12/06/2026
To Repair, or Not Repair, That is the Question❓❓❓
If you haven’t heard of The Right to Repair Bill in New Zealand, you may eventually.
Some see the Right to Repair Bill as a silver bullet for an industry under fire. Australia has what is touted as a world-leading Right to Repair Bill in force, and it has been well received by the many industries it is designed to help.
In short, the Bill would amend the Consumer Guarantees Act 1993 to require manufacturers to make repair parts and information available to consumers. The Bill passed its first reading, but after reaching the Select Committee, the Economic Development, Science and Innovation Committee recommended that it not be passed. So, it now languishes in the channels of government bureaucracy.
Would the Bill mean that, because you have access to parts and repair procedures, your business could repair all makes and models and handle any level of repair you choose to take on? One would hope that would never be the assumption.
When undertaking larger structural repairs, the cornerstone of any such work is the use of appropriate repair procedures and a business equipped with properly trained staff, appropriate equipment, and the facilities to handle such repairs. Most procedures are readily available in New Zealand from several sources: manufacturers through dealerships, I-CAR New Zealand, Thatcham, Erwin, and other alternative sites. Some manufacturers, however, will not release repair procedures to businesses that lack appropriately trained technicians or the required equipment. It is this last line that is the most important.
If the Bill were to pass one day, these manufacturers could be made to supply repair procedures and parts to the open market. A proper study and understanding of the correct repair procedure for a structural or bonding process should help you determine whether your business should undertake the repair. If a repair procedure requires it and you do not have factory-trained technicians, factory-approved tooling, or access to the specific materials and facilities required to safely and properly repair the vehicle, then the decision should be not to repair the vehicle in your business.
To give this article some depth, Mason Lee, Approved Collision Network Development Manager, European Motor Distributors Limited (EMD), shared a bulletin with PanelTalk, which he had sent to their Collision Repair Network regarding a recent development they are required to fulfil on all repairs for the VW and Audi brands.
This has been shared by EMD with PanelTalk to raise awareness of the direction the industry is heading: a digital log of repairs raised on a vehicle’s computer, showing that any maintenance and repairs have been performed and recorded correctly by factory-trained and certified technicians. The team at EMD is undoubtedly ahead of the curve with their Collision Repair Network, the training levels they help achieve through their factory training provider, Mike Graham from ABE. in Hamilton, and, of course, their dedicated repair partners who have invested heavily to be in the program. Mason has kindly allowed us to share the bulletin, which is much appreciated.
'Dear Sir/Madam, For design reasons, new requirements apply to joining and bonding processes in vehicle manufacturing and repair. Bonding is classified as a special procedure under ISO 21368 because it is of high significance in car manufacturing, and its results cannot be tested without irreparably damaging the bonded parts.
To ensure compliance, quality assurance, and above all, the safety of vehicle repairs, a bonding log and working sample must be completed and documented for all relevant operations.
Vehicle-specific Workshop Manuals for all models will therefore include instructions for preparing and documenting a working sample, requirements for employee qualification, and the
mandatory completion of the bonding log. The bonding log serves as proof that the bonding procedure was performed correctly and reliably and must include the adhesive type, batch number, curing conditions, materials joined, surface preparation details, working sample results, process parameters, and a reference to the repair work description.
To perform bonding operations, employees must hold the following qualifications: Volkswagen Group Bonding Expert Certification, ISO 21368 Qualification, Volkswagen Group Steel or Aluminium Welding Qualification, recognised for personnel performing welding and bonding operations. Training modules include both theoretical and practical final tests required for certification, and only qualified personnel may perform and document bonding operations.
The bonding log has been agreed upon across Volkswagen Group brands, and compliance is mandatory for all workshops performing bonding operations. Workshop staff must complete the required bonding expert training and welding qualification, update workshop procedures to include bonding log documentation, and verify that all bonding operations are performed exclusively by qualified personnel. These measures are essential to guarantee that every repair meets the highest standards of safety and reliability for the vehicles and their occupants.'
The Bottom Line
This bulletin establishes bonding as a highly controlled, safety-critical process, requiring:
• ISO-aligned certification• Strict technician qualification
• Full documentation and traceability (bonding logs)
• Detailed recording of adhesive use and application conditions
• A strong focus on safety, ensuring every bonded repair protects vehicle structural integrity and occupant safety
All of which are essential to ensure safe, reliable, and compliant vehicle repairs.
All types of repairs may be required to be logged, including windscreen replacements, bonding and welding repairs. As set by the manufacturers, the levels of training and record-keeping are very high, as outlined in the bulletin.
It is worth noting that EMD has never sought to control all repairs for all VW and Audi vehicles. They are, however, very serious about having all structural and bonding repairs carried out in one of their approved collision repair facilities. This is done to protect everyone in the chain of control during a structural or bonding repair. An incorrect repair can void the body warranty for the area of the vehicle that was repaired and pose an added risk of an unsafe repair. It is important to note that EMD have always wanted VW and Audi repair procedures to be available to everyone. This is done by allowing collision repair businesses to use the Erwin platform. Mason added that it is important to know that Erwin is not live and that the repair procedures may not include the most current VW and Audi repair techniques and requirements.
Another area of awareness for the wider industry is EMD’s involvement in annual insurance summits, where the EMD and ABE teams demonstrate the latest repair techniques, equipment requirements, construction and repair materials, and why these parts of the repair process are constantly changing, and the investment needed to keep up. The time required to complete safe and manufacturer-compliant repairs is always a focus in their presentations.
If you are looking to keep your business well-positioned to stay current in this fast-moving world, continual training is essential. I-CAR New Zealand and its excellent Academy in Auckland will still offer shops what they need to stay abreast of most of the many manufacturers represented in New Zealand and the countless models available. If you decide to go down the manufacturer-specific route, be prepared for a significant investment, as with any investment, it is ok to generate a return on that investment.
This article featured in our recent May/June issue of Paneltalk. If you want to read this, or any other article online, please head on over to our website 🔗 https://paneltalk.co.nz/issues/
Here you can also view all our past issues dating back to 2015 :)
