it has some drawbacks. Key among those is the need for affordable cars on the market. Higher prices for new vehicles are pushing more consumers to buy used, allowing dealers to sell them at higher prices.

An uptick in used car prices may mean people who need a car don’t have access to an affordable one. This means more consumers may need to apply for loans or financing to get a vehicle, which can be risky for shoppers and dealers. One of the most important principles of effective collections is avoiding high-risk transactions when possible, which includes customers with poor credit.

In the past, customers in this position may have been able to afford inexpensive used vehicles, allowing them to get something without a big financial risk for the dealer. That isn’t always the case today, though. Even used cars are priced higher than many low-income consumers can afford.

Used car dealers have commented on the situation, noting that cars in the $3,000-$5,000 price range are unavailable. Many also can’t afford the financial risk of offering financing to customers without a strong credit history. That means less revenue for these dealers, who are also struggling to get a large supply of used vehicles on their lots.

While auto spending is up from previous years, it is important to note that it is not necessarily a universal win for the market. People spending more money on new vehicles than they can afford translates to more debt for consumers and more risk for dealers.

These trends are concerning, but it’s worth remembering the supply chain issues facing auto manufacturers are also hitting aftermarket manufacturers.

Repairs and the automotive aftermarket

The cost of car repairs is on the rise, along with the wait times, thanks to the low availability of replacement parts, even for popular models. Plus, higher car prices may motivate consumers to hang on to older models, which typically have higher maintenance needs. This is particularly true for people who usually shop in the used car market.

These trends are concerning, but it’s worth remembering the supply chain issues facing auto manufacturers are also hitting aftermarket manufacturers. As the world’s leading auto brands recover from supply chain shortages, the aftermarket will also likely bounce back.

While suppliers are closer to their normal, distributors are still navigating their way through what their new one is.

“In our case as the distributor, what that means is we are compensating for all of the volatility that’s in our supply chain,” said Mauro Cifelli, president and CEO of Groupe Del Vasto, at AIA Canada’s National Conference. “Inventories are sky high, our carrying costs are up and we’re trying to manage labour, we’re investing in technology and innovation to try to keep up with it with some of the volatility in the supply chain.”

Something the aftermarket will need to keep an eye on is the pace of new vehicle sales. Business has been great, as DesRosiers has pointed out. Aftermarket parts usually allow consumers to save money on vehicle maintenance. Higher prices and unavailable components in the aftermarket may make it more difficult for many consumers to afford the upkeep of their vehicle.

Will business subside to pre-pandemic levels as new vehicle inventories recover and consumers opt to replace rather than repair? This will be a trend to watch.

Will business subside to pre-pandemic levels as new vehicle inventories recover and consumers opt to replace rather than repair? This will be a trend to watch.

The future of the auto industry

What do these trends mean for the future of the auto industry? New vehicle prices are expected to remain high, while the cost of used cars will continue climbing through 2023 and into 2024. Trucks and SUVs are the most popular models on the market —and the most expensive options, so price increases will likely affect them most.

One interesting factor that could shake up the auto market is EVs. In 2022, Canada experienced the highest number of new zero-emission vehicle registrations on record, accounting for 18 per cent of new registrations nationwide. Consumers now have a wider variety of vehicles to choose from, leading many to switch to electrics and hybrids.

An uptick in consumer interest in EVs could cause noticeable disruption for dealers selling exclusively traditional ICE vehicles. With more affordable EVs coming to market, used car dealers could even experience some of the shift in demand.

EV charging infrastructure in Canada is still a major concern in 2023, but numerous efforts may change that. For example, the U.S. and Canadian governments recently announced a collaborative international EV charging network that will span 1,400 km with a charging station every 80 km.

Devin Partida is the Editor-in-Chief of ReHack.com and a freelance writer. Devin covers business technology, Fintech and auto tech

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An important piece of the autonomous vehicle revolution could lay in what tires are used — and what’s inside them.

Tire manufacturers are looking to be a key part of the puzzle. According to a report from the Wall Street Journal, tires could feed real-time information to self-driving vehicles, allowing critical decisions to be made with even more important information.

However, the article noted that technical limitations and difficulties around data integration could get in the way.

Tire makers such as Goodyear and Bridgestone are looking to place sensors in tries that can gather and send the vehicle data on friction and road conditions — this would help the vehicle determine the appropriate time to start braking or how fast to take a turn.

But seeing this technology come to light has its challenges. For example, how is the sensor powered? To provide real-time data would, batteries wouldn’t be able to last the lifespan of the tire. Another question: How would data be integrated as the vehicle gathers information from radar, LiDAR and other sensors and cameras?

“Actually trying to inform the autonomous driving in real time what it should expect its grip potential is under the tire—that’s kind of like a holy grail when you think about vehicle control,” said Chris Helsel, senior vice president of operations and chief technology officer of Goodyear, told the WSJ.

There is not yet a huge demand to see tire technology at the point where it will be essential to the success of autonomous vehicles. John Baldwin, senior vice president and chief product and technical strategist at Discount Tire. Autonomous vehicles, he told the WSJ, are moving forward without advanced data-generating tires, in part because there are already so many other spots on the vehicle that can gather data.

Then there are also concerns of too much data. “You need to balance out robustness and redundancy with cost and practicality,” said Itay Michaeli, an equity analyst who covers autos at Citi.

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Perhaps hydrogen hasn’t been forgotten about, but it certainly doesn’t get the same attention as electrification as we move to a decarbonized automotive future. And for good reason: OEMs and governments have decided to hitch their wagon to electric vehicles.

But hydrogen has an important role to play, especially in the freight and transportation sectors. Brent Hartman, director of standards in the fuels and transportation at CSA Group, joins publisher Peter Bulmer in this episode of Auto Service World Conversations to talk about the use of hydrogen as an alternative fuel.

The transportation sector accounts for upwards of 30 per cent of greenhouse gas emissions in the U.S. and about 27 per cent in Canada, Hartman says. Furthermore, 80 per cent of transportation sector emissions come from on-road vehicles.

“So hydrogen is one of the solutions that can really help reduce those transportation emissions, which obviously have a bigger impact on all emissions within countries,” Hartman explains. “So batteries are obviously another alternative. But not all vehicle applications are easy to electrify.”

Hartman also explores hydrogen’s importance, standards needed for best practice, challenges faced, how technological changes could impact standards and more.

Tune into the latest episode of ASW Conversations by clicking the banner above or through this link.

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From left, MEMA Aftermarket Suppliers’ Ben Brucato moderates a discussion on supplier pain points with Gino Amador of Snap-on Equipment, John Lerner from Gojo and Cal Ganda of ContiTech Power Transmission Group

Many factors influence change in the automotive aftermarket. If you’re not thinking about how you’re going to adapt your company to that change, you’re facing tough times, warned the head of an aftermarket tool company.

Gino Amador, president of Snap-on Equipment, didn’t mince words when speaking to his peers at this year’s MEMA Aftermarket Suppliers Vision Conference in Chicago.

“If you consider the trichotomy of climate change advocacy, of road safety initiatives and trade policy that is at best questionable, for most of you in this room, if you don’t reinvent yourselves, you’re going to have some trouble,” he told attendees.

How long companies have to reinvent themselves, he’s not sure. But “stochastic events” will come into play, he said, and every business is different with its own set of variables.

“But I feel fairly comfortable in saying that the event horizon for being deep into change is somewhere in the neighbourhood of 20 to 30 years,” he predicted during the session Supplier Pain Points: A CEO Panel.

So get on with it, Amador urged. “What are you all so worried about?” he asked.

This is the automotive aftermarket, not the new car dealers group, Amador reminded. They’re worried about what may or may not happen this year, next year and the year after that. The aftermarket doesn’t need to worry as much because it already knows what will happen.

“That’s sort of baked already. We know how many cars got sold three and four years ago,” he said. “We know how many cars are coming off of warranty. We know how many cars are in that perfect space of four to 11 years,” he said. “That’s the spot we need to be in. That’s where we make money.”

Furthermore, every aftermarket company should be pulling in plenty of money. If not, you’re doing something wrong.

“If you’re not growing by 5 or 6 per cent this year, either your competitors are eating your lunch or the OEM dealers have managed to keep defection to a lower rate,” he assessed.

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As the world is rapidly changing to be more environmentally friendly and sustainable, the future of car maintenance seems a little bleak. Why? The current auto repair industry is not autonomous and manually inclined. So, when the world adapts to more efficient modes of car technologies, the demographic of car maintenance will change forever.

That said, is there only negative change forthcoming because of EVs and autonomous vehicles? Not at all. Positive changes are also in store as we move forward.

Let’s look at all the possible changes that will come with EVs and advanced vehicle technologies.

Changes in the future of car maintenance

To say there will be positive changes in the service industry of EVs and autonomous vehicles is nothing but an understatement. These changes, however, will usher in an era of reduced maintenance. At the same time, there will be greater adaptability, new job creation and much more.

For example, AI repair services means will come with the rapid growth of artificial intelligence. This won’t only affect typical technological decisions such as smartphones and computers, but cars as well. That’s why we see plenty of AI-based software that help cars to navigate without human intervention.

Even those vehicles that aren’t electric or autonomous will be served by current auto repair service centres that will fix and troubleshoot many software-related issues. For the last decade, technicians have adapted more software-related troubleshooting.

However, once EVs take off, minor problems around vehicle software can be solved with just an over-the-air update. This will indeed impact the aftermarket — some fixes that required a technician will go by the wayside as AI will automatically repair needed issues.

So where does this leave the automotive technician? Because the vehicle repair industry will observe a paradigm shift to a new era of repair services, new positions and opportunities will be created. The traditional mechanic may become obsolete but the demand for true technicians will see rapid growth.

Professionals equipped with knowledge about AI, advanced driving assistance systems (ADAS), software and codes will be in demand. Thanks to this shift, those who fit the bill stand to see their salaries jump higher than ever before.

And with more software updates and fewer maintenance needs thanks to new vehicle technology, repairability becomes more convenient and easier to complete.

While the connected vehicle will allow for this to happen, they will also receive frequent software updates and AI modules to keep their services up-to-date and running efficiently.

Another key thing to note is that the overall maintenance of the EVs might get reduced but the cost associated with the maintenance might increase. Regular modding and repair services will still be relevant with EVs so while some of the minor maintenance costs associated with internal combustion engines fade away, these costs won’t see a reduction in the future. As has been commonly noted, EVs consume tires more rapidly than regular combustion cars, in addition to suspension and chassis components.

In other words, the minor or small troubleshooting errors of past vehicles won’t be a headache with electrics. However, the overall maintenance cost that will come with the early days of the EV industry will definitely be more beneficial to the aftermarket than to the customers.

New landscape of auto repair business

As vehicles are being updated with newer technologies and sustainable materials, the entire repair industry will also need to adapt at a rapid pace. For that, auto repair service centres will have to change from being a business of mechanics to technicians with a focus on software-based repair services.

The initial push may be detrimental for many businesses because of the fixed assets of outdated tools and equipment. Still, it’s necessary for businesses to adopt newer tools that infuse automation and serviceability.

Choosing to ignore the endeavour due to cost will push shops to either close down or change industries. The number of vehicles on the road isn’t going down so it’s ideal that most shops adapt and raise the bar of the whole industry by innovating new ideas to keep the EVs running and maintaining them professionally.

Cost of maintenance in the future

As vehicles become more complex and incorporate more advanced technologies, the cost of maintenance and repairs may increase. This is because newer technologies such as electric powertrains and ADAS require specialized knowledge and equipment to maintain and repair.

While tomorrow’s vehicles might have fewer moving parts than before, the complexity will take a toll on the customer’s maintenance budget. Also, just because their vehicles have advanced technologies, that does not mean that they won’t need to visit a shop for regular checkups.

The importance of regular engine maintenance can’t be ignored even with an EV as the engine will remain a core part of the vehicle.

It is imperative that the ever-changing landscape of vehicle technologies will impact the car servicing industry. While some changes might not be positive for businesses, early adopters will observe exponential growth.

Hector West is an avid fan of modified vehicles and engines. With a passion for investigating engine conditions and building modified engines, he has acquired two classic cars and two modified cars. He owns a tire business that specializes in classic vehicles.

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The EV & Charging Expo was held at the Enercare Centre at Exhibition Place in Toronto.

Attendees were able to take in sessions on a variety of topics, listen to key industry figures and political leaders and check out dozens of booths from exhibitors offering charging equipment, whole system solutions and more. There was also a test track for e-bikes and scooters, along with various electric vehicles from pickup trucks to cargo vans for attendees to experience.

 

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Sessions looked at data privacy, simplifying the EV transition, building cost considerations around EV planning, developing an EV fleet strategy and more. Government officials were also on hand, including, Julie Dabrusin, federal parliamentary secretary to the minister of natural resources and to the minister of environment and climate change, Victor Fedeli, Ontario minister of economic development, job creation and trade and Todd Smith, Ontario’s energy minister.

Please catch the highlights in our Instagram reel and in the photo gallery below.

EV & Charging Expo 2023

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Image credit: Depositphotos.com

The automotive industry is on the brink of a seismic shift. For the most part, innovative technological advancements and consumer preferences drive this change. The growing need to tackle urgent environmental issues is also a contributing factor.

As we enter a new era in transportation, the aftermarket needs to keep pace with understanding how these changes will impact their industry.

Success in the aftermarket industry depends on understanding what the future holds. Professionals will face new challenges and opportunities. Being aware of these changes can help them adapt and thrive.

Let’s explore the current trends driving the auto industry as a whole and their impact on the aftermarket and auto care landscape.

Electrification

The popularity of electric vehicles (EVs) is growing each day. According to a report by Counterpoint Research, EVs accounted for over 14 per cent of the world’s passenger vehicle sales in 2022, compared to 9% in 2021.

As such, the demand for EV-specific parts and services will grow as more consumers opt for EVs. This creates new chances for aftermarket businesses to serve the growing EV market. These vehicles require different types of maintenance and repair processes compared to traditional gas-powered cars.

For example, EVs don’t need traditional maintenance and have fewer moving parts. As a result, auto care professionals must adapt their skills and offerings to cater to EV owners’ needs.

The growth of the EV market presents many opportunities for auto care businesses. These may include specialized EV repair services, parts, and charging infrastructure solutions.

Autonomous vehicles

Self-driving cars will become increasingly common in the next few years. Statista says we can expect 54 million self-driving cars on the world’s roads by 2024.

As autonomous vehicle technology advances, more vehicles will come with self-driving capabilities. This will change the auto care landscape, if it hasn’t already. Due to complex systems that make self-driving possible, new maintenance and repair needs will emerge.

Autonomous driving may lead to fewer accidents due to human error. As a result, the need for some collision repair services could decrease.

Also, self-driving cars depend on specific sensors and software. This means automotive service professionals may have to learn new skills. If the industry rises to the occasion, this may lead to more specialized aftermarket businesses. Their services may focus more on autonomous vehicle maintenance and repair.

Additionally, aftermarket companies must collaborate more with original equipment manufacturers (OEMs). Right to repair remains a sticking point. Stronger partnerships ensure access to necessary tools and resources to service autonomous vehicles.

Chip shortage implications

The global chip shortage has significantly affected the automotive sector, particularly production and supply chains. This ongoing crisis has far-reaching consequences for the aftermarket sector as well.

A combination of factors contributed to the shortage — increased demand for consumer electronics during the COVID-19 pandemic and the current ongoing war in Ukraine.

The shortage has led to a significant reduction in vehicle production. Many automakers had to reduce their output or halt production altogether. Consumers are facing longer wait times to buy new vehicles. Specific models also became more limited as automakers focus production on higher margin vehicles. These will add pressure on the aftermarket sector in the future, as the reduction in new vehicle sales will mean fewer vehicles entering the aftermarket sweet spot, reducing demand for parts and services.

Aftermarket businesses may need to adjust their strategies in response to the chip shortage. As average vehicle age grows, this could include focusing more on servicing older vehicles or expanding into new markets less affected by the chip drought.

As the industry navigates this crisis, many wonder, “Will chip shortage end in 2023?” Understanding the timeline for resolution will help aftermarket businesses plan better.

Digitalization and connected vehicles

Connected vehicles are becoming increasingly common. Fortune Business Insights predicts that the worldwide connected car market will grow from US$60 billion in 2021 to almost US$192 billion by 2028.

Connected vehicles rely on advanced technologies, such as onboard sensors and telematics systems. These enable features like real-time navigation, remote diagnostics, and over-the-air updates. This increased connectivity offers new opportunities for aftermarket businesses to provide connected services.

Connected vehicles produce plenty of data. Aftermarket businesses can use this data to provide services such as:

• Predictive maintenance: Using vehicle data, businesses can predict when a car needs maintenance. This way, an auto care provider can offer timely services.
• Personalized parts suggestions: Data analysis allows for customized parts recommendations. This ensures the best fit for each car.
• Remote diagnostics: Aftermarket professionals can remotely identify and troubleshoot issues, increasing efficiency and convenience.

This approach helps create more value for customers and strengthens customer relationships.

The rise of connected vehicles also presents some challenges for auto care professionals. For example, they must develop expertise in handling vehicle data while being mindful of customer privacy. Additionally, they must ensure compatibility with the latest technologies and OEM systems.

Circular economy, sustainability

Environmental concerns are leading to a shift in the automotive industry towards a circular economy. This change emphasizes the need for recycling and reusing automotive components.

People are increasingly favoring remanufactured and refurbished car parts. Cost savings, environmental benefits, and regulatory changes drive this trend. It creates new chances for aftermarket businesses to join the circular economy.

Here are just a few ways auto care providers can contribute:

• Remanufacturing and refurbishing used automotive parts: Aftermarket businesses can extend the life of products that might otherwise end up in landfills.
• Recycling materials and components: Aftermarket businesses can recover valuable resources and reduce the need for new raw materials.
• Designing products with durability and ease of repair in mind.
• Adopting sustainable business practices, such as using renewable energy and minimizing waste generation.

In short, aftermarket businesses can make more money while being environmentally friendly. This approach can help companies to cater to cost-conscious and eco-minded customers.

New beginnings

The automotive industry is racing toward a bold new horizon. Aftermarket businesses must brace themselves for a journey into uncharted territory.

Aftermarket professionals can thrive in this rapidly changing landscape by embracing electrification, mastering autonomous vehicle technology, leveraging digitalization, and supporting sustainability.

The road ahead is filled with challenges, opportunities, and uncertainties, and it demands a proactive and forward-thinking approach. Remember that the future belongs to those who dare to dream, innovate, and adapt.

Cedric Jackson is passionate about internet marketing, automotive, travel, and the entertainment world. When not busy writing, he spends his time travelling, reading and keeping up with world events.

The post Analysis: How the future of the auto industry will impact the aftermarket appeared first on Auto Service World.

It was a day chock full of expertise, insights, tips and knowledge at the Automotive Industries Association of Canada’s National Conference.

Held in Toronto near the airport, speakers in the main hall or in breakout sessions gave the latest information on industry trends, career tips, technological innovations and more.

The day kicked off with AIA Canada’s leadership team of president J.F. Champagne, and senior directors Alana Baker (government relations) Stuart Klein (collision) and Brendan Mullen (digital marketing and communications) providing updates on the association’s goals, the industry’s challenges and what’s ahead.

Concurrent sessions were held under three umbrella themes. Under Women in the Aftermarket, Christine Botham, assistant vice president of automotive operations at Canadian Tire talked about how relationship building drives results. Then Emily Chung, owner of the shop AutoNiche in Markham Ont., talked about the barriers and challenges women face in a male-dominated industry.

The Young Professionals in the Aftermarket hosted sessions looking at increasing your brand and presence on LinkedIn, hosted by Jacki Lutz, senior manager of global marketing communications at Sensata Technologies, while Sabrina Thring, senior vice president of revenue operations in paint and collision, Driven Brands, talked about building winning teams around you.

