TRANSCRIPT
Adrian
As number of EVs and hybrids increase on our roads, there is a growing need for qualified automotive engineering technicians to repair these vehicles. Are there currently enough technicians and what repairs are most commonly carried out for the insights for insights into the world of EV training? I’m talking with Kevin O’Neill, Principal Lecturer of Automotive Engineering at Otago Polytechnic.
I’m Adrian Maidment. And this is the EV Quest Podcast.
Hello Kevin
Hello, Kevin.
I guess we’ll just do maybe a bit of an overview of what your course is first. We’ll start with the course. So, you’re the tutor on the New Zealand certificate in electric vehicle automotive engineering at Otago Polytech.
Kevin
Yes, so the courses are level five qualification in the automotive engineering side of things, which is always an advanced trade qualification. So, what the course is designed to do is to take current automotive technicians, whether they’re light, heavy or electrical, and bring them up into the higher end of the EV and hybrid space around diagnostics and repairs. So, working
you know, inside the batteries working with the motors and pulling the motors apart and repairing them and the auxiliary systems and charging systems. So, it’s designed for current trade qualified technicians that are interested in learning a bit more about EVs, but also getting more specialized in EVs to then get qualified and get the understanding. It’s not a normal apprenticeship. You’ve already qualified in your apprenticeship before then.
Adrian
Yeah, so industry professionals are really coming in, isn’t it?
Kevin
Yeah, it’s about bringing them up to that higher level of understanding than a standard tradesman would normally go to.
Adrian
Yeah, and do they find it a bit different going from, we’ll say the ice to the EV way of doing things?
Kevin
Yes, but that’s my job to sort of show what they do know and then bring it into the electric vehicle and hybrid space so they can apply Previous knowledge and then grow that knowledge and then obviously become more proficient in it You’ve got to understand these vehicles aren’t totally new. We’re talking Probably 70% of them is still a normal I see like still got steering suspension and brakes and bits and pieces. It’s just the
the high voltage and the motors and the charging systems that are different. So that’s why we can get away with bringing them up, skilling them, because they’ve already got a lot of skills that you need. They still need to use all the hand tools. They still need to use the diagnostic equipment. They’ve got a lot of relative skills that just need to be brought across into the and to slightly something slightly different. Put it that way. Yeah.
Adrian
Yeah, yeah. Are most people working in like a car dealership or is it a bit of a mix?
Kevin
No, I’ve got a bit of a bit of cross the space. We definitely do have some people from the dealerships that come into the course, but we also have a lot of local garages that have got a lot of highly skilled guys that are doing really great things with the EVs. They want qualifications to show what they’re doing. A lot of guys that are just willing to upskill from the heavy light electrical. The course is also open to likes of like house electricians or industrial
EV space because they’re starting businesses up or looking to go into, you know, home charging things or something like that. We have some electrical engineers that come into it. There’s all sorts because the actual EV space and the drive trains and that are very universal, not just on the road side of things, but in agricultural or trucks or even, dare I say it, to do with viticulture with the machinery that moves a lot of stuff around. So, we catered to a
tradesman, I suppose is a good way of putting it. To get into the course, to actually be eligible to enter the course, you have to have a current level for trade qualification in automotive engineering or equivalent. So, where I say those, how sparkies and that, because they’ve got electrical qualification, which is, you know, it meets the criteria we can get in, but some trades won’t because they don’t have those skills that we need.
Adrian
And how long does the course go for?
Kevin
We deliver it over a year part-time because we want to do it while they’re working. 90% of the students are all working, so we deliver it part-time over a year with practical blocks that they come into the workshop and do. Some learners are already working on vehicles so we can actually align the assessments up with what they’re doing. They’ve just got to make sure they give me enough information so I can actually pass them. But effectively, a year part-time.
And it takes around about that time to learn all the systems at a nice pace. So, you can obviously soak it in. We could do it a lot faster, but it would mean that have to be out of work or take time off work for a few months to get it done. And we’re not trying to disrupt them from work. We want them to be still engaged in work.
Adrian
Is this the only core that other courses in New Zealand like this or is this the?
Kevin
So, we’ve been lucky enough to work with EIT as well. And we actually work with a lot of other ITPs, so even Toi Ohomai. We work with North Tech, we’ve worked with NMIT, ARA, SIT. Pretty much all the polytechs are looking into delivery. Effectively, they’re using the same program that we do, but not all of them are delivering at the moment. They’re building up to that. Because we’ve got to train the trainers and, you know, get their resources correct.
