In August, a national newspaper published an online story with a rather doom-laden headline. ‘Death of the mechanic? I’m a mechanic – electric cars are going to drive us out of business, and it’ll cost motorists a fortune.’
The article pointed to “shocking statistics” from the IMI (Institute of the Motor Industry) which show that 18 percent of UK mechanics are currently trained to work on electric cars – and many cannot afford to retrain. It also suggested that manufacturers are forcing independent garages out of business by refusing to pass on essential servicing and repair data.
One mechanic told The Sun on Sunday: “A lot of independent garages are going to close. I bet by 2030 half of them will be shut. Customers will be forced to go back to the main dealer, and they’ll be able to charge whatever they like, as they’ll be the only ones who can fix them.”
Another mechanic said the cost of training and specialist equipment, along with the new safety regulations, will drive technicians away from the sector. These views were echoed by a mechanic from Newcastle, who said: “If I was speaking to a politician, I would say, ‘Before you push the green agenda, make sure the infrastructure is there’.”
To expose this tabloid-led doom-mongering as wide of the mark, Garage Wire sought the views of experts in the industry, notably Paul Darwell, RMI Standards and Certification (RMIC) commercial director; Andy Hamilton, CEO at LKQ Euro Car Parts; Ben Stockton, Our Virtual Academy (OVA) managing director; and Luke Robinson of Marchwoods Motor Engineers in Folkestone.
Paul Darwell tells us: “It is not uncommon for industries to experience significant changes and challenges as technology evolves. The transition from traditional internal combustion engine vehicles to electric vehicles is a major shift that has implications for mechanics and vehicle repair businesses.
”The concerns raised by mechanics about the impact of electric vehicles on their businesses are worth considering, but the change is not impassable.”
Andy Hamilton admitted that mechanics are right to be nervous about the shift to EV, saying: “Workshop owners and technicians are rightly concerned over the investment required to get EV-ready. There’s no doubt that many will need more support.
”We estimate that garages and bodyshops need to find at least £3,000 to be able to get started and to diagnose faults and carry out basic repairs on an EV, such as coding, isolating circuits and working under the bonnet. This covers entry-level training for one technician up to Level 3, EV diagnostic software – on the assumption the garage already has a diagnostics unit – and an EV safety kit.”
Ben Stockton argues that articles with such a grim outlook for mechanics are unhelpful, saying: “It won’t be the lack of equipment or training that drives garages and technicians out of business, it will be the luddite attitude and unwillingness to change with the times.”
Regarding the “shocking” fact that one in five mechanics are trained to work on electric cars, Ben adds: “That’s an achievement, not a shocking stat. If 100 percent of the cars on the road are electric, then we’d need 100 percent of the technicians to be trained to work on them. Currently, 18 percent is a great figure. It’s also a percentage which is growing rapidly.
”A quick online search indicates 4.5 percent of the vehicles on the road have high voltage systems on them, that includes hybrids, plug-in hybrids and full electric cars. For the moment, 18 percent is fine.”
The newspaper article raised concerns about the lack of specialist training for working on electric vehicles, but as Paul Darwell points out, this is incorrect: “Training is available and cheaper than you think; the Retail Motor Industry (RMI) offers a reduced price for members, and the Independent Garage Association (IGA) offers subsidised EV Level 3 for £250 plus VAT.
Similarly, Ben Stockton is quick to highlight the range of online and face-to-face training courses available at Our Virtual Academy, saying: “There is no lack of specialist equipment nor is there a lack of available training. We have an abundance of training available for budding EV technicians.”
Andy Hamilton added: “As EVs become the dominant vehicle type on our roads, garages will need to upskill more team members – and to a higher level – and invest in more kit, so further investment will be required. Level 4 training costs £550 per technician, and as an example, EV battery lifts start at around £1,000.”
The IGA offers an Insulated Hybrid/EV Toolkit for £1,775 plus VAT, nearly half price, while specialist companies like the Hybrid and Electric Vehicle Repair Alliance (HEVRA) can assist in diagnostic and repair, even hiring out some specialised tools. Similarly, discounted access to technical vehicle data from ALLDATA and Autodata is available via the IGA, while HEVRA is on hand with technical support and advice.
Far from the grim forecast laid out in the article, Garage Wire’s contacts suggest a brighter future for mechanics in the age of electrification. Paul Darwell tells us: “Independent garages are beginning to specialise in EV and are picking up business from far and wide, including repairs from dealers. Independents need to take advantage of training and equipment offers and ready the business for EV, then tell people they do it before all that potential work goes elsewhere.”
Ben Stockton agrees, telling us he has hundreds of “happy technicians” who are embracing the change. “Good training isn’t a chore; good training is a pleasure,” he says.
Concluding, Paul Darwell says: “It’s worth noting that the concerns raised by technicians reflect the challenges of any major technological transition. As electric vehicle adoption continues to grow, the industry will likely adapt over time to address these challenges.
”Mechanic training programs, incentives for skill development, and increased collaboration between manufacturers and independent repair shops could help mitigate some of these issues. The government also has a role to play in providing support and guidance for a smooth transition to electric vehicles.”
This article first appeared in issue 2 of Garage Wire Aftermarket magazine.