 

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Under the “Market research and data” theme, Guido Vildozo, senior manager of Americas light vehicles sales forecasting at S&P Global Mobility, gave a global and then Canadian-specific outlook while exploring the impact of battery electric vehicles as the country moves towards an electrified future. He was followed by J.D. Ney, Canadian automotive practice lead at J.D. Power, who talked about how consumer behaviours have changed and the need for the industry to shift along with them.

Back in the main hall, an industry leaders panel with Mauro Cifelli, president and CEO of Groupe Del Vasto, Jasna Smiljcic, senior director and country leader with Gates Canada and Steve Leal, president and CEO of Fix Network World was moderated by Champagne. They discussed supply challenges, adapting to change, training, talent and more.

Mathew Growden, head of auto retail team at Google Canada looked at vehicle buying trends and customer pain points.

The day wrapped up with Andrew Au, a global thought leader on digital transformation and culture change, who challenged attendees to embrace change, understand what lies ahead and evolve.

A pair of big awards were handed out. Brad Shaddick was presented the Distinguished Service Award, AIA Canada’s highest honour. Brad Cochrane was named the Young Leader of the Year by the Young Professionals in the Aftermarket.

The night before, an evening networking reception was held. Please see our photo gallery below and Instagram reel for more highlights.

AIA Canada National Conference 2023

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There’s a technology that is in millions of North American vehicles. It’s been commonly found for 20 years. It’s showing up in automotive aftermarket repair shops on a daily basis. But it’s being largely ignored, according to industry experts.

Advanced driver assistance systems (ADAS) have been in vehicles since the early half of the last century but became mainstream starting in the early 2000s. What started as anti-lock braking systems have now grown into technologically complex components, such as lane departure warning, adaptive cruise control and blind spot monitoring.

Of the more than 1 billion vehicles sold globally in 2020, 10 per cent had ADAS features installed, according to research firm Canalys.

Consulting firm Innovatrium released ADAS Aftermarket Ecosystem 2030: The Coming Wave of Aftermarket Opportunity last year. It found about one million vehicles in the United States required ADAS service in an aftermarket shop in 2021.

Paul McCarthy, president of MEMA Aftermarket Suppliers, called ADAS “the revolution that’s here now.”

“This is singularly the highest growth opportunity in the aftermarket. And it’s not from a necessarily low base.”

He put it into context this way: There’s been a lot of talk about electrification. It’s been deserved — it’s newer; government mandates and automaker plans are forcing the aftermarket to think long-term about how they will adjust to the wave. Everyone has been so focused on electric vehicles that ADAS — which is having a larger, more immediate impact — has seemingly been put on the back burner.

“So electrification seems to have sucked so much oxygen out of the room, that some have lost sight of the technology shifts that come into the vehicle parc a lot sooner: Driver assistance,” he said during his group’s Technology Conference in the fall.

He pointed out that one of the association’s landmark studies showed that electrification will have a small portion of the total car parc by 2023. “Meanwhile, ADAS will have at least 42 per cent of a parc — and that’s probably low.”

The Innovatrium study also found that 90 per cent of ADAS work was outsourced to dealers by the mechanical repair sector of the aftermarket. Collision shops outsourced nearly $200 million worth of ADAS calibration work alone.

“This is singularly the highest growth opportunity in the aftermarket,” said Jim Fish, partner at Innovatrium, during last year’s MEMA Vision Conference. “And it’s not from a necessarily low base.”

The aftermarket is further missing out on this opportunity as equipped vehicles exit warranty periods. Vehicle owners don’t see ADAS repairs as a priority. Some even turn off the systems. Whether not working or switched off, the vehicle will still be able to be driven without ADAS operational. So drivers don’t feel the impetus to get repairs done.

“Right now, about 82 per cent of Year 1 [issues] outside of warranty are going to be repaired. But it decays out to zero in the far-out years,” Matt Ballard, business development consultant at Blue Mind, said at Vision. “So in far-out years, people are just not going to get these repaired.”

Hear more:
Listen to the enhanced media segment
of this story and hear more from Liz Perkins,
owner of L1 Auto Group

Essential safety

ADAS is something Liz Perkins is passionate about. You can hear it in her voice. She’s based in Oklahoma and the owner of L1 Auto Group. Perkins has sunk her teeth deep into the sector, along with her husband Keith. They grew from a 1,200-square-foot shop to a 3,000-square-foot space and now have a nearly 6,000-square-foot building on a two-acre parcel of land that they moved into late last year and now do full vehicle repairs, programming, inspections and diagnostics.

“My family and friends are driving on the same roads as these vehicles. At the end of the day, these systems can be lifesaving,” Perkins told CARS. “I’ve lost family members to vehicle safety issues. Had they been done properly and correctly, those people would still be here today.”

She pointed to the issue of inattentive driving. People are distracted by kids in the back seat, complicated infotainment systems and their smartphones. ADAS is intended to act as a safeguard from these distractions.

“It’s designed as a safety system and a help for people that are driving,” Perkins said. “I love the fact that the technology is moving forward and helping us drive safer.”

But it’s the aftermarket’s responsibility to ensure these systems are in proper working order so the vehicles can be safe.

“This market is not super new. We’re just having a lot more players in it,” Perkins observed as a gateway to many issues.

She’s spoken to people who find shortcuts or trick the system into getting calibrations to work and vehicles to pass. Some have told her they’ve moved targets around to get the desired green light.

“Well, no. Now you just told the system the target is here. It’s expecting it to see it there,” she pushes back on people improperly recalibrating.

If the target has been moved, the vehicle is expecting to see an object in that area when on the road. In a real-life situation, the object wouldn’t be in that spot, potentially causing it to go undetected by the system.

“There’s just a lot of things out there that you need to make sure you’re doing correctly, properly,” Perkins said. “You don’t want that liability to fall back on you.”

“I think there are impressive liabilities around vehicles being repaired that aren’t getting calibrated.”

Liability

This is where any shop that sends out an uncalibrated or improperly calibrated vehicle should be concerned.

“I think there are impressive liabilities around vehicles being repaired that aren’t getting calibrated,” according to Greg Peeters, CEO of Car ADAS Solutions.

An uncalibrated or improperly calibrated vehicle will continue to function but the safety systems won’t properly. “It is not avoiding accidents the way it’s supposed to,” Peter said during the fall’s Technology Conference hosted by MEMA Aftermarket Suppliers.

Shops could find themselves in legal trouble, he warned. “I think there’s going to be some very serious lawsuits,” he said. “We’ve already seen some indicators of that starting.”

Perkins knows of one firsthand that saw a shop owner lose their business by using an incorrect calibration method.

“As an individual who owns a business, what it comes down to is: I want to take off as much liability as I possibly can off myself,” she said. “And I would feel awful if I had done something wrong, or my employees did something wrong.”

The liability risk is how a lot of shops get on board with ensuring recalibrations are done and done properly, Perkins finds.

“As a shop owner or repair center, you need to make sure that your techs are following all the procedures for every vehicle,” she said. “We want to make sure the lug nuts are tightened down. And this is just one of those steps that need to be implemented. And that’s our mission — to try to get that done.”

“As a shop owner or repair center, you need to make sure that your techs are following all the procedures for every vehicle.”

What do you need?

ADAS calibrations require a strict workspace. Typically, a bay that measures 30 by 50 feet and 12 feet of ceiling space — at minimum — is the starting point, Peeters said. The floor needs to be precisely level and needs to be a low-sheen finish. The vehicle and targeting systems need to sit on the exact same plane. The walls have to be the same colour. There can’t be reflective surfaces. Lighting has to be uniform.

“Having a standard and sticking to it. We are matching OE standards,” Perkins said of her business. “So when the OE says, ‘We know that under these conditions, it is tested, it is safe, this is how it should operate,’ I need to follow them.”

Metal can’t be anywhere nearby for radar calibrations. The radar is looking for metal and could ping back an incorrect reading. So that means you can’t have a metal tool cart or metal door nearby when doing a blind spot monitoring calibration.

“Otherwise, it’s going to see those things and bounce back too quickly or take too long and confuse it with the target,” Perkins said.

She also recommended looking at the vehicles being serviced most in your business when deciding how to set up space. A Toyota’s needs may differ from a Ford’s which may differ from a Subaru’s. Read the service information procedure; it will lay out what you need to do.

Perkins does a pre- and post-scan. After the calibration, she does a verification test drive to ensure the system is operating the way she calibrated and to the manufacturer’s standards.

Getting started

If you’re not seeing enough ADAS work to justify the tens of thousands of dollars you’d need to invest in calibration equipment, your neighbourhood shops collectively might. Perkins suggested talking to your community of shop owners and work on an agreement to do their ADAS work for them, especially if you have the space.

“Work in collaboration with them and say, ‘Hey, when you get [a vehicle], I can take care of that for you,’” she said.

Furthermore, programming work is often tied into ADAS, so that could mean even more business for you.

“ADAS and programming kind of end up going hand-in-hand for the fact that if you put a new module in, you might have a program that first and then you have to do the calibration,” Perkins pointed out. “So lucrative-wise, when you’re looking at the cost benefits, you’re able to charge a premium because it’s not something offered everywhere.”

Plus, while some dealers can do calibrations, shops have to go to the vehicle’s branded dealer and get an appointment.

“So look at your community, not just inside the four walls of your shop,” Perkins said. “You’re able to charge a pretty good premium for these because these systems do take a long time.”

This article originally appeared in the March/April issue of CARS

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The March/April issue of CARS magazine has arrived. If you haven’t flipped through the hard copy just yet, here’s a preview of what’s inside.

The cover story looks at the big business of ADAS that the aftermarket is missing out on. Experts weigh in on the importance of shops doing calibrations and the revenue they’re missing out on by ignoring it. Liz Perkins, owner of L1 Auto Group, is our featured guest. She talks about her passion for ADAS, its essential role in road safety, liability concerns and more.

Scan the QR code in the mag or click here for the enhanced media segment where you can hear more from Perkins.

Rob Nurse puts pen to paper for our It’s Your Turn commentary. He believes shop owners are falling for delusions of grandeur in how they’re being told to run their businesses. He sees another, better way, which works for him.

We also explore the dangers of pests in your shop. It’s that time of year they can find their way into your shop, so protecting your shop and customer vehicles is important.

 

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Our columns for this month have Joe Flammer talking about raising your business profile through Google, Alan Beech on the difference between customer service and customer experience and Greg Aguilera offering tips for shops to navigate the changing retail landscape.

Our usual sections like Letters, News, By the Numbers, Class Act (featuring Cambrian College) and On the Road can all be found in this issue.

Don’t forget to check out managing editor Adam Malik’s column on the great shop experience his friend and what you can take away from it.

Click here to read the digital edition of the March/April issue of CARS.

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From left, Centennial College’s Andrew Petrou moderates a panel with Mark Halliday of the Automotive Transportation Service Superintendents’ Association, Daryl Croft from OKTire (Etobicoke), Al Pritchard from TTC and Stephen Kingswell of Penske Canada

The automotive aftermarket is using the “cool” factor of vehicle technology and electrification as part of the sales pitch to draw in future technicians.

But, a shop owner reminded attendees, internal combustion engine vehicles will be on our roads for years to come and new technicians need to know how to work with the older technology.

“I see a challenge between embracing the newer technology that’s coming out and still maintaining the older technology,” Darryl Croft, co-owner and vice president of OK Tire (Etobicoke), said as part of a panel at Centennial College’s Driving the Future 2.0 event in March in Toronto.

“The younger students coming out of this college are really excited with the latest greatest and they want to learn all about the new EVs, which is great,” he added. “But gas and diesel will still be on the roads for years to come. And you got to manage their psychological willingness to still maintain that stuff and believe in the future in training.”

Still, the biggest challenge for everyone on the panel was attracting and retaining talent. Stephen Kingswell, area maintenance manager for Canada at Penske, noted that going into the trades isn’t something parents steer their kids towards like they used to. So it’s on the trades to get in front of young people to show them what the trades are like.

Especially in the automotive trades, there will likely be areas in which future techs can specialize. There are already gas and diesel, and the future will bring opportunities to focus on hydrogen and electric vehicles.

“I believe that if we go in and we show what the benefits are in the trades, I think there’s a lot of financial benefit for them in the future because it will be one of those things that they will have to be a little more focused on what they do,” Kingswell said. “Every one of those [areas] are probably going to have to have a separate kind of trade for how we work on models that are going to have to be a specialized individual to be able to hone in on that expertise.

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From left, MEMA Aftermarket Suppliers’ Ben Brucato moderates a discussion on supplier pain points with Gino Amador of Snap-on Equipment, John Lerner from Gojo and Cal Ganda of ContiTech Power Transmission Group

Supplier executives from across the automotive aftermarket gathered in Chicago last week to learn all about the latest challenges hitting the industry these days.

On April 11, the day before the official start of the MEMA Aftermarket Suppliers Vision Conference, the Business Technology Council (BTC) held its Spring Meeting while attendees also got to visit and experience I-CAR’s research and training capabilities for advanced driving assistance systems calibration and servicing EVs. They were also able to take part in its mixed reality. That evening, attendees got to mix and mingle during the networking reception that also featured a casino night.

The conference then kicked off on April 12 with an opening act of Blue Brothers impersonators — fitting as Chicago played host to the conference.

 

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Then it was down to business as Paul McCarthy, president and CEO of MEMA Aftermarket Suppliers, welcomed attendees to the premier event the group hosts.

The Three Dragons segment has been regularly viewed as the most popular segment at the event where a government, Wall Street and aftermarket observer give their differing views on aftermarket hot topics. Liz Clark, automotive team lead from the Office of Transportation and Machinery at the International Trade Administration (ITA), Bret Jordan, managing director of Jefferies, and Todd Campau, associate director of aftermarket solutions at S&P Global took part on the panel.

Aftermarket professionals got to hear from Kevin Schimmelmann, managing director and partner, and Harrison Xue, partner, from the Boston Consulting Group. They looked at the impact of software-defined vehicles on the aftermarket and who will gain the most — and who stands to lose.

There were a series of other interesting panels. One focused on supplier pain points, which included Gino Amador, president of Snap-on Equipment, John Lerner, chief commercial officer at Gojo and Cal Ganda, head of Americas automotive aftermarket at ContiTech Power Transmission Group.

Another looked at challenges being faced at the shop level and how suppliers can adapt. On the panel were Sheri Hamilton, executive director of the Midwest Auto Care Alliance, Dave Hinz, owner of Mastertek Auto Repair, Barry Neal, senior partner at consulting firm Roland Berger and Dave Smith, senior advisor at collision repairer Caliber.

The day wrapped up with one more panel, the Future of Aftermarket Distribution, which included Randy Buller, president and CEO of Parts Authority, Todd Leimenstoll, president and CEO of Auto-Wares and John Washbish, president and chief executive officer of the Aftermarket Auto Parts Alliance.

Check out the Instagram highlight reel and photo gallery below.

MEMA Aftermarket Suppliers Vision Conference 2023

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There’s no doubt that the latest automotive technology has made vehicles safer. It’s also made them more fun to drive. The 21st-century vehicle is equipped for almost any situation, from advanced sensors to rear-view cameras and automated breaks.

However, if modern technology has made vehicles so safe, why are there still 46,000 deaths yearly from automotive accidents? Learn more about the costs of having these extra features and what kind of maintenance these “smart cars” need.

What causes distracted driving?

Numerous studies have shown how distracted driving leads to more than 3,000 deaths per year in the U.S. But that hasn’t deterred people. The prime culprit behind distracted driving is smartphones — the chance of an accident increases by 400 per cent when someone is texting or using their phone while driving.

However, modern vehicles are designed so you no longer need your phone to get distracted. Features in newer cars are designed to mimic smartphone usage — from the touchscreen interface to the apps. Most vehicles allow you to link your phone to the car’s touchscreen menu so you can use the same apps from your phone on your car’s dashboard.

How infotainment features can lead to distraction

The issue of new vehicles contributing to distracted driving came to the forefront when Tesla announced they would allow users to play video games while driving a car. While the feature claimed to only allow passengers to play games, the onboard computer made no distinction between a driver and a passenger — meaning a driver could use the system while driving.

The National Highway Traffic Safety Administration stepped in to investigate the feature. Afterward, Tesla was forced to alter the feature so that drivers could not access it while the car was in motion. Until companies perfect the self-driving car — which could be a long way off — features like these have the potential to be a danger on the road.

Automotive manufacturers continue focusing on infotainment features because it’s one of the easiest ways to differentiate themselves from the competition. However, adding more infotainment can make a car’s dashboard just as bad as a smartphone when it comes to inducing distracted driving.

Studies show that working through a car’s touchscreen dashboard can keep a driver distracted for 40 seconds — long enough to travel half a mile at 50 mph. Touchscreen interfaces in cars use various menus, forcing drivers to scroll through more distractions. The potential for an accident also increases with the car’s speed and how many other vehicles are on the road.

Additionally, like all technology, touchscreen interfaces come with the possibility of malfunctioning. Screens can crack or break or the technology can stop responding to physical input from the user. These issues are distracting and make many of the car’s features inaccessible.

Maintaining car computer systems is more complex

In order for all of these infotainment features to exist in the first place, vehicles need complex computers built into their systems. Most modern cars have computer systems that run on an electronic control unit. This electronic control unit manages all of a vehicle’s functions, from fuel consumption to infotainment and safety features.

Integrating such complex computer systems into vehicles is one of the reasons 20 per cent of the fasting-growing companies in the world are in the technology sector. But with more complex systems comes the need for complex maintenance.

While the electronic control unit is a remarkable piece of technology, like any other car part, it can break down over time. When this happens, many of the car’s electronic systems will begin to malfunction. Since the electronic control unit is responsible for so many things, these malfunctions can range from false warning lights and erratic infotainment systems to engine misfires and more dangerous issues.

The latest and most complex technology in cars also has another downside — many automotive service shops are struggling to keep up with the rapid pace of innovations. Computers are such an integral part of modern vehicles that they require specialists to repair and maintain them. Third-party automotive shops that do not have access to those specialists are less capable of performing repairs, limiting a driver’s options when they need maintenance.

This advanced technology allows car manufacturers to drive more sales in the repair and maintenance of these computer systems. They can dictate and hike up the price of repair and maintenance since no other automotive service provider can do it.

Are infotainment systems a good idea?

While there is no doubt that infotainment systems are here to stay, their adverse effects on the automotive industry can’t be ignored. Making car interfaces similar to smartphones might be more convenient, but it also increases the risk of distracted driving. Additionally, more complex computer systems in cars cause automotive manufacturers to cut out local auto services and charge more for their specialized repairs.

Devin Partida is the Editor-in-Chief of ReHack.com and a freelance writer. Devin covers business technology, Fintech and auto tech

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Automakers with a forward-thinking mindset are offering autonomous driving as more than simply a flashy feature. Instead, the development of autonomous vehicles (AVs) promises to boost mobility, reduce transportation costs, and increase production. Each of these has a possible impact on our economy.

However, it has proven to be far more difficult than anticipated to bring autonomous driving to market. There are doubts about whether self-driving cars can even become a reality due to the industry’s inability to meet aggressive AV development timetables. That remark, however, might not be entirely accurate.

What advantages do autonomous vehicles offer?

The primary selling point for autonomous driving has been enabling safety. Humans are often careless drivers. According to a survey by Esurance, 77 percent of drivers have been in at least one collision, and the likelihood of being involved in one on a 1,000-mile trip is one in 366!

According to the National Highway Traffic Safety Administration, car accidents caused a US$340 billion economic loss to the United States in 2019. And of all the workplace fatality rates, the Bureau of Labor Statistics found that truck transportation was one of the most hazardous, with 27 fatalities per 100,000 full-time employees — a rate almost nine times the average for workplaces.