But yeah, there’s about three places you can deliver it now. So EIT, Napier and Hastings, Scotty and his team up there are really, really good. And of course MITO also have a training qualification that’s sort of nationally led. And we’re also working with them as well. We’re all trying to work into one place and have one common delivery method throughout the country.
Adrian
Yeah.
What’s Mito for those that don’t know what that is?
Kevin
Oh, MITO is the motor industry training organization. So, there like we all have ITO’s training organizations like building, engineering, automotive, and all that stuff there. Just the training provider in the background that’s nationally based where likes of Otago and Toi Ohomai and EIT are all regional based trainers.
Adrian
Do we have enough people… with the growing numbers of the… What’s the numbers of, people that can actually do repairs? Is that… Is there enough?
Kevin (
Well, differently, it looks like to answer that question, you’ve got to understand that it’s not like there’s only just that course for EV training. That’s more advanced in understanding how to diagnose repair. But even in the pre-trade course we run, the learners, so these are the guys that are leaving school or just starting in the trade. They have to learn how to recognize high voltage systems and get the information to be able to shut the vehicle down. They don’t actually do it, but they have to be aware of these systems. So that’s in our pre-trade training.
For all trades. In our level four trades, which is like your auto sparky or heavy diesel mechanic or light vehicle, there’s a section in all of those courses around being able to shut down and work around the high voltage systems. Don’t work inside them, don’t pull batteries apart, but it’s a piece of work around them. So, the country’s already got training throughout all the apprenticeships. It’s just not as in depth as it probably needs to be to be a specialist.
But that can happen relatively quickly as more and more vehicles come on the roads. It’s a supply and demand scenario. As more vehicles come on and more consumers demand, you know, trained people will buy these vehicles, we’ll get more technicians. So, at this present point in time, I have not seen any shortfalls in enough qualified people.
As more vehicles come on, we will need to scale that up. And I have definitely seen an increase in number of tradesmen engaging in high-level training. As especially we get rebates and new vehicles come out. The franchise training has always been there. So, they’ve always looked after their own and bits and pieces. I’m not going to say there’s…
everything we need. It’s definitely going to scale up, but it scales up with vehicles. Otherwise, you end up with a highly-trained people, but they’ve got nothing to do. Yeah, I don’t think we’re in a crisis at the moment.
Adrian
I guess what? Oh, yeah, I guess when your technician, you realize there’s more demand. You’re going to more people going to do the course kind of thing, aren’t they, when they realize there’s a demand for it?
Kevin
It’s like everything when demand comes in, everyone starts training. The big thing I’d probably suggest to any of you, your listeners, is if they’re going to get a car repaired and they’ve got an EV or a hybrid and they don’t think they’re getting the right sort of training or the person working on the car is not skilled enough, look around. You’ll probably find there’s a lot of other guys locally that can. Or look at the forums. Forums can be quite good places to get an idea of who’s trained and who’s not.
And you will find more and more garages will get specialists as we move forward. And I’m even hoping that we’ll end up having a light vehicle qualification level 4 that will be reasonably EV and hybrid specific. But it’s not going to be a whole new qualification. It’ll be, you know, let’s say all tradesmen learn 50 to 60 percent the same material. And they’re still working on vehicles and bits and pieces.
We would then adapt that other 40 or 50 percent to be more hybrid electric vehicle specific. But it’s not like we need to throw everything out, it was just a more of an adaption. And that will come probably as we get near five or ten percent of the fleet, which we’re nowhere near there yet.
Adrian
Just on, if you own the hybrid or an EV, what are the common problems that turn up to be repaired?
Kevin
Generally, touch wood, they’re pretty reliable. There is some issues happen. A lot of times people don’t service them. They think that because it’s electrical or hybrid, it doesn’t need services. It’s not. They still need service. They’ve still got brakes. They’ve still got cooling systems and all the other consumable items that a vehicle has. It may not have an engine oil and filter, which okay, you don’t do that, but that’s actually a small part of a service. The 12 volt batteries fail quite a lot because they’re not designed like to last 100 or 120,000 Ks or 10 years, like some of the high voltage batteries, a lot of them are designed only the last two or three years.
