SAMBRA was contacted as an authoritative voice in the MBR sector by My Broadband this month re complaints they had received from drivers of EVs and plug-in hybrid cars who have sent their cars in for panel beating.
They said while the initial insurance process was fairly seamless, problems have emerged with disconnecting the high-voltage systems in these vehicles so they can be safely repaired.
In one specific example, the owner of an electric hatchback, which had a fairly minor accident on its front bumper, has been advised by his panel beater in PE that the only HV technicians for the vehicle are in Johannesburg.
It is unclear who is going to foot the bill for towing the vehicle and disconnecting and reconnecting its HV system as required, or whether this was accounted for by the insurer.
The panel beater attending to this vehicle said that he has also had issues with some other brands.
SAMBRA provided the following feedback.
Commentary from Juan Hanekom: SAMBRA National Director
The growth of electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs) in South Africa is introducing new requirements for the collision repair industry. While the sector has made significant progress in preparing for these technologies, there are still challenges relating to technical support, training, and the availability of high-voltage (HV) qualified personnel.
Is there a shortage of high-voltage (HV) technicians for attending to EV and PHEV accident repairs in South Africa?
There is currently a shortage of HV-qualified technicians across the broader automotive industry, particularly outside of the major metropolitan centres.
The challenge is not unique to the collision repair sector. EV adoption in South Africa remains relatively low compared to traditional internal combustion vehicles, which has limited the commercial justification for widespread investment in HV capability by manufacturers, dealerships and independent repairers alike.
As a result, many OEMs currently concentrate their HV expertise in a limited number of regional hubs, often centred around Johannesburg, Cape Town and Durban. This can create delays when specialist intervention is required following a collision.
It is important to note that the collision repair industry is actively investing in EV readiness. Through initiatives such as the SAMBRA EV Technical Training Programme, repairers are developing the skills required to safely manage electrified vehicles, but industry-wide capability will take time to mature alongside vehicle adoption rates.
Are there any specific brands that seem to be highly problematic?
SAMBRA would be cautious about singling out individual brands.
The challenges being experienced are generally linked to the maturity of a manufacturer’s local support network rather than the vehicle itself. New market entrants often have smaller technical footprints and fewer HV specialists available nationally, which can create logistical challenges during the repair process.
As EV volumes increase, manufacturers will need to expand their technical support capacity, dealer networks and training programmes to ensure customers receive consistent aftersales support across the country.
Do insurers currently account for the cost of HV disconnections and reconnections in their payouts for repairs?
The treatment of HV isolation and recommissioning costs varies between insurers, OEMs and repair programmes.
Where OEM repair procedures require specialist HV intervention, those costs generally form part of the overall repair methodology and should be considered during the assessment and authorisation process.
However, as EV repair processes continue to evolve, there are instances where insurers, assessors, repairers and OEMs must work together to determine the most appropriate repair pathway and associated costs. This remains an area where greater standardisation would benefit all stakeholders.
Where should responsibility for HV technical capability lie – with panel beaters or vehicle manufacturers?
The responsibility should be shared.
Collision repairers must continue investing in training, equipment and safety systems to ensure they can safely repair electrified vehicles. At the same time, manufacturers retain responsibility for vehicle-specific technical information, specialised diagnostic procedures and support relating to high-voltage systems.
The most effective model is one based on collaboration between OEMs and accredited repairers. Manufacturers should provide clear repair procedures, technical support and training pathways, while repairers develop the practical capability required to undertake collision repairs safely and efficiently.
In summary
The situation highlights a broader industry transition rather than a failure of the repair ecosystem.
South Africa’s collision repair industry has successfully adapted to numerous technological shifts over the past two decades, including advanced driver assistance systems (ADAS), aluminium vehicle structures and increasingly sophisticated electronics. EVs represent the next stage of that evolution.
What is required now is continued investment in skills development, greater availability of OEM technical support, and stronger collaboration between manufacturers, insurers and repairers to ensure customers experience a seamless repair journey regardless of vehicle technology.
As EV adoption increases, SAMBRA expects both HV technical capacity and repair network coverage to expand significantly.
Why this matters to members
As EV adoption grows, accredited repairers who invest in skills, equipment and OEM collaboration will be best positioned to meet changing customer expectations.