One of the many economic advantages of autonomous driving is increased safety. Others include:

• Savings on labour: The trucking business has been plagued by a persistent scarcity of drivers, which has increased costs and prolonged delivery times. A younger workforce is not filling the gaps as the driving population matures. As demand increases following the outbreak, Uber and Lyft are also experiencing driver scarcity. These shortages are exacerbated by indirect factors, such as gas prices. To allow society to benefit from these ridesharing services over the long run, an autonomous model must be considered to allow these companies to operate efficiently and save on labour costs.
• Greater mobility access: People who are unable to drive due to physical limitations, poor health, or advanced age can nevertheless access transportation thanks to AVs, giving them freedom of mobility and the ability to live independently.
• Reduced opportunity costs: Humans lose valuable time when on the road, whether they are driving children, performing errands, or commuting to work. People can use the time spent driving more efficiently with the adoption of AVs.

When will AVs make a difference in the economy?

When will AVs become widely used is a question that is prompted by the potential of autonomous driving. They already have, is the response. Although many people could compare AVs to personal vehicles, the AV market is not uniform. Several sectors of the drive towards autonomy are making significant progress, each with its own difficulties and advantages economically.

To begin with, autonomous vehicles are now used in agriculture, home delivery, and warehouse management. Robo-taxis and shuttles are currently in trial stage, carrying passengers in select cities and conditions. Long-distance self-driving trucks are emerging with a higher degree of autonomy than before, which will lead to increased productivity.

A report from McKinsey revealed that autonomous trucks increase their individual operation time from 11 to 20 hours. The increased time on the road will lead to faster shipping times leading to higher shipping capacity and efficiency. All of these facts point to the shift that is currently being undergone by society to realize the economic benefits of autonomous transportation.

Making AVs safer than cars driven by humans

With varying situations and degrees of attention span, drivers are prone to making mistakes while on the road. They make errors when driving as a result of distraction, exhaustion, or intoxication. On the other hand, they are able to recognize and respond to unforeseen issues in circumstances that are challenging for AI-trained systems to comprehend and manage.

Making AVs achieve their primary objective of facilitating safer transportation is a challenging and expensive undertaking. The industry has undertaken IPOs, facilitated significant private investments, and integrated businesses and resources through mergers and acquisitions.

However, there is still room for improvement in the fundamental perception technologies that give autonomous cars the ability to comprehend their environments. A network of suppliers, researchers, investors, and manufacturers working together will allow AVs to realize their full potential.

This ecosystem will be fueled by innovative early-stage firms that will bring new technologies (ranging from sensors to processors) to the table. To enable safe and efficient driving needed for the widespread adoption of autonomous vehicles, AI perception processors must be purpose-built with both extremely high compute power and energy efficiency.

Only then will society be able to capitalize on the economic gains that come with self-driving vehicles.

Sidhart Krishnamurthi is a product manager at Recogni. Before Recogni, he held roles in marketing and business development at Proofpoint and StriVR.

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A new survey has found more people are raising concerns over self-driving cars than before.

The American Automobile Association’s (AAA) annual automated vehicle survey found that people still have a high level of interest in partially automated vehicles. But when it comes to full automation, they’re increasingly apprehensive.

Last year, 55 per cent of respondents said they had fears — that number jumped to 68 per cent this year. The 13-point jump is the biggest increase since 2020 (though the methodology changed in the annual survey in 2021).

The group called for automakers to be diligent when creating an environment promoting increased usage of advanced vehicle technologies. It wants to see a more security, reliability and educational on the matter.

The results caught researchers off guard.

“We were not expecting such a dramatic decline in trust from previous years,” said Greg Brannon, director of automotive research for AAA. “Although with the number of high-profile crashes that have occurred from over-reliance on current vehicle technologies, this isn’t entirely surprising.”

The group’s report noted that the results suggest that to build trust and knowledge around technology that is appearing in vehicles, improvements in approach are needed. There is confusion around self-driving vehicles that also needs to be dispelled, it added.

“AAA’s survey found that nearly one in 10 drivers believe they can buy a vehicle that drives itself while they sleep,” the report said. “Currently, there is no such vehicle available for purchase by the public that would allow someone to fully disengage from the task of driving.”

The names of vehicle systems could be a cause for confusion. “AAA found that 22 per cent of Americans expect driver support systems, with names like Autopilot, ProPILOT, or Pilot Assist, to have the ability to drive the car by itself without any supervision, indicating a gap in consumer understanding.”

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Vehicle owners have reported issues with advanced driver safety systems, particularly those that provide crash avoidance features to drivers, after repairs.

Owners of vehicles with front crash avoidance technology, blind spot warning and other visibility-enhancing cameras were surveyed by the Insurance Institute for Highway Safety (IIHS). About half of those who reported they had at least one of those systems repaired for any reason said they had issues with the features after the job was completed.

“Many had issues with the technology afterward, and some said they had to have the same feature repaired more than once,” said IIHS senior research scientist Alexandra Mueller, who designed the survey. “Still, the vast majority said they would buy a vehicle equipped with the technology again and most were satisfied with the out-of-pocket cost.”

The presence of these features on vehicles is growing. There are nearly 100 million ADAS-equipped vehicles on North American roads today with 210 million expected by 2030.

IIHS noted that its research has shown that front crash prevention — including forward collision warning and automatic emergency braking — blind spot detection and rearview cameras reduce the types of crashes they’re designed to address.

But when repairs are needed, these systems need to be recalibrated, raising the cost of repair. The Highway Loss Data Institute, which is affiliated with the IIHS, noted a simple windshield replacement could cost about US$250. For vehicles with crash-avoidance systems, recalibration raises that cost to about US$1,000.

“Automakers stipulate systems be calibrated anytime a sensor is removed and replaced or reinstalled,” the IIHS report said. “Likewise, calibration is typically an early step in addressing a malfunctioning feature. About two-thirds of respondents who had had repairs done said that calibration was included. Those respondents also reported a higher incidence of post-repair issues.”

The study reported that only a little more than 5 per cent of owners surveyed said they wouldn’t buy another vehicle with the safety feature that was repaired. The IIHS noted that it was important to ensure these systems work properly or else drivers may switch them off, eliminating their safety benefits.

“These technologies have been proven to reduce crashes and related injuries,” said Mueller. “Our goal is that they continue to deliver those benefits after repairs and for owners to be confident that they’re working properly.”

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From left: Oliver Blume, CEO Volkswagen Group; Thomas Schmall, Group Board Member Technology; Hon. François-Philippe Champagne, Canada’s Minister of Innovation, Science and Industry

The Volkswagen Group and its battery company PowerCo have selected St. Thomas, Ontario, to establish Volkswagen’s first overseas gigafactory for cell manufacturing.

Volkswagen Group is one of the world’s largest automakers, with US$295.8 billion in revenue (C$406 billion) in 2022. It manages a portfolio of ten companies.

The plant is slated to be up and running in 2027.

“Our North American strategy is a key priority in our 10-point-plan that we’ve laid out last year,” said Oliver Blume, CEO Volkswagen Group.

“With the decisions for cell production in Canada and a Scout site in South Carolina we’re fast-forwarding the execution of our North American strategy.”

After VW’s Salzgitter, Germany, and Valencia, Spain, plants, this will be the third Group-owned plant worldwide and PowerCo’s first cell factory in North America. It will equip the Group brand’s BEVs in the region with battery cells ‒ and is part of a larger plan that Volkswagen and PowerCo agreed upon with the federal government in August last year.

That agreement focused on deepening cooperation on sustainable battery manufacturing, cathode active material production and critical mineral supply, among others, and on setting up a Canadian office for PowerCo, which has been recently established.

“Today’s announcement by Volkswagen is a true testament to our highly skilled workforce and Canada’s strong and growing battery ecosystem,” said François-Philippe Champagne, minister of innovation, science and industry.

“VW’s decision to establish its first overseas gigafactory in Canada speaks to our country’s competitiveness when it comes to attracting major investments. It is also a vote of confidence in Canada as the green supplier of choice to the world. With Volkswagen and PowerCo, our government looks forward to working together towards a cleaner, more sustainable and resilient economy.“

The VW Group brands plan to introduce more than 25 new BEV models through 2030.

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The global automotive right to repair movement calling for a legislated solution now has the backing of Canada.

The Automotive Industries Association of Canada joined other national bodies in the fight for right to repair legislation.

In an announcement released March 9, AIA Canada said it wants to see “fair and open competition and consumer choice” around vehicle repair and service. The U.S.-based Auto Care Association issued the same announcement backing the same movement.

The Global Vehicle Right to Repair Position Statement — which can be read here — outlines the movement’s core beliefs, along with objectives and intended outcomes it wants to see in a legislated right to repair solution.

“Importantly, the document outlines 10 best practice principles for developing a framework for right to repair legislation that any supporting country can use and adapt to their needs,” AIA Canada’s statement said.

It further noted that the automotive aftermarket performs 70 per cent of repairs after vehicles are no longer covered by warranty.

“Increasingly, automakers are making it more difficult for aftermarket repairers to access vital vehicle diagnostic and repair data — which leaves the customer with limited choices and increased costs to maintain their vehicles,” the statement said. “Without the convenience and choice of independent parts and repair, especially in urban, suburban and rural communities, consumers will have limited access to affordable vehicle service and repair. These restrictions can have catastrophic effects on local economies and the well-being and safety of millions that rely on vehicle transportation daily.”

The global aftermarket contributes US$1.8 trillion to the economy. The Canadian portion of that is CAN$37.8 billion, plus employing more than 480,000 individuals.

“AIA Canada remains committed to working with government to ensure the safety of Canadians through continued access to essential, reliable and affordable vehicle service and repair,” Alana Baker, AIA Canada’s senior director of government relations, said in a statement.

The U.S. auto care industry represents US$492 billion, making up 2 per cent of the country’s GDP.

“Auto Care Association and associations around the globe are aligned in preserving the owner’s choice for vehicle repair,” said Bill Hanvey, president and CEO of the Auto Care Association. “This statement represents a herculean effort to protect our industry and the rights of individuals around the world. Vehicle owners deserve the right to maintain and repair their vehicle using the repair location of their choice.”

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Photo credit: Glenn Lindberg/Vi Bilägare

A Swedish car magazine has found a gap in safety when comparing touchscreen buttons to the old-school alternative.

Newer vehicles are seeing touchpads replacing knobs in everything from controlling the radio to the air conditioning.

Tests conducted by Vi Bilägare found that the driver in the worst-performing car needed four times longer to perform simple tasks than in the best-performing car.

“The screens in modern cars keep getting bigger. Design teams at most car manufacturers love to ditch physical buttons and switches, although they are far superior safety-wise,” was the conclusion of the magazine’s testing.

Vi Bilägare tested the HMI system (Human-Machine Interface) of 12 vehicles, trying out changing radio stations to adjusting climate control all while the vehicle was driven at 110 km/h. A 17-year-old Volvo V70 was used for comparison.

The four tests conducted were:

• Activate the heated seat, increase temperature by two degrees, and start the defroster.
• Power on the radio and adjust the station to a specific channel (Sweden’s Program 1).
• Reset the trip computer.
• Lower the instrument lighting to the lowest level and turn off the center display.

Tesla vehicles, for example, have the biggest touchscreens, in which most of the vehicle’s feature controls are housed, even the wipers. The BMW iX also offers a touchscreen, though not as big as Tesla’s, while also providing physical buttons. The research found that even so, that’s no guarantee for easier use.

“The BMW’s infotainment system has lots of features, but it also has one of the most complex and complicated user interfaces ever designed,” Vi Bilägare reported.

It also noted that carmakers like Volkswagen place touch-sensitive climate controls below the screen in the ID.3 to save money. These are not backlit which makes them completely invisible at night.

At the end of the day, the group found one vehicle that stood out from the rest.

“The easiest car to understand and operate, by a large margin, is the 2005 Volvo V70,” Vi Bilägare said. “The four tasks is handled within 10 seconds flat, during which the car is driven 306 meters at 110 km/h.”

To compare against some notable names, the BMW iX took 30.4 seconds, the Volkswagen ID.3 took 25.7 seconds, the Hyundai Ioniq 5 took 26.7 seconds, the Tesla Model 3 took 23.5 and the Subaru Outback took 19.4 seconds.

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While most automotive mechanical repair shops send out ADAS calibration work, one expert recently stressed the need for the work to remain in-house — and not just for financial reasons.

Money is being diverted away from the aftermarket to the dealer stream. But repairers can be at legal risk as well.

Take a windshield replacement. It sounds simple but it could disrupt a sensor.

“With any time you interrupt a sensor, you’re going to have to provide a recalibration of those systems,” said Greg Peeters, CEO of Car ADAS Solutions. “I think it moves from a simple invoice into full documentation with a certificate of calibration.”

A vehicle will not generally warn the technician or vehicle owner that it’s not calibrated properly or even at all.

“And oftentimes, the only time a warning comes up is when you attempt to actually calibrate it, and it won’t,” Peeters said. “But if you never make the attempt, it just continues to operate [and] the safety systems do not function as they were engineered to function. It is not avoiding accidents the way it’s supposed to.”

Shops could be at risk of a lawsuit if they ignore this.

“I think there are impressive liabilities around vehicles being repaired that aren’t getting calibrated,” Peeters observed.

Adding to the issue is a lack of documentation — a calibration isn’t written into an estimate or calibration details are not included on the final invoice.

“I think there’s going to be some very serious lawsuits” as a result,” Peeters noted. “We’ve already seen some indicators of that starting.”

And rather than send the work out, shops should look to do it in-house. But it’s not easy. Peeters ran through some of the requirements.

A bay that measures 30 by 50 feet and 12 feet of ceiling space — at minimum — is the starting point. The floor needs to be precisely level and needs to be a low-sheen finish. The vehicle and targeting systems need to sit on the exact same plane. The walls have to be the same colour. There can’t be reflective surfaces. Lighting has to be uniform — natural light, he noted, can ruin calibrations.

A “distracting environment” could lead to either an incorrect calibration or a missed one, Peeters warned.

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Autonomous vehicles (AVs) have been part of the talk of the automotive industry for many years now as many manufacturers explore driverless features and technologies. While many vehicles on the road today boast some built-in autonomous capabilities, widespread adoption of AVs still needs to catch up.

Thus far, the level of automation needed to have genuinely driverless vehicles on the road has yet to be attainable. The technologies required to build full AVs are not advanced enough to safely put the average consumer in an AV, as it could have devastating safety implications.

Despite the need for more research and development, AVs are much closer to being widely used than ever. There are some specific factors contributing to increasing adoption rates. For example, it was only recently that L3 traffic-jam pilots received regulatory approval, according to McKinsey.

In 2016, a Colorado-based experiment referred to as a “driverless beer run” showed promise for AVs. The experiment involved a driver operating a trailer full of Budweiser beer travelling 120 miles. During the drive, the operator retired to the sleeper and let the trailer drive itself — and the results were positive. There were no injuries or deaths and the autonomous trailer was capable of braking and even using its turn signals while switching lanes.

In Ontario, the Windsor-Ottawa Preferred CAV Test Corridor identifies more than 5,000 km of road in more than 30 Ontario municipalities for the safe testing of connected and automated vehicles.

Right now, there are some mainstream vehicles with automated features. For example, lane assist, automatic parallel and reverse parking, adaptive cruise control, traffic jam assist and brake assist are some standard features drivers enjoy using.

Before AVs become a staple in the automotive space, other automated technologies could benefit drivers and consumers, from automated parking garages and smart meters to autonomous ridesharing and food delivery.

6 limitations delaying AV adoption

Despite the experiment and Level 3 AVs receiving approval, several factors still contribute to the slow adoption of AVs worldwide. Here is a short list of some limitations delaying AV adoption.

• Consumer distrust: Consumers still need to trust AVs or perceive them as safe, affordable vehicles. Automotive industry members must educate the public and show hard data proving AVs come with a slew of safety benefits.
• Weather conditions: Attempts to have AVs safely drive through poor, undesirable weather conditions is something the industry has yet to overcome. Rain, snow and sleet can make roads slippery, icy and potentially dangerous. It’s still unclear how an AV would transport passengers without succumbing to these unsafe weather snafus.
• Construction and congestion: Similar concerns exist for construction zones and traffic congestion. How can AVs follow detours or avoid construction zones? It’s possible that remote traffic monitoring tools or IoT-based sensors for traffic management could make AVs safer in congested areas.
• Financial limitations: There are several financial concerns automakers have regarding AVs. For example, transportation and logistics companies would have to spend upwards of $250,000 for a single autonomous trailer. These high costs have pushed some companies to redeploy investment toward battery electric technology over AVs.
• Regulations: Regulatory requirements are considered a significant bottleneck in the AV sector. According to the Center for Strategic & International Studies, Levels 4 and 5 AVs do not currently fit into existing regulatory frameworks, meaning there needs to be a paradigm shift in the automotive safety industry. Creating the appropriate regulatory requirements for AV manufacturers is crucial if widespread adoption is the ultimate goal.
• Cybersecurity risks: Another concern players in the AV sector have is cybersecurity. While new technologies such as advanced cloud security or vulnerability management tools help mitigate cyber risks, AVs rely on an array of sensors, devices and electronic components. How will AV manufacturers safeguard these elements from potential cybersecurity threats? In a recent podcast with Auto Service World, Peter Watkins, chief operating officer at Toronto-based QA Consultants, discussed how companies like his are working to shore up autonomous cyber security.

When to expect widespread AV adoption

While automotive industry professionals view AVs as the vehicles of the future, the industry is grappling with some serious complications in bringing AVs to the masses. The level of automation approved for transportation is not up to speed and it’s been challenging for manufacturers to make a business case for the hefty investments organizations would have to make to adopt AVs.

According to the National Highway Traffic Safety Administration, it won’t be until 2025 or beyond until AVs become more widely adopted. Since L3 vehicles earned regulatory approval, 2023 seems to be the year for progress in this level of automation. L4 — and hopefully — L5 vehicles will likely be available within the next decade or so.

The future of the global AV market

Manufacturers will spend a lot of time, money and energy growing the AV market in the next few years. Expect more companies — and consumers, as a result — to adopt AVs after 2025.

Leading, tech-driven businesses in the auto sector will need to meet regulatory requirements, convince consumers that AVs are safe, overcome financial limitations and find solutions to some of the industry’s current challenges.

The AV market’s performance in the next decade will all be up to these factors.

Devin Partida is the Editor-in-Chief of ReHack.com and a freelance writer. Devin covers business technology, fintech and auto tech.

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This year could be another difficult year for automakers and dealers, according to forecasts.

While supply chain disruptions that prevailed in 2021 and 2022 are easing, the situation is not yet expected to return to a pre-COVID state this year. Furthermore, rising predictions of the global recession are putting a dampener on sales forecasts and estimated volumes.

The global auto industry is projected to make almost 83.6 million units of new vehicle sales in 2023. This is a mere 5.6% increase over 2022, according to S&P Global Mobility. On the back of this modest increase, automakers’ overall profitability will fall. As a result, they need to tighten their pricing policies to cater to customers with shrinking wallets.

Nevertheless, 2023 is still predicted to bring some exciting developments for the industry. Here’s a look at some of the top trends we’re expecting.

New car prices will drop

The price of new cars will drop as automakers and dealerships are forced to cater to the reduced purchasing power of customers. This will be a shift from recent OE strategy that saw them focus production on more expensive vehicles during the height of chip shortages. Even if the much-vaunted recession hasn’t hit in full swing, customers will understandably be cautious and seek the best deal. They will intensively research, shop around, compare and negotiate.

The used car market will ease

COVID-19 saw new car prices skyrocket as supply chain disruptions and global pandemonium created shortages and delays. Conversely, this placed pressure upon the used car market, sending used car prices upwards. With the easing of supply shortages and delays, used car prices are expected to plateau and decline throughout the year. For consumers, it’s probably a great time to think about purchasing a used car.