We have had battery faults, we’ve had insulation faults, we’ve had accident repairs when things happen, all sorts of details, all sorts of little faults that sometimes are major, sometimes a battery’s gotta come apart and be repaired, sometimes a motor’s gotta be replaced, sometimes…
your heater system fails and it needs a new heater put in. Just general repairs like you’d expect in any car, they’re just different because they’re EV related. No car’s 100% bulletproof. Everything still needs fixed. Nothing that hasn’t been able to be repaired, put it that way.
Do you think they are reliable? I saw there was that report that just came out from the states saying they’re less reliable, but then people say that…
I don’t know, I haven’t read that report, but I do know from, I’ve been working on these vehicles for over five years now and the maintenance is definitely less. There’s lots of lot less things, lot less moving components, put it that way. What I’ve seen, they’ve been very reliable. The few cases that there’s been a problem. There’s a common fault with the early model Leaf’s PTZ, they fail and they all fail. It’s just the design flaw. So it was never, it wasn’t actually the car’s fault. It was the…
manufacturing. They’ve revised that which is great. And you know some of the battery faults it’s often to do with the car sitting in a boat coming over to from overseas. It’s a low state of charge they don’t have a bit of charge in before they come over. Or accident damage you know it can cause a lot of damage which you can’t prepare for it just happens.
But overall, they are a whole lot more reliable and I’ve been in this industry for a lot of years and worked on a lot of franchise vehicles a lot of trucks and all sorts of bits and the EV drivetrains and the fundamentals of all the vehicle have been a lot more reliable. So, I’d like to read that report, but I don’t know what it’s based on.
I think people were saying it’s sceptical but I’ll find it. What about um, I’m not sure if you want to talk about this but like going full EV or hybrid? Is that a, some people, it’s a bit of contentious, some people say you should, evangelists seem to say just jump in there full EV and then some people go hybrid I’ve got a boat or I don’t quite, I’m a bit scared.
Kevin
Well, to be honest, the only way you can really answer that from a personal situation is if you’ve never had an EV before and never willing it. Often a plug-in hybrid or a hybrid is a really good intermediate step to understand how they work. Then go to EV as you feel more confident in the technology. If you’re willing to give it a go, the EV is definitely a way better driveline. It’s way simpler.
The torque, the power, but a lot of people can’t get over the range anxiety and the fundamentals. The downfall of hybrids is they’re still using you know petrol or diesel motor and even a hybrid is designed to keep that petrol motor in its most efficient zone. So, let’s say the best efficiency on a petrol motor currently is near 40 percent. That means the energy you put in to the energy you get out. So, 40 doesn’t sound like much if you’re only getting 40
Kevin
ideal torque, rev range and load. So very hard to keep the motor at that 40%. In reality hybrids aim for around the 30 to 40% to try to keep it more efficient. Where in contrast an electric vehicle can stay at about 80 to 90% efficient over all rev range all drivelines. So you can understand why hybrids get better economy. It’s not the petrol motor that’s doing it, it’s the electric motor that’s supporting it.
So what I can tell you is effectively New Zealand’s not a big market. There’ll be a lot more hybrids, plug-in hybrids and electric vehicles that come out from manufacturers. That’ll be all we can buy. We won’t be able to get petrol or diesel, especially diesel. Diesel’s going to get fade out very, very quickly. But yeah, from a personal standpoint, I have friends that, you know, aren’t willing to go to EV yet because they’re not willing to take that full jump. So they’re happy to put their toe in, if you like. So I recommend go to a hybrid and they tend to love them.
And then they go, well, from a hybrid, I’m happy to go to the next stage and next stage. But it is a big call. It’s a personal one because anxiety is a problem. We don’t want everyone to feel like they’re gonna run out of range or whatever. And it can be a big problem. I see a lot of people that buy a new EV and it might do 200Ks, but they’ll only ever go down to 100 because they think, no, that 100, it could disappear even though it can do twice as distance. They do, they just don’t do it until they get used to it.
Adrian
Yeah, yeah, that’s good. And is there any sort of technology coming through, you think, that sort of big changes ahead?