The EV, hybrid push will intensify

This year, we will see several EV models hit the market along with EV variants of existing gasoline and gasoline hybrid models. Chevrolet has several planned, including the Silverado EV as a direct competitor to Ford’s F-150 Lightning. Speaking of Ford, the Explorer EV is also expected to be released. Other popular ICE vehicles are also being made available as electrics, such as the GMC Sierra EV and Jeep Wrangler EV. The trend here is an increase in larger vehicles being made available, which also includes the Porsche Macan EV and Tesla Cybertruck. Other brands are also expanding offerings, such as BMW and its i7; Kia and the EV9. Luxury brands are not exempt with the Maserati Grecale Folgore and the Mercedes-Benz EQG also expected to arrive this year as well.

EVs aren’t everyone’s preference, and automakers know that. They can’t convert their iconic ICE-engine nameplates into EVs, as Ford is finding out with the Mustang Mach-E. Hence, hybridization offers a win-win situation. Some notable names becoming available in hybrid form include the Chevrolet Corvette E-Ray, Porsche 911 Hybrid, BMW XM, Aston Martin Valhalla, Lexus UX, Mercedes-AMG C63, Alfa Romeo Tonale and Genesis G90.

More autonomous vehicles

Autonomous vehicles will become more mainstream in 2023, at least in a semi-autonomous capacity for most. Many cars, trucks, and SUVs offer some Level 1 and Level 2 autonomous vehicle features. You’ll get adaptive cruise control with stop-go, lane centring, lane following, automatic overtaking, and traffic sign recognition. As autonomous tech becomes more commonplace, expect to see more cars driving themselves, at least in part.

Vehicles will talk to each other and their surroundings

The rise of the connected car has been happening for a few years now and is projected to continue through 2023. Vehicles will talk to each other, enabling smarter navigation, traffic jam avoidance, and hazard reporting. Our relationship with cars will change, with connected cars becoming prevalent.

EVs will be easier to recharge

One of the largest hurdles to purchasing an EV is the lack of charging infrastructure. Many remain hesitant to go electric even with the increasing number of EVs with more than 300 miles of range.

It’s true that EV charging still won’t achieve the same speed as pumping a full tank of gas. But the proliferation of fast-charging EV networks is expected to increase exponentially in 2023. Forbes expects to observe a reduction in home charging. And more EVs will receive their top-ups at workplaces, restaurants, shopping centers and dedicated charging stations.

The sales experience will change

Customers will still travel to a dealership to purchase a car, but they will no longer physically shop around. Instead, they’ll use online tools to find the best deals around and research their preferred model and spec. Then, car shoppers will utilize virtual showroom experiences to check out their prospective new car. Chances are that when a customer walks onto the dealer, they already know what they want.

Demand for aftermarket accessories will increase

According to Business Motoring, an 8.5 per cent increase in the demand for aftermarket accessories, such as seat covers, wheels, tires, and tech gadgets, is forecasted for 2023. While car shoppers may be more price-savvy, they will still want to customize their vehicles. The prevalence of high accessory prices, coupled with relatively limited choice at dealerships, will lead to a rise in aftermarket accessories purchased from third-party online and offline vendors.

Carmakers will dabble in subscription services

BMW created an uproar in 2022 when they started charging $18 per month for using the heated front seats on some connected BMWs. Tesla also has the capability to upgrade or downgrade cars via an OTA update. Automakers have been toying with the subscription-based service idea for years and are cautiously experimenting with it now. Customers don’t like the idea of having to pay more for something that’s already installed in their car. You can expect the aftermarket to find ways to crack these systems, too.

2023 will be interesting and remembered

The year is already shaping up to be an interesting year and may well be a pivotal point in automotive history. Auto prices may drop marginally. There will be more EVs and hybrids on sale and charging them will be easier. Furthermore, the sales experience will evolve, the aftermarket will thrive, and car enthusiasts will have plenty to talk about.

Cedric Jackson is passionate about internet marketing, automotive, travel, and the entertainment world. When not busy writing, he spends his time travelling, reading and keeping up with world events.

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Despite tests that show a significant reduction in collisions, pickup trucks are less likely to be equipped with crash avoidance technology.

A new study from the Insurance Institute for Highway Safety showed that Automatic emergency braking (AEB) reduces rear-end crash rates for pickups dramatically. But you’re more likely to find the feature on cars and SUVs.

Study author Jessica Cicchino, vice president of research at IIHS, noted that pickups make up 20 per cent of passenger vehicles. With their large size, they can be dangerous to people in smaller vehicles and pedestrians.

“Nevertheless, manufacturers have been slow to equip them with AEB and other crash avoidance systems,” she said.

AEB systems use sensors to detect when a vehicle is getting too close when trailing another. Typically, a warning alerts the driver while the vehicle pre-charges the brakes to maximize their effect. It will apply the brakes automatically if the driver doesn’t respond.

Police-reported crashes from 25 states from 2017-2020 were examined. It was found that the rate at which pickups rear-ended other vehicles was 43 per cent lower for pickups equipped with AEB than for those without it. Rear-end injury crash rates were 42 per cent lower.

“These numbers confirm that AEB is reducing crashes for pickups, just as it is for cars, SUVs and large trucks,” said Cicchino. “The faster automakers can make sure that every pickup they sell has this important safety feature, the better.”

IIHS noted the importance of AEB on pickups because of their popularity and size — pickups can weigh almost 5,000 pounds on average. An SUV is about 4,100 pounds while a car is just 3,200 pounds.

AEV was standard on 5 per cent of the registered pickups on U.S. roads in 2021, compared with 10 per cent of cars and 18 per cent of SUVs, IIHS reported. The feature was optional on 10 per cent of pickups, 15 per cent of cars and 22 per cent of SUVs.

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Flavio Volpe, president of the Automotive Parts Manufacturers’ Association, speaks at TalkAuto 2022

Kids these days don’t care about a loping idle in a 1969 Camaro, a prominent automotive leader recently observed. And it’s this attitude that is part of the change in the relationship happening between consumers and vehicles.

Flavio Volpe, president of the Automotive Parts Manufacturers’ Association, noted how his kids don’t care about cars the way he does — and it’s a signal as to how things are changing. Out of his three kids, only one got their driver’s licence at the age of 16. The family has cars but the kids don’t care to drive them. Instead, they gravitate towards ridesharing services like Uber and Lyft.

But even with this shift, he said at TalkAuto, hosted by Canadian Black book in Woodbridge, Ontario, there will still be cars — people will need to get around. And there are positive signs for the aftermarket.

“Somebody’s going to buy the cars to drive us home,” Volpe said. “We’re not declining the number of kilometres we’re going to drive — we’re increasing them.”

What gets kids excited today? The technology inside new vehicles. They’re into electric vehicles — Volpe called the technology “table stakes.” He cited Project Arrow, the first zero-emission concept vehicle developed in Canada.

“They like the technology story. That 800 volts makes connectivity and autonomous drive real,” he said.

Volpe bought his daughter a 10-year-old car when she went to university. Her first question was to ask where the Apple CarPlay was (the car wasn’t equipped with the feature). That’s what kids care about more than the actual car itself.

“It’s the technology that’s going to drive those buying decisions and those relationships are going to absolutely change the business model,” Volpe said.

He threw cold water on the idea of getting to 100 per cent electrification by 2030. “But are we going to be connected-autonomous by 2040? Sure, why not? Technology’s there.”

The key, however, will be ensuring reliable connectivity. Remember the Rogers outage? That kind of interruption cannot happen.

“What are our backup plans?” Volpe asked. “We have to have reliable systems because if that happens in 2040 and we’re all in autonomous cars, what happens? Are they all going to pull over? They might. But people a lot smarter than me are figuring out vehicle-to-vehicle and vehicle-to-infrastructure and for all those different issues that may happen.”

And as we move to autonomous, that means moving towards zero collisions. That changes the makeup of a vehicle. Safety sensors and other features are could be removed.

“Imagine we get there. They’re not going to hit. They’re not as heavy. They’re not shaped the same,” he observed.

Roadways could change, highway signage could change, pedestrian life could change — and so much more. “But it can’t unless we get it absolutely perfectly right,” he noted.

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Without an internal combustion engine under the hood, electric vehicles mean we’ll have quieter roads, right?

Not really, according to a noise expert.

In a response to a question on this subject, Erica D. Walker, assistant professor of epidemiology at Brown University in Rhode Island observed that sounds would be different with EVs on roads — but not necessarily quieter.

There’s a difference between sounds and noise — the latter generally being a way to define unwanted sound. So what one might consider a sound, someone may consider noise.

So, the question more or less becomes: Will EVs produce more noise?

The amount of noise from ICE vehicles depends on vehicle speed. At about 50 km/h, a gas-powered vehicle will produce sound levels between 33 and 69 decibels — the range between a quiet library and a loud dishwasher, according to Walker.

At about 110 km/h, sound levels can get up to 89 decibels —equivalent to two people shouting their conversation at each other.

A 1981 U.S. Environmental Protection Agency estimate showed about half the U.S. population is exposed to traffic noise every year that was loud enough to be harmful to their health.

EVs, on the other hand, are quieter at low speeds as they don’t have the same noise or vibration.

However, the U.S. National Highway Traffic Safety Administration requires EVs and hybrids to produce sounds ranging from 43 to 64 decibels when they are moving at less than 30 km/h. This is to ensure pedestrians will hear these vehicles coming. The type of warning sounds it left to the manufacturer.

“At high speeds, there may not be much difference between gas-powered cars and EVs or hybrids,” Walker noted. “That’s because other factors like tire and wind noise become louder as cars move faster.”

Infrastructure is another factor. Lower-income neighbourhoods with poorly maintained roads are more likely to hear an EV making its way down the road.

“Cracks, depressions and holes in roads can increase sound levels as cars travel across them,” Walker said.

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While many pages have been filled with and conference sessions have been dedicated to electrification, one aftermarket leader wants to remind you of a vehicle technology that is here now and will be making an increasingly bigger impact on your business: ADAS.

Advanced driver-assistance systems have been on vehicles for many years. And by 2030, it’s expected to make up 42 per cent of the car parc, according to data from the Automotive Aftermarket Suppliers Association. Actually, Paul McCarthy, AASA president says that data is now older and thinks that estimate would be higher if made today.

Meanwhile, electrification will make up just a few per cent of the car parc.

Remember, McCarthy pointed out, it was just a few years ago that autonomous vehicles were all the rage — even Tesla head Elon Musk called it a “solved problem.”

ADAS, especially up to Level 3 automation — where the vehicle can make decisions based on changing situations around the vehicle — there’s “a huge aftermarket opportunity,” McCarthy observed.

It’s predicted that ADAS will be a billion-dollar industry for collision and repair. “So it’s a real growth opportunity,” he added during the AASA’s Mobility Technology Conference which was forced to move to a virtual event due to Hurricane Ian hitting Florida.

But it won’t come without some work. Right now, about 90 per cent of mechanical and 70 per cent of collision shops send ADAS work back to the dealer.

“So we have a lot of work, we have a lot of training to do to help shops and consumers be prepared and know that the aftermarket can supply the parts and the tools to fix these vehicles,” he said.

ADAS is also key to the future of the automotive industry as a whole. The purpose of ADAS is to keep drivers safe and make driving easier. “We have an aging population. And as we age it’s making it easier for us to drive longer,” McCarthy pointed out.

As people move away from cities — as seen during the pandemic — making it easier to drive entices more driving.

“So we believe that vehicle automation will grow all of our markets,” McCarthy said.

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In an autonomous vehicle, safety is paramount. Cybersecurity in particular plays perhaps the most important role in the safety of pedestrians and the vehicle occupants.

A security flaw or attack could be deadly.

Peter Watkins, chief operating officer at QA Consultants, a Toronto-based software engineering services firm that works in the automotive space, highlights the importance and the work being done around cybersecurity in autonomous vehicles — especially as more corporations utilize the technology — in today’s episode of Auto Service World Conversations with host Peter Bulmer.

The key is shoring up key points of vulnerability, which is easier said than done.

“There isn’t one solution for cybersecurity in the vehicle that handles all of these vulnerable points of attack,” Watkins explained.

Another challenge? Overcoming latency.

“Each time you add that type of software to detect what is a good message, what’s a bad message, you introduce extra time in this instructions that go between the various components of the vehicle and could create unintended consequences in how the software and the vehicle works because of this extra layer of cybersecurity that’s being introduced into the vehicle itself,” he explained.

Watkins also dives into liability concerns, challenges around explaining cybersecurity, bias in software, consumer adoption, expectations and trust, why he thinks adoption will be phenomenal — and more.

Tune into the conversation by clicking the banner above or through this link.

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Attendees of the Automotive Aftermarket Retailers of Ontario Symposium got a front-row seat to learn about the upcoming changes to the province’s Motor Vehicle Inspection Station program.

That was just one of the benefits for attendees who attended the day on Sept. 22 at the Hilton Meadowvale Hotel in Mississauga, Ont. Along with the informative session, attendees were able to meet with vendors and industry partners at the symposium’s trade show.

There were also a series of management training sessions, ranging from increasing your shop’s online presence to boost business, a discussion on digital versus paper inspections, a look at what customers demand and a roundtable on what keeps shop owners up at night. Speakers included coach Alan Beech and industry expert James Channer

The day before, management training was offered by Maylon Newton, an AMI-accredited instructor and CEO of the Educational Seminars Institute, and Mark Lemay, owner and primary instructor for Auto Aide Technical Training.

Following the symposium were two days of technical training, headed up by Scot Manna, owner and operator of MB Automotive near Chicago, and John Thornton, a mechanical engineer, electronics expert and trainer for the past 20 years.

Please see photos of the day below and a video recap above.

AARO Symposium & Lindertech

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When a vehicle is a total loss, or a customer asks for an inspection prior to selling or purchasing a used vehicle, do you remember to always ask if they need help erasing their personal information?

If you do, is this a courtesy, non-included operation? A wave of regulatory changes in Canada and some recent and not-so-recent precedents now in place are about to change all of that. This will bring new challenges but also new revenue opportunities for the auto service industry.

Data

You probably heard the expression “cars are smartphones on wheels.” That’s an understatement. People’s home addresses, garage door codes, previous destinations, phone numbers and contacts come immediately to mind, but it goes much deeper than that.

Modern vehicles capture terabytes of data each year from two sources. First, the detailed logs of time and geo-stamped events collected by an ever-growing array of sensors installed (OEM or aftermarket) such as GPS, internal and external cameras, gyroscopes, accelerometers, radars, weight sensors, microphones, etc.

Second, the data downloads and logs created from the devices that drivers and passengers (including minors) connect to the vehicle. For instance, did you know that when you connect your smartphone to a vehicle via Bluetooth to make a handsfree call, or plug into the USB to charge your phone, play your music or use Apple CarPlay or Android Auto, that vehicle will automatically in the background — and often without warning (except for the occasional “do you want to download your contacts?” pop-up on the infotainment screen) — start to download a lot of information?

With every connection, contrary to common belief, the car sucks out a non-encrypted mini clone of the smartphone. Just like you wouldn’t unlock your mobile and hand it to a stranger, leaving personal information (PI) in cars is not just a bad idea and a potential accident waiting to happen, it is increasingly at odds with Canadian privacy regulations.

Privacy

Canada has a deep love affair with privacy. The Personal Information Protection and Electronics Document Acts (PIPEDA) and other similar provincial laws have been around for 20 years.

Those laws have always mandated that businesses have to know what PI is in their physical or electronic possession and that “personal information that is no longer required to fulfill the identified purposes should be destroyed, erased, or made anonymous. Organizations shall develop guidelines and implement procedures to govern the destruction of personal information.” (see: Principle 5 – Limiting Use, Disclosure, and Retention)

Moreover, it specifies that “care shall be used in the disposal or destruction of personal information, to prevent unauthorized parties from gaining access to the information.” (Paragraph 4.7.5.)

The Office of the Privacy Commissioner of Canada has occasionally enforced this provision and established important precedents as to who (spoiler alert: Not the consumer) is responsible for deleting stored PI.

Most famously, about a decade ago, Staples Business Depot was caught by a whistleblower reselling returned electronics without properly removing consumers’ personal information. The privacy commissioner deemed this an egregious violation. When Staples accepted the return of laptops, portable drives, and other electronics, they argued, it became the new property owner, assumed liability, yet negligently resold those devices with the PI of its customers still stored. Staples was heavily fined and put for years under expensive and intrusive government oversight over its data sanitization practices.

The parallel with vehicles is uncanny: All vehicles with either Bluetooth or navigation are so-called “hard drives on wheels,” and Privacy4Cars studies show that more than four out of five vehicles are resold still storing the PI of previous occupants.

Why for years the issue of data left in cars remained unaddressed is a mystery (or, if you are cynical, is the result of great lobbying, consumer misinformation, and lack of teeth in regulation).

Changes

All of that is about to change. A growing number of recent government studies and investigations specifically addressed the privacy issues posed by cars.

Geolocation data has come under particular scrutiny. You may have heard of the recent Tim Horton app scandal and investigation. But did you stop and think that most vehicles on the road capture the exact same detail of information? On Sept. 22, Quebec’s Bill 64 came into effect, carrying administrative fines as high as $10 million or 2 per cent of the enterprise’s worldwide income for violations (leaving PI behind being one).

The passing of this bill, and the August appointment of a new privacy commissioner is likely to tip other provinces towards taking similar measures or to get a vote passed on Canada’s Bill C-27, which would set even stricter standards and enforcement across the land.

For the first time in Canada, we are talking about Spielberg Jaws-level teeth for privacy rules. And yes, you’ll need a bigger boat!.

Aftermarket implications

The first implication for the auto service industry in Canada is an urgent warning to step up privacy practices, including always disclosing to its business and retail customers that vehicles contain personal information and always offer to help delete this PI if the vehicle is going to be sold or handed off to a third party.

This is wise risk mitigation for your business, not only from potential legal action, but also from reputation damage now that the issue of PI in cars is out in the open, also, and specifically to service lanes thanks to the debate on right-to-repair.

The second implication for auto repairers and adjustors is that there is an opportunity, within your corporate clients, to offer PI deletion as a service. Companies will need a legally compliant way to delete PI from cars, i.e.  in a manner that is robust, auditable, and accepted as a “reasonable security” standard.

While today none of the three estimating systems have data clearing labour time, it does not mean that they shouldn’t: It takes work to perform and properly document it. Your insurance company customers (for total loss) and fleets and dealerships you serve (for other cases) have obligations to safeguard consumer PI.

Your shop should look at clearing data no longer as a mere courtesy, but as a standard and valuable service that your business customers need to be in good standing with Canadian laws.

Andrea Amico is CEO/founder of Privacy4Cars in Kennesaw, Georgia and can be reached at andrea@privacy4cars.com. He co-chairs the Education & Compliance Committee at the International Automotive Remarketers Alliance where he leads the compliance initiative with a special focus on privacy and data security.

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To improve driver focus and safety, advanced driver-assistance systems (ADAS) are improving to the point where they can pick up traffic signs and relay information to drivers.

Signs like “do not enter,” stop and speed limits can be delivered to the driver through its heads-up display, the infotainment console or instrument cluster, according to a report from J.D. Power. More sophisticated systems could pick up other signs as well.

If a driver misses a sign, the traffic-sign recognition (TSR) safety tech system would alert the driver so they can react accordingly. In other words, it can act as a second set of eyes to road signs.

The system uses advanced forward-facing cameras positioned high on the windshield — generally next to the rearview mirror unit — where it is aimed to view traffic signs. The cameras scan the side of the road relative to the vehicle.

Once the camera recognizes a sign, the TSR system’s software processes the image to establish its classification and meaning. It then relays the information to the driver almost right away with a representation of the sign, be it an icon or graphic.

“However, TSR’s ability to accurately identify a sign depends on the speed of the vehicle and its distance to the sign,” J.D. Power noted.

Other limitations include poor weather (such as fog or heavy rain causing low visibility), a foggy or otherwise blocked windshield, damaged signs, a titled vehicle due to a heavy load or modifications, and more.

“While TSR and similar camera- and sensor-based technologies are potentially significant to moving us toward an autonomous driving future, there is still a long way to go,” J.D. Power observed. “At this point, TSR is still primarily a driver-assistance system meant only to assist. Drivers cannot rely solely on this system to make steering or braking maneuvers/adjustments.”

Watch for automakers to add TSR to ADAS offerings soon, it added.

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Consumer demand for electric vehicles is high — and at a level ahead of schedule thanks in part to spiking gasoline prices.

An already-strained supply chain wasn’t ready to handle the demand and is struggling to keep pace.

But improvements can be made, according to Wouter Witvoet, co-founder and CEO of the Toronto-based EV Technology Group.

A key issue is many companies try to take on the challenges on their own, using their own set ways. So you have multiple players doing things in multiple ways.

“I think where a lot of improvements can be made is just around the standardization on components of battery cells,” Witvoet tells host Peter Bulmer in the latest episode of ASW Conversations. “There will be some winners in this phase, like we’ve always seen when sort of a new industry comes up. I think that’s where we will see real improvements between the various different options that are available in the market.”

Listen in as Witovet shares his impressions on what is needed in Canada along the EV adoption process, the impact of EVs on sustainability, what could impede goals, and more.

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J2534 is the standard that is used for reprogramming vehicles and its slow-moving path to being part of a repair shop’s business is one that advanced driver-assistance systems (ADAS) seem to be following.

When J2534 came to be, the work was typically sent out by most shops. Today, 90 per cent of mechanical repair shops send ADAS work to a dealer. In collision repair, just 30 per cent of shops are capable of ADAS component replacement.

Those numbers for ADAS are similar to J2534 when it first came out, according to Jim Fish, partner at Innovatrium, which prepared the report ADAS Aftermarket Ecosystem 2030: The Coming Wave of Aftermarket Opportunity.

It was presented at the Automotive Aftermarket Suppliers Association Vision Conference in Detroit in the spring.

Today, 80 per cent of big shops — which Fish defines as having six or more bays — are doing reprogramming now on J2534, according to Fish. “There wasn’t a collision shop anywhere that was doing reprogramming. Now they are. In mechanical shops, now they are. So working together as an industry, we’ve captured the opportunity. We’re not sending it back to the dealer.”

ADAS needs to be tackled in the same way, he argued. “We have a long way to go. But we’re not going to get there unless we do something about it. No one company is going to solve this. It’s just not going to move the needle. We really need all of us together.”

With so much work that requires ADAS services going to dealers, that much work originally coming into a shop isn’t actually being done by the shop, he pointed out.

And why? Shops that were surveyed said ADAS is too hard, there isn’t enough demand or it’s too expensive.

Yes, it is hard, Fish acknowledged. “Like, just like J2534: When you’re doing reprogramming, if you screw up in the middle of it, it bricks the car bricks; bricks your electronic module. But these have been overcome with standardization,” he said, which is key for ADAS in the aftermarket.

And while demand may not be there for some, it’ll come as more vehicles hit the aftermarket with more ADAS technologies.

And it is indeed expensive, Fish said. “A full calibration and the collision shop for a high-end European car could cost in excess of $5,000,” he said. “So this is very expensive to perform. The billing is very expensive for it as well. So these are the problems that are inhibiting the uptake. It isn’t just demand. It’s hard. It’s complex, and it’s very expensive.”

But over time, with the right investments and standards in place, Fish said ADAS can and should be in most shops so that money that could be in the aftermarket isn’t going to dealers.

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SEMA president and CEO Mike Spagnola, left, and SEMA Garage Detroit general manager Ben Kaminsky cut the ribbon on the new 45,000-square-foot SEMA Garage in Detroit.

The Specialty Equipment Market Association has opened the doors to the new SEMA Garage near Detroit.

The new 45,000-square-foot facility is the first-ever research facility dedicated to testing and understanding how the aftermarket is impacted and can successfully work with advanced driver assistance systems (ADAS).

Located in Plymouth, Michigan, the centre features the ADAS technology center and an installation centre. It will expand to include a four-wheel chassis dyno lab, plus another dyno lab capable of testing diesel and gasoline tailpipe emissions. Like the California SEMA Garage, the Detroit location will give aftermarket parts manufacturers access to sophisticated resources that are typically accessible only to large-scale manufacturers.

“The SEMA Garage Detroit is a game changer in helping aftermarket manufacturers develop products for today’s sophisticated automobiles,” said Ben Kaminsky, SEMA Garage Detroit general manager. “We will be collaborating with automakers, suppliers, and key players in the industry to conduct some ground-breaking research. We are really going to be able to take product development and testing capabilities to a whole new level.”

SEMA members will have complimentary access to automotive garage tools and equipment for aftermarket product development, research and development, prototyping, and measuring sessions. The facility is also available for trainings, how-to/installation videos, product reveals and production video and photography.

As for the ADAS Center, manufacturers will be able to obtain static calibration of on-board vehicle ADAS systems (radars and cameras). With access to OEM-quality equipment and procedures, manufacturers will be able to easily troubleshoot software/hardware obstacles, as well as work on dynamic testing in conjunction with local facilities.

“The SEMA Garage Detroit facility opens up new doors and opportunities for our member companies and SEMA,” Kaminsky said. “We will be able to elevate our current offerings by making the services accessible to new members, incorporating new technology, and collaborating with key partners in the area.”

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EV Week in Canada in July spurred a number of new announcements for charging stations for electric vehicles by the federal government.

In Ontario, a $765,000 investment in Peak Power Inc. to install 117 EV chargers across the province was announced.

All chargers will be available to Ontarians by March 2023. Peak Power also contributed over $840,000, bringing the total project cost to more than $1.6 million.

A total investment of more than $2.5 million in the Manitoba Motor Dealers Association and Eco-West Canada was announced to go towards the installation of up to 400 EV chargers in Manitoba and Saskatchewan. The EV chargers will then be installed in public places, multi-unit residential buildings, on streets, at workplaces or at facilities for servicing light-duty vehicle fleets by the end of 2023.

In Prince Edward Island, a $2 million investment was announced to help support the installation of up to 250 EV chargers across the island.

The EV chargers will then be installed in public places, multi-unit residential buildings, on streets, at workplaces or at facilities for servicing light-duty vehicle fleets by December 2023. A federal investment of $55,000 for the installation of 20 Level 2 EV chargers in Halifax. Southwest Properties Limited contributed $55,000, bringing the total project cost to $110,000.

There will be 128 EV chargers installed in British Columbia from a combined investment of $1.7 million to two organizations. All EV stations will be available to British Columbians by the winter of 2022. The BC Ministry of Transportation and Infrastructure also contributed $2.4 million, bringing the total project cost to $3.6 million.

A $3.95 million investment in Shell Canada was announced to install 79 EV chargers across 37 Shell retail locations along critical corridors between Alberta, British Columbia, Ontario, Manitoba and Saskatchewan, with the majority being open 24 hours a day, seven days a week.

Hydro-Quebec will receive a $4.6 million investment to support the installation of up to 840 Level 2 EV chargers across Quebec. The EV chargers will then be installed in public places and on streets by March 2024.

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Students part of the automotive service technician program at Vancouver Community College will soon be learning the ins and outs of a fuel cell electric vehicle.

The school announced, through an agreement with Toyota Canada, that it has received a Toyota Mirai, one of the first FCEVs to enter the Canadian market as a zero-emission vehicle.

Students will learn how to service and repair the FCEV, along with electrics and fossil fuel vehicles.

A vehicle with fuel cell technology is powered by mixing hydrogen with oxygen in the air. That creates the electricity needed to power the vehicle. The only by-product emitted by its tailpipe is water.

VCC’s program oversees one of the largest work areas in the province. It has seen more than 600 students graduate in the last two years. In the program, students learn how to diagnose, test, and repair vehicles using the latest technology.

Last year, the school became the first academic member of Hydrogen BC, the regional branch of the Canadian Hydrogen and Fuel Cell Association (CHFCA).

The school looks to provide modern learning opportunities for students, noted Ajay Patel, president and CEO of Vancouver Community College, adding that the school is aware of the need for automotive service technicians, a job that is expected to be one of the most in-demand trade occupations.

“It is essential that we work collaboratively with industry and government to align our programming so that VCC students receive the best training for the jobs of today and tomorrow,” he said.

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A new report is warning that electric vehicle chargers are increasingly becoming targets for hackers.

Cybercriminals are said to be capable of shutting down chargers or accessing data through them when a vehicle is plugged in.

The findings come from Upstream’s 2022 Global Automotive Cybersecurity Report. It cited research that found black hat actors (hackers) could remotely turn chargers on and off, remove owner access and steal vehicle owner identity.

“What’s more, black-hat actors can infiltrate a home network in cases where the chargers are Wi-Fi connected,” the report said.

According to the report, charging networks use the Open Charge Point Interface (OCPI) protocol, which is designed for seamless charging between different networks and operators. It allows interoperability between charging networks.

“A weakness in one charging network could affect the entire power grid of charging stations, as a vulnerability in one platform could potentially create a vulnerability in another,” the report said.

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Semiconductors are at the heart of many conversations involving the automotive industry.

Shortages caused by increased demand for electronics during the COVID-19 pandemic are hurting new vehicle sales as this key component can’t be produced fast enough to meet automaker needs.

But government mandates around the world for electrification of vehicles are “compounding” the problem as EVs use far more of the component than gas-powered vehicles, says Lewis Black, CEO of Almonty Industries, a Toronto-based global mining company.

“Car manufacturers are caught between a rock and a hard place: They get their allocation of semiconductors but then what do they do with them? They can produce more regular gasoline vehicles with the semiconductors they have because they use less semiconductors. But then you’re going against the great political push to EVs. So then you’ve got to be showing to the wider world that you are increasing your output of EVs. So you are also, in fact, exacerbating your own problem,” he tells Peter Bulmer, host of AutoServiceWorld Conversations.

Black talks about geopolitical challenges, the strategies some countries are taking, the effects of people keeping their vehicles longer and more.

Tune in to the discussion by clicking the banner above or through this link.

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Jim Fish of Innovatrium speaks at the AASA Vision Conference 2022. Behind him is Matt Ballard of Blue Mind.

Many vehicles are coming into automotive mechanical and collision shops equipped with advanced driver-assistance system technology these days. The problem is that most of the work concerning ADAS is being sent over to the dealer, according to new research.

This is costing aftermarket shops business and money, according to Jim Fish, partner at Innovatrium which prepared the report ADAS Aftermarket Ecosystem 2030: The Coming Wave of Aftermarket Opportunity.

According to its findings, one million vehicles in the United States required ADAS service in an aftermarket shop in 2021. Yet, 90 per cent of that work was outsourced to dealers. Collision shops outsourced US$177 million worth of ADAS calibration work.

So shops better get on board, Fish urged. If you’re questioning whether it’s a real market opportunity, stop.

“It’s happening in the aftermarket today. This is almost an invisible economy. There’s a lot of activity going on out there,” he said at the Automotive Aftermarket Suppliers Association Vision Conference in Detroit recently.

Furthermore, ADAS services are set to experience at least a 17 per cent increase through 2030.

“So this is singularly the highest growth opportunity in the aftermarket,” Fish said. “And it’s not from a necessarily low base.”

Matt Ballard, business development consultant at Blue Mind, noted that getting ADAS repaired outside of the warranty period isn’t a priority for vehicle owners. These systems don’t stop the vehicle from being operated so there’s no impetus to get repairs done.

“Right now, about 82 per cent of Year 1 [issues] outside of warranty are going to be repaired. But it decays out to zero in the far-out of years,” he noted. “So in far-out years, people are just not going to get these repaired.”

If shops want to grow, they need to offer services and encourage vehicle owners to get their ADAS systems repairs, the presenters observed.

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A new automotive aftermarket industry training project has been announced between the industry and government.

The Automotive Industries Association of Canada said it has partnered with the Ontario government and St. Lawrence College in Kingston, Ontario, to tackle issues around the shortage of automotive tradespeople and the need for upskilling to service electric vehicles (EV).

In the announcement, AIA Canada noted the changing landscape of automotive repairs and the need to invest in the skilled trades to meet the demands of new and needed skills for aftermarket professionals, as well as secure gainful employment in the industry.

“It is important that industry, with government support, implement solutions to meet our industry’s labour needs, which includes ensuring that automotive tradespeople are properly trained to service electric vehicles and raising awareness to break stigma and attract more people to the industry,” AIA President Jean-Francois Champagne said in the announcement.

Two training programs are part of the project. One is an EV upskilling training program. It is open to incumbent workers and apprentices in the automotive trades. The training, AIA’s announcement said, will bridge the gap between what’s offered in today’s curriculum and the skills needed to service modern vehicles. The second is an eight-week training program. This will give job-seekers an opportunity to explore a career in the automotive trades.

“For the first time in more than a decade, automotive manufacturing jobs are returning to Ontario as we position the province to be a leader in electric vehicles for generations to come,” Monte McNaughton, provincial Minister of Labour, Training and Skills Development said in the announcement. “That is why we are investing in innovative programs like this with AIA Canada, which will ensure workers have the skills to advance in their careers, earn bigger paycheques, and build better lives for themselves and their families. We will once again make Ontario’s automotive sector one of the most competitive in the world.”

AIA Canada added that it is looking forward to collaborating with the government and post-secondary partners to ensure the aftermarket is ready to service the vehicles of tomorrow.

Image credit: Depositphotos.com

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NAPA has officially launched its new banner in Canada to specifically service and repair electric and hybrid vehicles.

The NexDrive banner is a network of automotive service centers for next-generation vehicles. As Canadians report greater interest in electric vehicles and manufacturer after manufacturer announces electrification plans, NAPA said it’s the right time for the company to move into the segment and be a market leader.

The announcement was made at the Montreal Electric and Plug-in Hybrid Vehicle Show on April 22.

NexDrive is already operating in Europe in Benelux, a region covering Belgium, the Netherlands and Luxembourg. It operates under the Alliance Automotive Group, a fellow subsidiary of Genuine Parts Company.

Since its launch in 2020, there are 100 service centres. In Canada, NAPA will support the banner through its network of stores and distribution centres.

“We are very proud to be the first to offer owners of electric and plug-in hybrid vehicles a network of certified shops that will be able to meet their maintenance and repair needs,” said Alain Masse, president of UAP. “The growing consumer interest in such vehicles, as well as government efforts to reduce greenhouse gas (GHG) emissions, are helping to accelerate the shift to these new technologies, and we believe that our position as Canada’s aftermarket leader will allow us to offer a quality alternative to original equipment dealerships.”

To be a technician in a NexDrive shop, certification is required. Techs will have to meet a specific set of criteria, including accredited technical training, specialized equipment and tools, adherence to strict safety standards, regular audits and sourcing parts from a certified NAPA store.

Right now, 11 shops in the NAPA network are NexDrive-certified in Quebec and 13 others are in the process of obtaining certification. The company said new shops will be added to the banner in the coming weeks and months.

According to NAPA’s announcement, the NexDrive program builds on the Mécanique Haute Tension (MHT) program launched in 2020 by Alain and Mathieu Côté, owners of several NAPA Auto Parts stores in the Quebec City area.

“Our goal is to offer the best network of specialty service centers for electric and plug-in hybrid vehicle repair and maintenance with the full support of the NAPA Auto Parts network,” said John O’Dowd, vice president of marketing at NAPA.

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Toshihiro Mibe speaks during the Honda Briefing on Automobile Electrification Business

Honda is investing tens of billions of dollars to become an electrified automaker.

The company announced it will invest about US$40 billion into electrification over the next decade. It will put out 30 fully electric vehicles and be able to produce two million EVs by 2030.

These vehicles will include everything from commercial-use mini-EVs to high-valued EVs.

“Honda has been working to solidify our existing businesses and prepare for new growth,” said Toshihiro Mibe, president, CEO and representative director of Honda Motor Co. during Honda’s briefing on its electrification business.

One analyst expects Honda to reach six-figures in unit sales in the next several years.

“Honda, like most OEMs, is going all-in with their electric vehicle investments and taking their place in the ‘EV Revolution’ that has now become an unstoppable force, changing the dynamics of the automotive industry to a scale that we have never seen before,” said Jesse Toprak, chief analyst at EV subscription provider Autonomy. “We expect Honda to sell around 100,000 BEVs in 2026, with this number increasing exponentially afterwards as their new models that are currently under development start hitting the showrooms.”

Collectively, automakers have announced more than US$600 billion in EV investments to 2030.

Japanese OEMs have been behind other regional automakers in joining the EV trend, observed Akshay Singh, partner with Strategy&.

“They have also realized that they have to introduce electric vehicles in the next five to 10 years. And they all are working on it,” he said at AAPEX in the fall.

Indeed, they are now fully in the race, observed Bakar Sadik Agwan, senior automotive consulting analyst at GlobalData, a data and analytics company

“Though Japanese automakers were late to shape up their BEV strategies, they are now in the race and gearing up for the future market, which will be highly competitive,” he said.

When it comes to hybrids, Honda has been among the leaders, Agwan noted, though the company has done some work in battery electric vehicles. Honda and GM partnered to produce EVs for the North American market within a US$30,000 price range. Honda will also launch two EVs in North America based on GM’s Ultium EV platform. Recently, Honda announced a partnership with Sony to build EVs.

“EV market is growing at a fast pace in many parts of the world, the market is already competitive and most OEM and new entrants now have established EV ecosystem,” Agwan said. “Thus, it remains a high time for traditional automakers to be a part of industry transformation.

“Nevertheless, the investment announced remains important for automakers from a perspective of sustaining the ongoing disruptions in the automotive industry. Automakers need to be tech-efficient to combat technology rivals invading the auto industry.”

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Much attention has been paid to battery electric vehicles. But what about fuel cell electric vehicles?

A recent paper in Brink, a global business platform, compared the viability of BEVs to FCEVs. The author, Mohammed Shafi, researcher at research support service provider PreScouter, pointed to an intelligence brief comparing the two options.

FCEVs are electric vehicles but are powered by a hydrogen fuel cell. Electricity is produced by the electrochemical reactions between hydrogen and oxygen pumped into a vehicle’s hydrogen tanks. Pure, distilled water is produced as a byproduct.

Right now, however, there is little infrastructure in place to support fuel cell technology for vehicles. With more and more charging stations announced by federal agencies, BEVs are a more appealing option.

“However, this could change within the next five to 10 years as investments in hydrogen production and infrastructure increase, potentially pushing FCEVs to outperform BEVs in some segments and become the more sustainable alternative,” Shafi argued.

There is one clear advantage to FCEVs. These vehicles rely on energy stored in the vehicle’s fuel cells. So as long as fuel is available to power the fuel cell, it can generate energy. That means ‘refuelling’ an FCEV can take a matter of minutes. A BEV can take hours to recharge. This has been a major sticking point to wooing the typical consumer over from an internal combustion engine to a BEV.

However, it can be more expensive to refuel an FCEV compared to recharging a BEV, Shafi noted.

When it comes to environmental concerns, FCEVs also come out ahead, he observed as fuel cells can be a 100 per cent renewable and environmentally friendly system.

“In the absence of adequate recycling systems, the lithium-ion batteries used in BEVs are expected to cause a serious environmental crisis when they reach the end of their useful lives,” he wrote.

“Overall, FCEVs are cleaner than BEVs and internal combustion vehicles, with additional room for improvement as hydrogen generation and distribution advances. FCEV production is also cleaner than BEV production due to fewer raw material requirements compared to BEV mineral mining and the consumption of heavy metals such as lithium and cobalt. FCEVs are also easier (and cheaper) to recycle than BEVs.”