Kevin
Battery technology is advancing rapidly. You’ve only got to look at, okay, 2011 Leaf had about 120 Ks. The latest model, you know, the same size battery, the chemistry’s changed a bit in the way it’s set up. We’re looking at more like 450 Ks. There’s new battery technology that’ll double that range for the same size battery. So that’s changing rapidly, but that’s no different than, you know, vehicles over the years.
diesel motor today is a whole lot different to a diesel motor 10 years ago. Also, the motor technology is getting a lot better. They’re not using permanent magnets as much now because it’s rare earth material that’s finite in some respects. They’re getting better control of motors, more efficient control. They’re actually going to, you know, some of them getting gearboxes as well, which is, you know, EV generally doesn’t need, but it does have advantages in it. Just everything’s getting better, a lot more integration, you know, with your
your home technology over, everyone wants their wifi and all that to work. So effectively your car is going to be all that on the wheels. The most exciting one is definitely battery technology. The other big one is hydrogen fuel cell, which I think has got a long or a good life in the heavy sector. It’s not viable to put a hydrogen fuel cell currently is like 30 or 40 K worth of money to put in. And I can’t quote that exactly, but I know they’re very expensive. You’re not going to put that into a passenger vehicle.
But in a big truck that goes up and down the country, it makes more viable sense. But people got to understand that even if it’s a hydrogen fuel cell vehicle, it’s still got all the electric vehicle bits in it. It’s still basically an electric vehicle with just another power source. So hence the training I do already, we actually talk about hydrogen fuel cell as well, just to get the learners prepared. But they’re probably the big technologies, battery technology, motor technology, or drivetrain technology, and obviously any hydrogen sort of things.
Another big one probably actually is a lot of cars will be able to be plugged into the grid or plugged into your house. So that technology excites me because when you come home at night and you want to cook tea and like I’ve got kids, they’re going to have showers and all the rest of it. It’s a very expensive time at night. You actually plug your car in and let the car run the house. And also the cars can load share with the grid under high demand.
Which takes the load off the grid. It means that the transforms and everything aren’t running maximum. Yeah, it just takes a load off it. And then when the load drops off, which tends to drop off after 9 p.m., you can now charge your electric vehicles and utilize the grid better, make it more efficient. So, some cool technologies there, Adrian.
Adrian
Is there a country that’s sort of an educational leader in the EVs at the moment? Or we look at or are we?
Kevin
Ooh, it’s a hard one. We’re actually doing quite well ourselves, believe it or not. We’ve got a lot of interest from overseas in what we currently do. And I think effectively it comes down to good cold Kiwi ingenuity is, we’ve been a country that gets a lot of imports, obviously. So we’ve got cars that are a lot older in our fleet that need repairs, which normally a lot of other countries just got ones under warranty or newer ones. So, we’ve had to do a lot of stuff that
hasn’t been seen overseas. Even like Australia and even America, I say a lot of things, they haven’t had the experiences we’ve had with actual repairs. So, in some respects, we’re actually leading the way in the diagnose and repair side of things. But when we were setting up this course, we went to Europe, went to Australia to see how they did their safety courses. We had a look at what other areas are doing and we went, okay, well, that’s the foundation. Let’s now build it from there.
So no, there’s no real leader, I would say.
Adrian
How crappy cars have put us at the head.
Kevin
Yeah, well, yes, the advantage of us getting everything from the rest of the rest of the world that no one wants is actually coming to help. But New Zealand technicians or tradesmen have always been well known to be able to adapt their knowledge to a wide variety of situations. We don’t get specialised in one area of the vehicle like a drive train or engine. We tend to know everything, which means we can sort of relate everything and diagnose, that others
Adrian
Yeah.
Kevin
can’t cross-reference, which gives us good scope. And there’s some really talented guys up and down the country at the moment working on EVs and hybrids. So that’s why I say look around if you’re not getting the support you need.
Adrian
Yeah, that’s a good point. Is there anything you want to sort of make your cover off about the training or the EVs or the course?
Kevin
So of course, we want to get an understanding of what we do and what we’re main aim is. So, as I said before, we’re bringing guys in that are already trade qualified, so they’ve already got a qualification in automotive, whether it be light or heavy or electrical. The course is actually split up into four main areas. Every advanced trade qualification always had management in it. So, there’s a little bit on dealing with customers and business relations and just that management part, which has always been a staple
with A grade, even when I did it many, many moons ago. But the three main technical ones are high voltage auxiliary systems. So, the reason we named it auxiliary systems is because we want it to be flexible enough to adapt to new systems coming in. So currently the main ones that, you know, technicians need to learn about is your heating and ventilation systems change quite a bit in how it operates. I mean, we’ve got reverse cycle, well, effectively works the same as a reverse cycle system in your heat pumps.
in homes. So, we’ve got them in the vehicles now, which we never had that, it was always just air con. We’ve got high voltage electric heaters and we’ve got systems that exchange heat from your battery and your motor and your transmitter. So, the heating and ventilation has changed very rapidly. So, we concentrate a lot on that. Charging systems. So, whether it’s AC to DC, DC to DC, fast charge, or it’s DC down to your 12 volt or your 24-volt system. Charging systems are quite a big area that we concentrate on. And we also concentrate on braking systems around how the brakes have to interact with the regenerative braking and the different types of systems.