But for all this good, there are downsides, Shafi noted. Notably, compressed hydrogen tanks are bulky.

“This is a flaw in the current generation of electric cars powered by hydrogen fuel cells. Hydrogen metal or non-metal hydrides could be used in the future as a replacement for heavy hydrogen tanks. This is just beginning to take shape, with hydrogen evaporation remaining a key technical problem to overcome,” he wrote.

FCEVs have been primarily been deployed as light-duty passenger cars, but mostly in Korea, the United States and Japan.

But the lack of refuelling stations stands in the way of FCEVs gaining popularity. “Thus, the adoption of fuel cell vehicles should be complemented with enabling infrastructure,” Shafi said, adding that there fewer than 500 hydrogen refuelling stations operating globally at the end of 2021.

“Battery and fuel cell technologies will coexist in the future because of their obvious similarities, with BEVs being more appropriate for short-range and small vehicles, and FCEVs the better choice for medium-to-large and long-range vehicles,” he added.

Image credit: Depositphotos.com

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Kia Corporation recently unveiled plans for sustainable mobility, including an announcement to accelerate its battery electric vehicle production.

It presented a roadmap for its plan to 2023 during its 2022 CEO Investor Day virtual event. It follows its ‘Plan S’ that was unveiled in 2020

Kia introduced four key business targets moving forward:

• Accelerating electrification and achieving annual sales of 1.2 million battery electric vehicle (BEV) units by 2030;
• Reaching four million annual vehicle sales by 2030, including over two million eco-friendly models;
• Expanding the application of connected car features and autonomous driving technologies to all new vehicles;
• Become the Number 1 brand in the global purpose-built vehicle (PBV) market by 2030.

The company will also expand its BEV lineup to 14 models by 2027. Starting in 2023, Kia plans to launch at least two BEVs per year. It had originally planned for 11 BEVs by 2026. Furthermore, the company will add two electric pickup trucks — a dedicated electric pickup truck and a strategic model for emerging markets and an entry-level BEV model.

“Kia has been undergoing a full-scale transformation which has included changes in corporate vision, logo, product and design, and strategy,” said Ho Sung Song, president and CEO of Kia. “To achieve the company’s vision of becoming a Sustainable Mobility Solutions Provider, we will focus on accelerating the transition to future business models. We will become even more customer-centric in our approach and pursue a dynamic transformation while maintaining sound business operations.”

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Sheridan College and Rogers Communications will partner for the next two years on 5G autonomous vehicle research and development.

The program will run through the GTA-area school’s Centre for Mobile Innovation (CMI). Rogers and Sheridan study the potential of integrating navigation, diagnostics and infotainment systems into autonomous vehicles over new 5G wireless technologies and networks. The partnership will also include research into the areas of intelligent transport systems in a multi-user environment.

Researchers and students will use machine learning techniques combined with traffic modelling and simulations to generate insights into how Rogers can deliver services to drivers and prepare a roadmap for autonomous vehicles operating on its 5G networks, the joint announcement said.

Research will focus on in-car non-driving systems in autonomous vehicles like navigation, diagnostics and infotainment. It will also explore connectivity with Intelligent transport systems using cellular vehicle-to-everything (C-V2X).

The announcement noted that 5G research will focus on autonomous public transportation systems, driverless taxis, autonomous delivery systems and assisted driving for seniors and people with disabilities.

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Presentation scene of Jaehoon Chang, president and CEO of Hyundai Motor Company

Hyundai Motor will be investing tens of billions of dollars the rest of this decade with a portion going to electrification.

Hyundai updated its ‘Strategy 2025’ which was announced in 2020. These investments are designed to fast-track the company’s electric vehicle business and will be made in the Asia-Pacific, Europe and North America markets through 2030.

The company’s total investment is almost US$80 billion. More than US$16 billion will be towards its EV-related businesses. Hyundai’s goal is to represent 7 per cent of the global EV market by 2030, selling 1.87 million battery electric vehicles annually by that time.

“The new investments will strengthen Hyundai’s position in key EV markets such as Europe, North America and South Korea,” observed Bakar Sadik Agwan, senior automotive consulting analyst at GlobalData, a data and analytics firm. “The investments will help Hyundai to achieve deeper penetration in high-demand regions and develop other capabilities which include — boosting production capacity, new EV facility, developing battery technologies, developing hardware and software capabilities and hence achieving higher profit margins.”

The investments will also aim to procure adequate batteries for its future EVs. Agwan described these as must-haves “to sustain in the future mobility market given the volatile nature of the supply chain observed in the post-pandemic era.”

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The Canadian Automobile Dealers Association, the Canadian Vehicle Manufacturers’ Association and Global Automakers of Canada are launching a new initiative to help Canadians understand what it will take for Canada to achieve its zero-emission vehicles (ZEV) sales targets.

The groups expect there to be more than 130 ZEV models in the Canadian market by 2030, ranging from compact cars to sport utility vehicles.

The Road to 2035 plan outlines investments and policies required for Canada to reach 50% ZEV sales by 2030 — the federal government’s goal is to achieve 100% ZEV sales in 2035.

Stakeholders in the transition to electrification will come together to develop a plan for governments at all levels. But, the groups acknowledge, success will only come if consumers embrace the transition.

The campaign will highlight the need for more ambitious government action, such as:

• Enhancing consumer incentives
• Investing in charging infrastructure
• Build consumer education
• Create an electric vehicle battery supply chain

A website has been set up at www.roadto2035.ca for more information.

“The transition to 100 percent ZEVs sales will be a massive societal transition that will require government leadership and programs as well as a shift in societal barriers,” said Tim Reuss, president and CEO of the Canadian Automobile Dealers Association. “It will require federal/provincial cooperation to avoid competing and potentially counterproductive approaches.”

Image credit: Depositphotos.com

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Toshihiro Mibe, president, CEO and representative director of Honda, speaks at the announcement of the company’s partnership with Sony.

Months after announcing its mobility division, Sony announced a partnership with Honda to build electric vehicles.

Honda will build the vehicles while Sony brings the mobility expertise. It was at CES in January that Sony announced its new electric-vehicle unit, Sony Mobility Inc. It also unveiled a prototype of the Vision S 02, its concept sport utility vehicle.

Sony and Honda signed a memorandum of understanding. By the end of 2022, the pair expect to launch a new company to oversee the initiative. By 2025, sales of the first EV model are expected to begin.

“The new company is expected to plan, design, develop, and sell the EVs, but not own and operate manufacturing facilities, so Honda is expected to be responsible for manufacturing the first EV model at its vehicle manufacturing plant,” Honda’s announcement said. “It is expected that a mobility service platform will be developed by Sony and made available for the new company.”

Sony already operates in the automotive space as a supplier of image sensors and electronic components.

“However, there is a question mark over how much additional value Sony would be able to unlock by co-developing an entire EV project if key operations such as manufacturing, development of EV components, battery pack and motor drive units will be done by Honda,” said Bakar Sadik Agwan, senior automotive consulting analyst at GlobalData, a data and analytics firm.

“The move indicates Sony’s future vision is to put its brand name on battery-powered vehicles but remain only a technology partner rather than EV manufacturing as it requires expertise, high expenditure, higher volumes and limited margins. This is contrary to other businesses such as consumer electronics, photography, infotainment, and video game production, where Sony is present.”

Awgan further observed that Sony’s real value will come in the vehicle’s cabin. As automakers look to better the technology inside the vehicle for their occupants, the in-cabin experience becomes more important.

“Here, Sony’s wealth of knowledge in telecommunications, infotainment and UX design could help set a future Sony car apart from rivals with less-advanced in-cabin experiences,” he said.

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There has been plenty of skepticism about automated vehicles recently. It would appear the technology won’t be ready in the timeframe predicted just a few years ago as automakers shifted their goals.

But it’s not a dead concept, argues Rick Tewell, chief operating officer of AEye Inc. He spoke with Peter Bulmer, host of ASW Conversations, for part two of their conversation about LiDAR technology and its use in the automotive space.

The key for automated vehicles will be proving the technology to an apprehensive public.

“I think that what it boils down to is the technology has to be proven,” Tewell explained in ASW Conversations: What will it take for autonomous vehicle acceptance? “So that means that we need to be able to deploy LIDAR in vehicles and say, ‘Look, in every single case that we can throw at it, the vehicle stops safely. We have a pedestrian going across the road in the rain at night, the LIDAR was able to see that right.’”

Tewell examines how technology is advancing and why it should be able to indeed prove itself to the average consumer.

If you missed part one of this conversation, click here.

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Image credit: Depositphotos.com

The United States leads the world in readiness for autonomous vehicles. Canada just missed out on the top five, placing sixth overall.

Insurance comparison website Confused.com graded preparedness for AVs for countries around the world. It scored the countries on AV regulations, consumer interest and technology investments.

The U.S. topped the list with a score of 8.62 out of 10, well ahead of Japan (7.59), France (7.37), the United Kingdom (6.92) and Germany (6.74).

Canada’s score came in at 6.47, placing it ahead of countries like  Sweden (6.34), Israel (6.03), Austria (5.85) and Switzerland (5.58).

The company explained placing the U.S. at the top by saying it has the most companies leading the way on automated technology, on top of having the most patents and public charging stations for electric vehicles. According to its findings, the U.S. has 127,570 AV patents, dwarfing Japan which has 21,242.

“A number of companies such as Tesla that are well known for AVs are based in the United States,” it noted.

Because Canada did not finish in the top 5, Confused.com didn’t explain its placement. It did note Canada has almost 4,700 patents with two companies that have made an AV investment of $50 million. While that is more or less in line with other countries on the list, the U.S. has 50 of those.

Alex Kindred, car insurance expert at Confused.com, noted the tempered excitement around Avs.

“However, in recent years there have been a series of technological and ethical issues linked to the rollout of Avs,” he stated. “These include system hacking and a lack of clarity when it comes to moral dilemmas, such as accidents.”

Image credit: Depositphotos.com

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Working with electric vehicles means automotive service and repair technicians need to up their training and pack their patience.

If the thought of electrical knowledge “makes you sweat,” then Ben Johnson, director of product management at Mitchell 1, recommends you get some training under your belt.

“You need to understand the relationship between voltage current and resistance. You need to understand how current flows and how to isolate circuits and how to measure things,” he said during his presentation Preparing for Electrification — What Shops Need to do to Get Ready. “You need to be familiar with your basic tools, like your multimeter, maybe your digital oscilloscope [and] maybe your scan tool.”

Johnson was speaking at AAPEX 2021 as part of the Let’s Tech on the AAPEX Stage at the Sands Expo in Las Vegas.

Furthermore, he added, technicians are going to have to get familiar with wiring diagrams. “These things are getting much, much more complex because there’s much more electronic content on the vehicle.”

Yes, there will be opportunities for traditional service and maintenance in an EV. Things like brakes, suspension and HVAC — things that aren’t tied to a traditional internal combustion engine. But that doesn’t mean they’re going to be easier to deal with.

“These things are not getting simpler — they’re getting more complex to deal with,” he said.

Take wiring diagrams. An ICE vehicle would have about one, maybe two pages of content. Johnson then showed the diagram for a Toyota Prius.

“There’s nine pages of diagrams just for that circuit,” he said. “So it can be pretty daunting to try and find a particular circuit that you’re interested in within those nine pages.”

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LiDAR, Light Detection and Ranging, is quickly becoming the preferred option for autonomous vehicles.

In our latest episode of ASW Conversations, host Peter Bulmer speaks with Rick Tewell, chief operating officer of AEye Inc.

AEye is a technology company that provides adaptive LiDAR for autonomous vehicles and advanced driver-assistance systems (ADAS). Tewell joined us for a two-part talk on technology for autonomous vehicles and the impact of ADAS on repair shops.

In Part 1 of this discussion, Tewell starts by talking about why LiDAR is the best type of technology as vehicles become more technologically advanced.

Later in the episode ASW Conversations: Examining LiDAR and its impact on shops, he discusses how LiDAR will affect vehicle repair and how shops need to start getting ready for this transition.

“I think that these repair houses are going to have to become much more sophisticated in terms of diagnostics,” Tewell explained. “Because if you’ve got a LiDAR unit that is a higher cost item, or an ECU that is in the $4,000-$5,000 range — which it is in some of these electric cars — you want to make sure that they need to be replaced, as opposed to  maybe they need a firmware update, maybe they need some sort of an adjustment that could be made mechanically, whatever that may be.”

You can tune into the conversation by clicking the banner above or through this link. Our next episode of ASW Conversations will feature part two of our chat with Tewell.

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A campaign to inform Canadian consumers and policy makers about automated vehicles is underway.

Partners for Automated Vehicle Education (PAVE) launched PAVE Canada as a non-profit partnership of organizations raising awareness about the potential and the reality of automated vehicle technologies and self-driving vehicles.

The coalition is supported by a road safety grant from Transport Canada.

PAVE started in the U.S. and this initiative into Canada is backed by Algolux, Audi Canada, Blackberry, CAVCOE, Flir, Gatik,!important, Insurance Office of America (IOA), Liberty Mutual, Quantiv Risk, Stantec Generation AV, Travelers and Toyota Canada.

“PAVE Canada’s members come from a wide variety of interests, but our diverse group shares two key beliefs: that automated vehicles offer great potential to society, and that we won’t achieve that potential without a well-informed public that understands the technology,” said PAVE executive director Tara Andringa. “We work to provide hype-free facts to the public so that everyone can participate in the conversation about the future of transportation.”

The group said it will engage in numerous activities to help raise the level of public understanding of AV technology. In its first year, it Canada will:

• Commission a public opinion survey to establish baselines of public knowledge of automated vehicle technology
• Develop a social media campaign, based on the results of the survey, that addresses the gaps in knowledge and conveys facts about AV technology; and
• Produce hype-free educational materials to help raise the level of knowledge about AV technology and its potential.

“PAVE Canada seeks to bring realistic, factual information to policymakers and the public so consumers and decision-makers understand the technology, its current state and its future potential — including the benefits in safety, mobility and sustainability,” its statement said.

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So much can change in just a few years.

It wasn’t that long ago when autonomous vehicles were all the rage. About three years ago, many figured we would see start seeing fully autonomous vehicles on our roads by now. But that’s no longer the case, according to some experts.

“We are not seeing that and we see that the promise of fully autonomous vehicles continues to fade,” said Akshay Singh, partner with Strategy&, during the presentation Impact of New Technologies in the Automotive Aftermarket at AAPEX 2021. “Some of the hurdles, especially around technology, become clearer because the technology in the autonomous vehicle is just not ready today. There are a lot of companies that have come out and say we may never see fully autonomous.”

A January report from Lang Marketing echoed those thoughts.

“Regarded as inevitable just a few years ago, large numbers of driverless cars on U.S. roads seem more distant than ever before,” it said.

Fully autonomous, or Level 5, means the vehicle is in full control and the driver is now a passenger as there is no steering wheel. Singh did note that maybe we see Level 4, which is autonomous vehicles in a geo-fenced area, but that may be only as robo-taxis.

Lang pointed out the many benefits of driverless cars, such as reduced traffic congestion, saved lives and freed up time for people who can do other tasks while in their vehicle.

“While these goals are laudable and, perhaps, attainable at some future time, they have clouded the immense difficulties involved in putting driverless vehicles on the road that can match the skills of human drivers,” said its report, Driverless Cars in Wide Use Are Decades Away.

Part of the reason the technology isn’t ready is because of the shift to electric vehicles. Automakers put their investment dollars in that area. The global COVID-19 pandemic also played a role in how automakers spent their money.

“And if you look at like what we are projecting, yes, there will be a lot of Level 1 to Level 3 automation. But very limited L4 L5, at least in the next 10 years or so,” Singh said. “And it’s really difficult to project, what those numbers will look like in 2040 just because the technology is just not ready. That’s why we don’t actually extend it until 2040 because we don’t know [where technology will be].

“The L1-L3 vehicles will come packed with plenty of ADAS sensors,” Singh noted. “By 2030, almost 40% of the vehicles on the road will have some level of performance capability between L1 and L3.”

“Finally, passengers must have confidence in their safety in order for driverless vehicles to gain wide acceptance.”

Other reasons can be found on a long list of challenges, Lang noted. For one, roadway mapping is a significant barrier as only a small amount of roads have been adequately mapped for driverless vehicles.

“Second, there are many inconsistencies in road conditions,” the report continued. “Even if the roads are adequately mapped, lanes on roads must be clearly marked, something that does not exist for most roadways.”

Other barriers include the abilities of a human driver that a software program would need to figure out, such as unique driving situations and variations in traffic configurations. Also, the weather can impact how driverless vehicles operate. Many areas of the country have almost 100 days during which driverless cars cannot operate with their current technology. And there are other legal issues to be sorted out, such as where liability issues belong in case of a malfunction.

“Finally, passengers must have confidence in their safety in order for driverless vehicles to gain wide acceptance,” Lang observed. “Consumer confidence and acceptance could be difficult to obtain and would be easily shattered if hacking occurs or faults are found in the ability of cars to properly function under conditions that might be commonly faced.”

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Mitchell 1’s Ben Johnson speaks at AAPEX 2021

Rome wasn’t built in a day and automotive technicians won’t become experts in servicing electric vehicles overnight, advised an industry expert.

The best tool in the toolbox of a technician is their experience, said Ben Johnson, director of product management at Mitchell 1.

“When we look at a problem on a car, the first time we see a symptom on a particular vehicle, it might drive us crazy figuring it out,” he explained during his presentation Preparing for Electrification — What Shops Need to do to Get Ready at AAPEX 2021.

“But once we figure it out, it’s up here,” he added, pointing to his head. “And the next time we see that vehicle, which is inevitable, we’ll do it that much faster. And the next time that much faster.”

He reminded technicians as part of the Let’s Tech on the AAPEX Stage at the Sands Expo in Las Vegas that you may lose a little money on the first new vehicles you see, but then you quickly make it up and then some through the repair process.

So with electric vehicles, it’s going to be the first time technicians see a number of issues.

“So don’t try to be the hero,” Johnson warned. “Make sure you look at that repair information to make sure you don’t get hurt.”

One important piece of advice he gave was to make sure EVs are in a mode where they can be serviced. It may seem like common sense but techs need to remember that they’re not dealing with internal combustion engines.

“So don’t try to be the hero Make sure you look at that repair information to make sure you don’t get hurt.”

“We’re used to walking through a car, hearing the engine run — or not —  and if the engine is not running, we pretty much assume we can pop the hood and do what we want because it’s not fired up,” Johnson observed.

With EVs, the vehicle could still be active unbeknownst to the technician.

“Maybe the car still active. Maybe if I … tap that accelerator pedal, it’ll just start moving. And we don’t want that,” Johnson said. “It seems like, ‘OK, dummy, you deserve what you get.’ But it’s going to take us a while to get used to making sure that the key’s off and that everything’s in the mode that it needs to be so that I can service that vehicle safely.”

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Riley Edwards / Unsplash

A common worry among potential electric vehicle owners is the possibility of a fire. But the fear appears to be overblown, according to new research.

Turns out, hybrids lead the way when it comes to the risk of catching fire — electrics are least at risk.

Electric vehicles catching fire and being recalled for such risk grab headlines — stories about Teslas catching fire without warning came up last summer; Chevrolet recalled its electric Bolt over concerns about the cars spontaneously combusting while parked and charging.

But insurance aggregator AutoInsuranceEZ.com recently examined statistics from the U.S. National Transportation Safety Board, Bureau of Transportation Statistics and recall data around fires for gasoline, hybrid and electric vehicles.

It found that hybrid vehicles reported 3,475.5 fires per 100,000 sold. Gas vehicles accounted for 1,529.9 fires for every 100,000 sold. Electrics saw just 25.1 fires at the same rate.

In the fall, Hyundai recalled 130,000 2017 Tucson and Sonata hybrids in Canada and the U.S. This came months after 390,000 other Hyundais were recalled for two problems that could cause a fire in the engine.

For both hybrid and electric vehicles, all recalls were related to battery issues. Compare that to gas-powered vehicles where issues around fuel leaks, electrical shorts, and anti-lock braking systems (ABS) led to recalls.

When an EV or hybrid catches fire, though, it can be more difficult to deal with than one in a gas vehicle.

“Electric automobiles catch fire less frequently than gasoline-powered cars, but the duration and intensity of the fires can make them considerably more difficult to put out due to the use of lithium-ion battery packs,” explained Axel Hernborg, CEO of Tripplo, a South Africa-based software module company. “Lithium-ion batteries are notoriously difficult to keep cool. Even after appearing to be turned off for 24 hours, the batteries can generate enough heat to re-ignite.”

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Jason Hafso / Unsplash

A bill focused on ‘right to repair’ is back on the table in Canada.

Legislation was introduced in Canada by Brian Masse, an NDP member of Parliament representing Windsor West in Ontario, as a private member’s bill.

If passed, the bill would ensure OEM-approved tools and parts are available to the automotive aftermarket. This would allow consumers the freedom to choose where their vehicles are repaired as all shops would have access to what they need to repair vehicles.

Automotive Industries Association of Canada president J.F. Champagne issued a statement praising the move as one that will establish “much-needed rights for vehicle owners across Canada. Currently, vehicle manufacturers own the data transmitted by vehicles, limiting options for where consumers can have their vehicle repaired. This important legislation will place that control back in the hands of consumers, allowing them to choose the service or repair shop that is best for them.”

The bill’s main three priorities would:

• Amend the Competition Act to authorize the competition tribunal, to make an order requiring vehicle manufacturers, to provide independent repair shops access to diagnostic and repair information and service parts on the same terms and manner as a manufacturer makes that information and parts available to their own authorized repair providers
• Update Canadian Automotive Service Information Standard (CASIS), the voluntary agreement put in place in 2009, to include the rights of digital software that will cover future innovations and technologies as we move to zero-emissions vehicle standards and EVs
• Ensure that consumers have a right to choose where they get their vehicles fixed, and to help the environment by making sure vehicles with emissions are stronger and cleaner

“Given previous support from all parties to establish a right to repair, we are hopeful this Bill will receive broad support and encourage its swift passage,” Champagne added.

Bill C-11 was on the table in the House of Commons last year but was killed with the call of the fall election. The bill was to include legislation around right to repair.

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Noelsch/Pixbay

There’s a lack of regulatory oversight into onboard vehicle technology and industry advocates want to see better guidance and consumer awareness.

There are many risks around increasingly complex vehicle controls. Concerns have been raised by several advocacy groups over the years. For example, the American Automobile Association released a report in 2017 that said that automakers are cramming so much infotainment technology into the dashboard of new vehicles is making drivers take their eyes off the road and hands off the wheel for dangerously long periods of time.

The “explosion of technology” is complicated to use and putting drivers at risk, wrote University of Utah professor David Straye in the report.

“This is a major and an increasing issue,” Ian Jack, head of public affairs at the Canadian Automobile Association told The Canadian Press recently. “It’s becoming increasingly challenging for people to manage these things inside their vehicle.”

He, too, complained about the overload of distractions available to drivers. CP reported that CAA will be launching a public awareness campaign to better inform drivers of the risks of distracted driving with a focus on so-called infotainment systems.

In a recent CAA study, the group found that distracted driving is a major concern for drivers. More than 90 per cent reported that distraction — such as people using their phones while driving — is a top threat while on the road.

“This is a major and an increasing issue. It’s becoming increasingly challenging for people to manage these things inside their vehicle.”

Recent data from Transport Canada shows that distracted drivers are at fault in more than 1 in 5 fatal collisions.

“Distracted driving is really even more of a concern because it’s other people who are at risk, other road users who are at risk, and more likely to be killed and injured,” CP quoted Robyn Robertson, chief executive of the Traffic Injury Research Foundation, as saying.

Guidelines around limited distraction from displays were introduced in Canada in 2019. However, they’re not enforceable.

Transport Canada spokeswoman Sau Sau Liu told CP in a statement that the agency “encourages vehicle and electronics manufacturers to design devices that are compatible with safe driving and to follow all relevant safety guidelines and best practices.”

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Adrien Olichon/Unsplash

Quebec wants only zero-emission vehicles (ZEVs) sold in the province by 2035.

The provincial government is proposing a change to the ZEV standard to that 100 per cent of auto sales in Quebec are of vehicles emitting no emissions.

The province’s ZEV standard that has been in place since 2018 calls for manufacturers to earn credits by selling or leasing ZEV in Quebec.  Credit requirements are based on the number of vehicles sold or leased. Up to 25 per cent of excess credits may be carried over to meet future credit requirements.

The proposal calls for the end of carryover credits by 2033.

The regulation changes are subject to a public consultation until March 12.

The draft regulation noted that the move would reduce “the government’s revenues from taxes on fuel and sales of goods and services associated with vehicles with an internal combustion engine.”

However, it would also have “a positive impact on enterprises marketing charging stations and on sales of electricity.”

The paper also pointed out that the main advantage of the proposal would be for consumers as they will benefit from energy savings and see the cost of acquiring such vehicles come down in price. “The draft regulation also results in major environmental gains in greenhouse gas and other pollutant emissions,” it added.

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Photo courtesy of Bosch

Cariad, the software subsidiary of Volkswagen, and Bosch are working together to develop automated vehicle software for use in the automaker’s vehicles.

The two companies made the joint announcement Jan. 25.

“The companies want to make partially and highly automated driving suitable for volume production, and thus available to the broad mass of consumers,” the announcement said.

Bosch and VW’s goal is to reach Level 2 autonomy, meaning hands-free systems for urban and freeway driving, and reach Level 3 where the systems take over all driving functions on the highway.

The companies outlined that they expect to have the first of these functions installed in 2023.

The company will be feeding data gathered in real traffic conditions into the development process in real-time. With each kilometre of data gathered, the companies said, the bigger the pool of data to make automated driving safe and reliable.

“The best proving ground for the development of automated driving is road traffic,” says Dr. Mathias Pillin, president of Bosch Cross-Domain Computing Solutions, in a statement. “With the help of one of the world’s biggest connected vehicle fleets, we will gain access to a huge database. This will allow us to take automated driving systems to a new level. All our customers will be able to benefit from this.”

Bosch and VW also agreed to look into reaching Level 4 autonomy, which is considered fully autonomous but still one step below Level 5.

For partially and highly automated driving, Bosch and VW will develop a state-of-the-art standardized software platform for VW vehicles. They noted it may be possible to integrate all component parts in vehicles and ecosystems developed by other automakers.

It’s expected 1,000 experts between the two companies will be working on the project, with recruitment for roles already underway.

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Autonomous vehicles were all anyone could talk about just a few years ago but the challenges in getting the technology ready and integrated into society are only delaying what’s to come, albeit many years away, says Paul Drysch, chief executive officer of PreAct.

He joined ASW Conversations and told host Peter Bulmer that money is still being invested in the technology to bring things up towards Level 3 autonomy. But going beyond that is a long way off.

“Fully autonomous where most of the cars on the road are fully autonomous is decades and decades away,” he said in the episode, What’s the future of autonomous?

Drysch also dives in to ADAS technology, how it’s come along and why repair shops need to be investing in calibration equipment.

“I know the calibration equipment is expensive and that but after a significant crash, if you want the systems to work correctly, it has to be done.”

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Sony, the company perhaps best known for its televisions and stereos, is moving closer to entering the electric vehicle space.

Sony Group Corp. announced its new electric-vehicle unit, Sony Mobility Inc., at CES 2022. It also unveiled a prototype of its concept sport utility vehicle.

The company first announced its intention of creating a mobility unit in 2020. It unveiled the Vision-S 01 electric concept car last year. It has now shown off the Vision S 02, an SUV.

Courtesy of Sony

“Sony’s much-expected entry into the EVs will boost competition in the global EV market as similar technology companies also aim to foray their products in near-term,” said Bakar Sadik Agwan, senior automotive consulting analyst at GlobalData, following the announcement. “Further, the entry would beef up Japan’s game in the global market as some key domestic automakers’ eye BEV leadership, both locally and globally.”

The company has been positioning itself as a player in the automotive supply chain for some time now. Apart from semiconductors and electronics for the industry, it has also developed image sensors, AI, cloud, 5G and autonomous technology.

Agwan noted that Sony’s first concept vehicle “surprised” people with its Level 2 autonomous capabilities. Its ‘time of flight’ senses showed it was capable of detecting and recognizing people and objects.

“Top-notch technological features in its first concept resulted in positive market sentiments for Sony, regarding its capabilities to manufacture EVs,” he said.

Working in the company’s favour is its established leadership in the entertainment business. That’s a differentiator compared to other automakers.

“However, it will be worthy to wait and see if the entertainment/infotainment features could create a difference for Sony in the EV market,” Agwan observed. “Above all factors, Sony will have to face fierce competition from fast growing global automakers including Tesla, Toyota, Ford, Hyundai and GM, which are much ahead in the race.”

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The Japanese market may soon become the next hot spot for autonomous vehicles.

Japan’s National Police Agency has been given the go-ahead to create a legal framework for Level 4 self-driving cars within limited areas.

L4, considered ‘high driving automation,’ allows full automated driving with no driver intervention at all, even if they’re in the driver’s seat. In fact, there may not even me a steering wheel or pedals. The vehicle is programmed to stop itself in the event of system failure.

According to Japanese media reports, a bill amending traffic laws will be submitted in the spring. If approved, the move would be the first of its kind in Japan.

“The development is in line with the government’s vision to put level 4 automated driving system to practical use across more than 40 locations by 2025,” said Bakar Sadik Agwan, senior automotive consulting analyst at GlobalData, a data and analytics company.

GlobalData expects penetration of the L4 vehicle market to surpass Level 3 and reach 1 per cent of the market by 2030.

L3 uses various driver assistance systems and artificial intelligence to make decisions based on changing driving situations around the vehicle. A human driver must be present, alert and ready to take control of the vehicle at any time. Its vehicle penetration level is expected to be less than 0.5% of vehicles by the end of the decade.

“This is because Level 3 sits at an awkward point where the system’s complexity is so high that the cost makes it less tempting for deployment across mass-market vehicles,” Agwan said. “In addition, it lacks the utility of Level 4 and above systems that are more applicable to robo-taxi fleets.”

Honda was the first OEM to jump into the Level 3 waters when Japan approved the use of that technology in March 2021. It received the go-ahead to sell a small number of Level-3-equipped Legend luxury sedans exclusively for the Japanese market.

“Autonomous vehicles are gaining regulatory approvals across the world’s key urban areas for commercial use. Shared mobility is the most significant driver for AVs and is the epicenter of the megatrend,” Agwan said.

Waymo, he pointed out, already has regulatory approvals. It introduced a ride-hailing fleet with its Level 4 vehicles, offering 20,000-40,000 rides every quarter in the United States.

In China, AutoX, Baidu and Pony.ai have also won approval to run commercial driverless ride-hailing services in Beijing with a fleet of not more than 100 Level 4 AVs. Germany appears ready to legalize commercial use of Level 4 AVs as taxis this year.

“Timely approval for Level 4 autonomy will help Japan to be in the race with market leaders such as the U.S., China and Europe,” Agwan said.

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Akshay Singh, left, and Carlos Thimann of Strategy& present the report they co-authored at AAPEX 2021

If your shop is in an area with few Chevrolet electric vehicles, it doesn’t make sense to train your techs on those vehicles. Industry analysts recommend focusing on the vehicles common in your area so that you’re able to service what is in your market.

Tesla is far and away the market leader, so it makes sense to ensure your shop is equipped to service that brand when it rolls into your shop, advised Akshay Singh, partner with Strategy&, who co-authored a report entitled Impact of New Technologies in the Automotive Aftermarket. He presented findings from the report at AAPEX 2021.

A question from the audience asked how to choose where to deploy resources as electric vehicles eventually grow in popularity. That’s when Singh explained to examine your market.

“I think you have to keep in mind which OEMs are taking the lead, which components are really common across vehicle models and where these vehicles are being sold and will continue to be sold in the next five years,” he said.

So, for example, Japanese automakers are a bit behind the curve on fully electric vehicles as they previously spent much of their time investing in hybrids. Singh’s advice would then be to not put so much focus on Japanese EVs since they’re farther down the road in terms of when those vehicles are likely to show up in your service bays.

“But some of the German OEMs who are introducing (EVs) are aggressive, like Daimler, like BMW,” he added. “On the North American OEM side, there are companies like General Motors who have been very aggressive; Ford has also been aggressive.”

What will help shop owners and technicians is that many of the automakers are producing their EVs on a single platform. That makes it easier to service different models as they’ll have the same base to start with.

“GM is introducing, I think, upwards of 10 electric motor vehicle models on one platform,” Singh reported. “So you don’t need to have an expertise to actually repair every single model.”

It’s too expensive, he added, to have multiple platforms, hence the consolidation.

Where automakers are differentiating themselves will be in the battery management systems and the hardware are software that runs through the vehicle, according to Singh.

“That’s where probably you will need to actually focus your resources on — the BMS hardware and software,” he said. “You will see a lack of commonality in terms of how you service the cells to the batteries. I think there will be lots of commonalities [elsewhere in the vehicle] but there will be differences in the software of the battery management system.”

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Toyota is upping the pace of its electrification ambitions following new investments into electric vehicle technology.

The move to pump US$70 billion into its plans seems to be with the intention of moving ahead of market leaders like Tesla, the most valuable carmaker, reported an industry analyst. Tesla surpassed Toyota and Volkswagen in valuation as it reached over US$1 trillion in October 2021, according to Bakar Sadik Agwan, senior automotive consulting analyst at GlobalData, a data and analytics company.

Toyota has also adjusted some of its earlier plans to its battery electric lineup, increasing that count from 15 to 30. It has boosted battery production investment by more than US$4 billion to US$17.5 billion. While it initially targeted sales of two million units of BEVs and fuel cell electric vehicles, it has revised that goal to 3.5 million units.

Toyota trucks on display at the 2019 Canadian International Auto Show.

“Toyota has a strong heritage in electric and fuel cell vehicles,” Agwan said. “However, the present market scenario is highly dynamic due to entry and rapid expansion of new technology companies and traditional automakers into the EVs space. Hence, it is much needed for a global market leader like Toyota to expedite its developments through investments, partnerships and collaboration and maintain its market dominance. The company is well on track and has been equally focusing across all technological areas including ICE, BEV, HEV and FCEVs.”

Fast-tracking these milestones will improve Toyota’s competitive position, he observed.

“Toyota’s strategy has been very adaptable to its markets. The company has an alliance with Suzuki through which it is developing capabilities to manufacture compact and fuel-efficient ICE vehicles,” he said.

“At the same time, it is working on hydrogen fuel, a niche technology, which has potential to be a breakthrough in the auto industry. Though the company started a bit late on EVs as compared to European automakers, it has upped the game in recent years.”

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A video still of a demonstration of BlackBerry’s QNX operating system

Blackberry has signed a multi-year agreement with BMW to collaborate and develop technology for the automotive manufacturer’s driver assistance systems.

The Waterloo, Ontario-based software company will licence its QNX technology and have a team of engineers working to support developing SAE Level 2/2+ driving automation functions to be deployed across a number of BMW makes and models.

BlackBerry’s QNX technology is in production programs with 45 different original equipment manufacturers, including Mercedes-Benz, Toyota, Ford, General Motors and Honda, and Tier 1 suppliers like Aptiv and Bosch.

The software works with a number of safety-related systems, such as advanced driver assistance systems, digital cockpits and secure data gateways.

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Automotive repair shops will be able to find regular business with electric vehicles through four main categories: Range maintenance, torque protection, health reports and cooling protection.

These four were highlighted in a recent report put out jointly by the Auto Care Association and the Automotive Aftermarket Suppliers Association. The report, Impact of New Technologies in the Automotive Aftermarket, was presented at AAPEX 2021 by authors Akshay Singh, partner with Strategy& and Carlos Thimann, director at the same company.

While noting this was not an exhaustive list, these are four areas where shops can find new service opportunities, Thimann explained.

Carlos Thimann, right, director, and Akshay Singh, partner at Strategy&, at AAPEX 2021 during their presentation “Impact of New Technologies in the Automotive Aftermarket”

A ‘range maintenance’ or ‘range optimization’ service category could start with a diagnosis of wheel alignment, tire wear, cooling system effectiveness, motor alignment, regenerative power and other factors that may affect battery range.

“So how do you make sure that all the other components — not just the battery but everything else related to the vehicle — how can you make sure that you maintain alignment?” Thimann said. “All these other factors that might affect actually the serviceability and the life of the vehicle to improve the range of the batteries.”

Torque protection is an important one because electric drive motors can provide high torque at starting speeds. This may affect the life of half shafts, CV joints, tires and other undercar components. While it can be anticipated that automakers will compensate for the high torque, there have been multiple reports of high tire wear on electric vehicles.

“Even though a lot of this might be engineered into the product, it could be a situation where there might be some impact to the life of half shafts or CV joints,” Thimann said.

Vehicle owners may likely be interested in how they can maximize both vehicle performance and battery longevity. That’s where ‘state of health reports’ can come in handy. These can diagnose the various factors that make up a battery’s state of health and provide comparisons to similar vehicles.

Finally, Thimann highlighted, cooling protection checks are key because an EV’s cooling system protects the high-dollar item under the hood. Take the battery, motors, electronic control modules, and inverters as an example.

There’s also the HVAC system, which is more complicated in an EV. These vehicles use heat pumps to supply both cooling and heating to the cabin interior.

The report noted that fluid connectors, intelligent valves and heat pumps could become new service categories.

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With the ever-increasing prices of oil, shrinking resources, and environmental pressure, it’s not a surprise that the world is looking toward electric vehicles as a perfect solution. Currently, the electric vehicle industry is one of the most exciting and necessary areas of innovation and more and more companies are betting on it.

The integration of artificial intelligence (AI) has allowed automotive companies to offer a self-driving feature to their electric vehicles, which is expected to disrupt the mode of transportation as we know it. According to Allied Market Research, the global self-driving electric vehicle market would portray a significant growth from 2021 to 2030. The technological development in LiDAR, surge in concerns regarding carbon footprint, and favourable government rules & regulations are the prime factors that contribute to the market growth.

However, self-driving vehicles come at a price: Surge in use of energy. According to some analysts, the increased power demand is the major factor that reduces the vehicle range drastically and could eliminate the possibility of self-driving electric vehicles. Thus, some automakers are focused on developing gas-electric hybrid autonomous vehicles.

Race to launch self-driving EVs

On the contrary, major automotive companies such as Tesla, General Motors and Ford have increased their investments in self-driving electric vehicles and improved the use of machine learning to power electric vehicles.

General Motors is rather an aggressive investor in the self-driving electric vehicle market. The company’s solid foundation in the electric vehicle industry and large-scale manufacturing infrastructure help it establish a leadership position in the self-driving electric vehicle industry. Furthermore, GM’s ridesharing subsidiary, Cruise could help the company to improve the autonomous vehicle technology and integrate it into electric vehicles. Cruise has already garnered billions of dollars in investment for the advancement of ADS technologies.

Apart from GM, Tesla is the most popular name across the world, especially in Canada when it comes to the launch of autonomous electric vehicles. Tesla has long before announced it will expand its “full self-driving” beta software to Norway and Canada. This update enables self-driving cars to turn in intersections and change lanes in city streets.

Moreover, drivers can set destinations and the car will autonomously navigate. However, it requires a driver for monitoring and who can take control at any time. According to Tesla’s head Elon Musk, the most promising market for his software update is Canada which advances the penetration of self-driving electric vehicles even more.