But I’ve left that open so that if new systems come in, like Tesla’s just brought out their Cybertruck, and I remember, I think they were talking about it, it has fly-by-wire brakes and fly-by-wire steering. Now what that means is effectively you’ve got no mechanical linkage between what you push or turn to the wheel. So it’s a bit, you know, it’s new technology. So we’ll go into that as it becomes more mainstream.
The other two courses are energy supply systems. So what we’re trying to cover there is, high voltage batteries, the chemistry, the design, the thermal management, the charging systems that go into those to make sure we manage all that. Life of the battery, how we diagnose and repair it, how do we identify faults. Also bringing a hydrogen fuel cell into that area. So that’s another subject. So it’s definitely a different from your normal petrol or diesel.
And the last one is electric drivetrain. So that covers the motor design, whether it’s asymmetric or sorry, asynchronous or synchronous, whether it’s radial or axial design systems. We look into hybrid drive systems. So, the good old Prius driveline, which is actually a really good design, right up to the most modern hybrid systems or fully electric and get them to understand how they operate.
Kevin
how to diagnose them, how to repair them. So that’s what the Level 5 does, is go into that very in-depth and give them some really good understanding. And hence, by having those sort of three main subject areas, we don’t have to worry about how ABS works or how, I don’t know, remote central locking or alarms, because that’s all normally sorted. It’s only where they’re different. It does mean it’s a bit of an up-skill for some guys.
Some guys need you know, some of the electrical technologies are new. But that’s my job to bring them up. That’s, if they’re struggling, I’ve got to up my game to make sure I get them through or get them to understand. So that’s what that course concentrates on. But you will see some of that knowledge will get down into the level four and we will have, you know, a qualification that will be suited to say guys that work in Tesla or in franchises that mainly do
electrical hybrid there’ll be a pathway for them to become trade qualified and do service repair. So hopefully that gives an idea of what that’s about.
Adrian
How many students on a course?
Kevin
So, I currently have around about 50 to 60 learners throughout the country. We don’t tend to advertise. I want these other guys to come on board, the other ITPs. I’m pretty sure MITO have around about 100 to a bit over 100 learners as well. So, they’re doing very, very well. And we work closely with MITO as well to make sure we can help out where we can. What I would like to see is an average number for the advanced trade of at least 200 to 250.
learners to cater for the inrush. So, you know, we could say there’s a hundred odd learners that we’d like to get involved. It’s not like we’ve got a shortfall right now, but if you want to be ready for five years time, we really want these guys working on these vehicles now. So that when there is a lot of them. So, I would like to see increased numbers and if you’ve got any learners who want to get on to it, please contact me. But from the level four, which is your trade qualified
adapt to make sure they’ve got more EV and hybrid specific courses within that qualification. I’m not saying re-throw everything away, but just enough to ensure we make sure there’s enough tradesmen that are interested in that area to work on it. Because you will find there’s guys that don’t want to work on it and that’s fine. They don’t have to, whether they don’t feel confident enough or they just think they don’t like the technology, it always happens. But yeah, we’ve got
Good numbers, but we could do with more. We’re on this. Oh, so online, the 50 are all online, if you like. They all come on and they do meetings, sort of like we’re doing now, and I share material and it’s online. For the practical training, I usually try to keep it under about eight in the practical. There’s a bit of a safety aspect, as you can imagine. When we’re pulling batteries apart, I haven’t got eyes in the back of my head, so I’ve got to keep an eye on what’s going on.
Adrian
Well, you see, having it in a class at a time?
Kevin
So, we like to keep it quite small or I get more staff in so I might have two or three guys come in to keep an eye. The practical is not a huge amount because they already know the vehicle and I’ve trained them and how the systems work. We can generally get most of the practical completed sort of around a week with a training or a bit more depending on their situation. So yeah, I might have 50 students. I’ll just break it into smaller block courses to make sure we get through.
Adrian
Maybe just on the, since you obviously see a lot of EVs, have you got like a favourite, like a favourite engineered EV? Not necessarily the, just the engineering side of one.
Kevin
Oh, he’s put me in the spot.