Several automakers apart from Tesla such as Google and Audi are in the race to launch their self-driving vehicles in the Canadian market. Transport Canada suggests that driverless vehicle technology is bound to grow rapidly in the coming years and thus, they offer full support to create a favourable environment for autonomous driving.

Although it will certainly take time for transitioning to autonomous electric vehicles in Canada, the heavy investments of major market players make the future of driverless electric cars brighter than ever. Experts predict that driverless vehicles can make the roads safer and society more efficient.

What’s behind the growth of self-driving EVs?

Electric vehicles are a more affordable long-term purchase than traditional fossil fuel-based vehicles, which is a major incentive for customers to transition to electric vehicles. According to experts, most families will own at least one electric vehicle for their short-term needs by 2025.

While the popularity of ridesharing has taken a root in society, the demand for personal electric vehicles will increase in the future. Even if the demand for ridesharing increases, self-driving cars can favour the growth of the ridesharing companies such as Uber and Lyft.

Another reason behind the growth of self-driving electric cars is their ability to reduce overall pollution. Gasoline-powered vehicles are the main cause of pollution in many countries, most of which are looking to reduce greenhouse gas emissions. A fully electric vehicle eliminates dangerous emissions. A hybrid car produces less than half of the emission than the conventional internal combustion engine vehicles. Moreover, electric cars encourage the recycling of auto parts, which reduces the generation of e-waste.

Self-driving electric vehicles offer extended utility. One of the major concerns in metro cities is the availability of parking spaces. The adoption of self-driving electric vehicles by rental companies and ridesharing companies will free up thousands of parking spaces and revolutionize the urban landscape. Moreover, self-driving cars can help reduce congestion and road violence incidences drastically. This will help reduce the overload of roads that are used at full capacity every day.

Self-driving electric vehicles offer hope for a future where passengers have to merely set the course of destination and relax throughout the commute without worrying about environmental impact, road accidents, and less stress before or after the workday.

With the advancements in autonomous technology, this future can very well take place in your future.

Swamini Kulkarni holds a bachelor’s degree in Instrumentation and control engineering from Pune University and works as a content writer at Allied Market Research. She can be reached at swamini.kulkarni@alliedmarketresearch.net

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The Toyota Mirai hydrogen fuel cell car.

Toyota is putting a number of chips on the table when it comes to hydrogen technology in vehicles, according to an industry analysis.

Through both fuel-cell electric vehicles (FCEVs) and hydrogen-powered engines, the Japanese automaker is moving its move to become a carbon-neutral company, observed GlobalData, a data and analytics company.

Recently, Toyota, Kawasaki, Subaru, Mazda and Yamaha have teamed up on production, transportation and use of hydrogen, which is a carbon-neutral fuel for future vehicles. Toyota, the company noted, has a hydrogen-powered engine vehicle under development. It recently debuted at a racing event in Japan.

“Toyota looks more confident about the future of hydrogen while others may think it is overhyped,” said Bakar Sadik Agwan, senior automotive consulting analyst at GlobalData.

That said, EVs are still a focus for the automaker. The company has been investing heavily in the technology, Agwan noted. “It aims to invest US$13.5 billion over the next decade in battery production and launch 15 electric models by 2025.”

He suggested that Toyota’s leadership believes hydrogen can be the best replacement for fuel in vehicles. He also argues that Toyota’s movement to hydrogen may not be as big of a gamble as it would be for others given the experience of Toyota and what the company could be capable of.

“The technology is under development for decades and the company has a ready test vehicle. Toyota is aware of the technological challenges and the recent developments are rather more focused on overcoming these challenges to make the technology ready to commercialize,” Agwan said.

“Toyota needs to overcome a slew of challenges associated with hydrogen-powered engines to prove that the technology is not over-hyped, which will definitely take some time. Going mainstream in the near-to-mid-term may remain a distant dream and electrification is expected to remain a key channel for transition to carbon-neutrality globally.”

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An Ontario-based electric vehicle manufacturer has announced it will launch in 2023 with next-generation fully electric vehicles for the global automotive marketplace.

Trouvé Victory Inc.’s vehicles will include 18-minute quick charge capabilities and an overnight full charge in 4 hours. The company said this will allow for an 800-1,000 km or 500-700 mile driving range on a single charge.

“Electric vehicles are quieter, cleaner and more efficient to run than fossil fueled vehicles,” said Faruk K. Rama, Trouvé’s chairman. “They are the answer to building a better, cleaner world for our children. In order for us to see a true global shift to electric vehicles and their benefits, we need more options for high-performing, zero-emissions vehicles in the market.”

The company will unveil three model designs. All designs will be backed by high-performance electric technology, engineered to be recyclable.

Trouvé is planning on manufacturing facilities located in southern Ontario, as well as in the U.S., the U.K., Oman and Europe.

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Electric vehicles are too heavy, creating a greater risk for death in a collision, a trio of professors warned in a recent paper.

Electric vehicles are growing in popularity with expectations of them making up half of all vehicles sold in the U.S. by 2035. Canada announced a sales ban on fuel-powered vehicles for 2035 as well.

But, bulk batteries replacing internal combustion power means that the rest of the vehicle needs to be heavier to provide the needed structural support, say Blake Shaffer, an assistant professor in the department of economics and school of public policy at the University of Calgary, Maximilian Auffhammer, a professor at the University of California, Berkeley and at the National Bureau of Economic Research in Cambridge, Massachusetts, and Constantine Samaras, an associate professor in the department of civil and environmental engineering at Carnegie Mellon University in Pittsburgh.

Their article appeared in Nature, an online peer-reviewed research journal. In it, they explain that, for example, an electric Ford F-150 weighs just under 3,000 kg. An ICE version weighs just over 2,200 kg. A Nissan Leaf, which is only available as an electric, weighs almost 1,750 kg; the ICE Nissan Versa weighs about 1,200 kg.

The electric vehicle Chevrolet Volt at the 2019 Canadian International Auto Show.

This matters in the eyes of safety, the authors argued. For every 500 kg difference in weight between vehicles, the likelihood of passengers being killed in a collision with another vehicle jumps up by 12 per cent.

“This added risk wouldn’t apply if everyone drove cars of similar heft,” they wrote. “But until they do, the number of casualties in crashes is likely to increase as heavy electric vehicles join lighter existing fleets.”

Pedestrian safety is also a concern, they explained. The shift to larger SUVs from smaller passenger vehicles has contributed to an increase in pedestrian deaths. The study Pedestrian Deaths and Large Vehicles from University of Hawaii professor Justin Tyndal reports that replacing the growth of SUVs with smaller vehicles would have helped avoid 1,100 pedestrian deaths.

The authors call for a tax on heavy cars to encourage purchasing smaller vehicles, shrinking batteries, lightening frames and encouraging people to drive less by enacting policies that advocate for walking, biking and public transit.

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Companies supplying components for electric vehicles are poised for growth. But those that aren’t will not necessarily be in decline, however. At least, not yet.

Suppliers making products that support propulsion using an internal combustion engine (ICE), are either stagnant or declining, according to a new automotive supplier report from Deloitte. But they’re still making parts for a massive part of the market.

On the other hand, electric vehicle component suppliers may have a smaller customer base at the moment, but business is picking up, reported Jason Coffman, Raj Iyer, and Ryan Robinsonin Deloitte’s 2021 Automotive Supplier Study.

They point to analysis of financial data from almost 300 top global automotive suppliers. When projecting out until 2025, “exponential growth” is expected in segments such as electric drivetrains (up 475 per cent); batteries and fuel cells (up 475 per cent); and ADAS1 and sensors (up 150 per cent).

Though calling these figures “eye-popping,” the report warned that the industry and its investors shouldn’t dismiss just how important legacy component parts still are.

“Simply put, fossil-fueled engines are not going away anytime soon, so there is still a lot of mileage left in these parts,” the authors wrote. “Not only will internal combustion engine vehicles continue to be sold in significant numbers for the foreseeable future, but the market for replacement parts to keep these vehicles going well into the next decade is also expected to be very robust.

“In addition, hybrid powertrain systems, including both an ICE and electric motor, should continue to play an important role for consumers that still see a fully electric vehicle as a step too far.”

Putting this into dollar values, Deloitte predicts the electric drivetrain market size will grow from $11 billion in 2020 to $64 billion in 2025.

The ICE market size will drop 15 per cent in that same timeframe, going from $144 billion down to $123 billion. That’s still the biggest segment of automotive components, though. Other areas expected to see a drop in market share include brakes (5 per cent), transmission (10 per cent), exhaust systems (15 per cent) and fuel systems (15 per cent).

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As more technology is added to vehicles, the more likely owners of those vehicles will be visiting an automotive repair and service shop for help, according to an analytics company leader.

Renee Stephens, vice president of We Predict, a predictive analytics company based in the United Kingdom, explained the growing repair needs more technologically advanced vehicles will need. She explained her thoughts in a piece for SME, a non-profit association of professionals, educators and students for the manufacturing industry.

She noted that staying on top of repair trends will be critical going forward. For example, despite COVID-19’s impact on driving, model year 2020 vehicles are projected to see a 5 per cent increase in repair frequencies in the first three years of ownership compared to 2019 models, according to data from the company’s Deepview report.

Electrical repairs are the top reason why — 2020 models are seeing 21 per cent more electrical repairs than 2019 versions in those first three years of ownership. Exterior and body structure repairs are projected to jump 7 and 3 per cent, respectively, in that same time period.

Kate Ibragimova/Unsplash

“On the other hand, chassis, powertrain, interior and heating, ventilation and air conditioning (HVAC) areas have experienced lower repair frequencies overall, showing improvement trends over the past six years,” Stephens noted.

But as more advanced driver-assistance systems (ADAS) are added to vehicles, the more likely a vehicle is going to come in for repairs, We Predict found. Repairs of ADAS technologies are predicted to go up 181 per cent on 2020 model year vehicles compared with those from 2019.

Stephens also reported that mature segments have seen an increase in repairs. For example, wiper repairs are up 22 per cent. Exterior lighting repairs is up 24 per cent with 2020 models and that is expected to jump 188 per cent on 2021 models.

“While these trends are important, the big question on many people’s minds is: Will EVs have fewer repairs than vehicles with traditional internal combustion engines (ICEs)?” Stephens asked.

“There are fewer parts to fail. Sure, some components are still the same, but service facilities should expect to see these vehicles less often. For maintenance, and as over-the-air updates are used more often, EV owners should expect fewer visits to their local service centre.”

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The popularity of internal combustion engines has fallen among Ontario drivers, suggesting a shift in consumer sentiment, a recent study suggests.

While still the dominant choice, when asked what type of powertrain people want in their next vehicles, internal combustion was the preferred option of 48 per cent of Ontarians surveyed in the 2021 Ontario Automotive Consumer Study from business advisory firm Deloitte.

Still, that’s a drop of 22% from just one year ago. The difference was evenly split between hybrid electric (35 per cent) and battery electric (16 per cent) vehicles.

Where do people expect to be able to charge their vehicles, should they decide to buy one? The vast majority (80 per cent) said at home. On-street or public charging was second at 15% and at work via an employer-provided charging station was third at 4 per cent.

This data reveals some interesting tension — while there’s growing interest in electric vehicle purchasing, buyer hesitation around price is still preventing Canadians from making the switch. Most of those (76 per cent) planning to purchase an EV expect to pay less than $50,000.

That, Deloitte points out, may not be in line with current prices and availability. If governments wish to encourage greater adoption of alternative power vehicles, then, the company added, the importance of incentives and rebates can’t be ignored.

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Adrien Olichon/Unsplash

The oversight body for Quebec’s financial sector wants to better familiarize itself with connected and autonomous vehicles.

The Autorité des marchés financiers, responsible for the regulation of the financial industry in Quebec, released an issues paper recently, saying that the impact of connected and autonomous vehicles (CAVs) on consumers and insurers will be significant and it wants to extend what it knows about the forthcoming technology.

“The arrival of CAVs on our roads serves as a reminder that the development of technological innovations extends into all fields of human activity, with repercussions that are providing much food for thought, particularly on accident liability,” Louis Morisset, AMF president and CEO, said in a press release. “The diversity of the questions raised shows that CAVs are a concern not only for regulators but also for many stakeholders in our society, from the [property and casualty] insurance sector and auto industry to consumer associations.”

The news release went on to say that the paper’s goal is to generate discussion and explore ideas and potential solutions for rethinking the future of mobility and smoothing the way for the development, testing and operation of CAVs.

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While technology may be a reason a consumer buys a new vehicle, a new report finds that people don’t use all of what’s available — and they don’t intend on getting around to it either.

The J.D. Power 2021 U.S. Tech Experience Index (TXI) Study reported that many new vehicles are equipped with some features that consumers want no part of.

“New-vehicle prices are at an all-time high, partly as a result of an increased level of content,” said Kristin Kolodge, executive director of human machine interface at J.D. Power. “This is fine if owners are getting value for their money, but some features seem like a waste to many owners.”

Why Kei/Unsplash

Fewer than half of vehicle owners are using one in three of the available technologies in the first 90 days of ownership. These non-users say they don’t need those technologies.

For example, the report found that 61 per cent of owners say they have never used the in-vehicle digital market technology — 51 per cent said they have no need for the in-car commerce technology. It’s the same story for driver/passenger communication technology — basically, an intercom system suited for larger vehicles for the driver to communicate with people in the back. More than half (52 per cent) said they have never used the technology and 40 per cent said they have no need for it.

This is noteworthy as new vehicle prices hit record highs and more expensive technology is packed into them.

“When technology is effectively executed in a vehicle, it positively influences an owner’s decision to purchase another vehicle equipped with that technology,” the report said.

Top marks were given to rear-view mirror and ground view cameras, both of which are ranked among the top three by owners wanting them on their next vehicle.

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Hydro Ottawa is providing funding to eligible applicants for electric vehicle charging stations in Ottawa.

The funding initiative will cover up to 50 per cent of project costs for the purchase and installation of EV charging stations.

Eligible locations are:

• Multi-unit residential buildings;
• Light-duty fleets;
• Workplaces;
• On-street parking; and
• Public places such as retail, restaurants, service stations, medical offices and more.

The funding is not available to private residences, even if a business is registered at the location, the public utility said in an announcement.

Various levels of funding are available for Level 2 and Level 3 chargers. Funding is limited based on the type of charger. Total funding must be less than $100,000 per application.

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Technicians working at Mercedes Benz Canada will be able to train with mixed reality technology.

The company announced the deployment of the technology for tech training, which it says will lead to faster and more precise vehicle servicing for its customers and dealers.

Mercedes-Benz Virtual Remote Support is powered by Microsoft HoloLens 2 and Microsoft Dynamics 365 Remote Assist.

The system began in July 2021, but the company announced it last week. The technology is available at all dealerships in its national network. It offers fully bilingual applications.

Technicians working in these dealerships will wear the HoloLens 2 headset — an untethered, self-contained holographic device — to work hands-free. The tech can share real-time views and sounds of the vehicle while talking to a technical specialist anywhere around the world. Together, they can make decisions about body repair or work out complex diagnostic plans.

Microsoft HoloLens 2 and Microsoft Dynamics 365 Remote Assist support holographic and 3D images, charts and icons (CNW Group/Mercedes-Benz Canada Inc.)

With Microsoft Dynamics 365 Remote Assist, the remote technical specialists work with the tech in the shop in an immersive mixed reality environment and can share intricate 3D images and holograms, see where changes need to be made, annotate the visual information, add documents and insert instructions to highlight which areas to focus on. This way, the automaker said, insight and technological guidance helps complete complex maintenance issues more quickly.

And this is all done without the remote specialist having to leave their office.

The automaker noted that its vehicles are not built with more than 100 million lines of software code. For context, that’s more than the space shuttle, an F-35 fighter jet and a pacemaker combined.

Joseph Lagrasta, shop foreman at Mercedes-Benz Brampton praised the system in the announcement.

“It’s like having the right expert over your shoulder the minute you need them. Since deploying this technology in July, we are getting cars back to the owners — diagnosed, fixed, and ready to roll — in a fraction of the time,” he said. “I’m also excited about the comprehensive, 3D training sessions we will have access to. All of this helps us deliver the best possible customer experience with the most efficient and quality service possible.”

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Connected vehicles are about to become even more technologically advanced, according to a recent report.

Global Connected Cars Outlook, 2021 from global consultancy firm Frost & Sullivan noted that automakers, suppliers and technology providers are moving towards new business models that focus on being a software-oriented business as opposed to hardware.

Frost & Sullivan’s analysis found that the global COVID-19 pandemic unlocked “massive opportunities” within the connected car space thanks to a great increase in tech implementation.

“Demand for innovative features such as bio-based health monitoring and non-touch-based haptics such as gesture recognition has increased due to the urgent need for driver protection and risk aversion,” Frost & Sullivan said in an announcement summarizing its findings.

The firm noted that estimates show that, despite a dip in sales in 2020,  new vehicles with connected features could reach 50 million units sold globally this year.

“With the rise in demand for innovative features in cars, automakers, suppliers, and technology providers are shifting to new business models, focusing on a software-oriented business approach as a more viable means of revenue generation than a hardware model,” observed Ashwini Suvarna, mobility research analyst at Frost & Sullivan. “Over the next three to five years, automakers have to evaluate ideal software strategies to stay relevant and compete, which requires a fundamental overhauling of electrical and electronic (E/E) architecture, operating systems, and cloud competencies.”

With more 5G adoption taking place, data-rich services and vehicle-to-everything applications for self-driving vehicles will be more and more common. Suvarna added that 4-6 per cent of global new vehicle shipments will have 5G-based telematic control units.

“Further, with the evolution of the human-machine interface, augmented reality-based central and head-up displays will appear on new vehicle models,” Suvarna said. “Digital assistants [based on smartphones] will be available on all vehicles.”

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A piece of the autonomous vehicle puzzle became a little clearer after one insurance company recently put out a position paper in support of the technology, citing safer roads.

As all vehicles in operation in Canada must have automobile insurance, the question of the role insurance companies will play in the rollout has been raised.

Recently, Travelers Canada issued a position paper on autonomous vehicles and how it views the role and fit of autonomous vehicles in Canada.

“It is important to address public policy questions and challenges in a comprehensive manner that increases public safety, provides peace of mind, protects drivers and pedestrians, and spurs innovation,” it stated in its executive summary of the white paper, entitled Insuring Autonomy: How auto insurance will lead through changing risks.

Travelers ranked 12th in market share of Canadian property and casualty insurance companies, according to Canadian Underwriter’s 2021 Statistical Guide, using data from MSA Research.

The company noted that it supports measures that ensure safe roads. It believes autonomous vehicles “ultimately will benefit society by reducing the number of crashes, injuries and lives lost.”

Of course, as autonomous vehicles are still many years away, there are still many questions to be answered. Travelers highlighted the following ones it is wondering about:

• How long will it take to transition to a fully autonomous fleet?
• How long will it take for the anticipated benefits of AVs to be realized?
• What unintended consequences and disruptions will arise during the transition?

In terms of how insurance would impact the implementation of autonomous vehicles, Travelers doesn’t see much interference.

“The current insurance structure is already designed to adapt to evolving risk environments and would minimize regulatory uncertainty, market disruptions and consumer confusion,” the company said. “Continuing to rely on auto insurance for coverage, regardless of vehicle type, will also help to ensure consistency during the period in which AVs and driver-operated vehicles share the road.”

In fact, Travelers believes that the insurance industry is an important stakeholder as autonomous discussions move forward.

“The insurance industry should play a central role in AV policy-making and stakeholder discussions,” it said. “Lawmakers and regulators must coordinate and seek input from all relevant constituents to ensure a consistent, rational regulatory framework that addresses all potential issues.”

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