Kevin
There’s some really cool stuff coming out but when you start working on it’s quite surprising what’s stuff universal. I’ve looked at some of the Audi EV drivetrains and they’ve got some really cool stuff going on. They’ve got some things that happen with them but they’ve got some really exciting technologies and I actually had the opportunity down here in Cromwell we’ve got that racetrack
Kevin
Oh, it’s a flash EV, but it’s pretty much the Audi drivetrain that’s got the two-speed rear diff. It was quite exciting to be in. I wasn’t allowed to drive it, unfortunately, but they had a race car driving it. But you can actually feel the two-speed rear diff, which is really cool technology because it allows the EVs to have the same top speed as your standard petrol and diesels. And it’ll be something that’s a bit pretentious, but people don’t understand you only have one gear ratio in an EV.
It’s effectively like your diesel or petrol is jammed in third gear. And they can outperform and do everything else in that gear, but it does mean their top speed is limited because they might have a maximum RPM of 15,000 RPM, but you can’t go over it. So having a two-speed gearbox means you can, you know, especially these vehicles, you know, over in the Autobahn, they can go up. So that’s quite exciting technology. Technology I admire a lot. There’s a lot of cool battery technology coming out. BYD
lithium-ion phosphate batteries. They’ve got the blade batteries, it’s really cool technology and it’s getting used. A lot of manufacturers are opting to go to that chemistry because it’s a lot safer. Testa’s got some really cool technology with their battery technology and how they charge them so quick in bits and pieces. I really admire, believe it or not, that the old Toyota Prius, it’s drivetrain, it’s CVT transmission, which is all electronic. It’s not the old belts and clutches like most of the ones you get in.
Kevin
clever design and even right up to the most modern RAV4 Prime that you can get now which is a plug-in hybrid. Its fundamental design still works the same. It’s a very cool technology. And you probably can understand I’m pretty passionate about EVs and electric motors. I’ve been working since my apprenticeship days. I’ve always wanted to get into EVs and hybrids. And I’ve been in the trade now over about 25 years or more actually.
I’m not coming up to 30 years now, I’m thinking about it. Sounds worse. But effectively, the electric motor is an amazing drive system. It’s so simple, but it can deliver so much power. And you’ve got so much control over it that it’s just interesting to watch and see what it can do. And we’re only really starting, to be honest. There’s a whole lot more to happen. Yeah.
Adrian
Yeah, yeah, it’s still really early days.
Kevin
Yeah, yeah, I mean, go back a few years, I can remember starting in the trade, I had tradesmen, and these were good qualified people, even some tutors back then that said fuel injection will not take off. They said carburetors are the way to go. And they got definitely proven wrong. When common rail diesel, you may know what common rail diesel are, they’re modern diesel, and they’ve revolutionized diesel trucks. I mean, look at how many ranges in that are on the roads now. They wouldn’t be on the roads if they still had the slow diesels they had 10 years ago.
A lot of the heavy guys or a lot of diesel mechanics said, nah, common rail will never take off. It’ll never get into the big trucks that turn anything else. And hence again, it’s happened. I’m hearing the same stuff now about EV and hybrid drive trains, and you just gotta go, well, look, time will tell. But automotive sector has always changed. We’ve always had to adapt and change our training. I mean, even in light vehicles, we barely used to work on diesels, not even that long ago. And now every second car’s a diesel. So, you know.
Things are changing and you just got to go with the times.
Adrian
I think that’s pretty much Kevin. Is there anything else you wanted to… Yeah, it’s a good point to finish. The world’s changing.
Kevin
World’s changing we’ve got to change with it we as New Zealand we don’t really have an impact on what other countries or other manufacturers produce we just end up with it and hence we’re in the best position in the world to understand how to diagnose them yes there will be people that are upset about the change and there always is people you’d upset about change but maybe give it a chance and just and just see what you like.
Don’t overlook the hybrids, if the hybrids are sort of more what you want, you’ll notice straight away. But if you can and you’re willing to try the EVs, I’m pretty sure you won’t be disappointed. And if you need to get repairs, look around, ask for their qualifications. If you don’t think it’s working right, don’t have a hesitate to ask for another opinion. We’re all out second opinions or third opinions, there’s no problems there. But I’m sure you’ll find the right people, you just need to find the ones that are willing to actually work on the vehicles.
But then that, no, I think, hopefully that’s covered all your questions actually Adrian. Yeah.
Adrian
That’s great.