The motor body repair sector is undergoing rapid transformation as vehicle technology advances at an extraordinary pace.
New construction materials, increasingly sophisticated safety and driver assistance systems and evolving manufacturer repair protocols have reshaped the skills required in workshops across South Africa and internationally. While workshops have adapted to these demands, elements of the formal training curriculum have struggled to keep up.
According to Juan Hanekom, National Director of the South African Motor Body Repairers’ Association (SAMBRA), this misalignment places strain on repairers, OEMs and training institutions. “The skills required in a modern repair environment are significantly more advanced than they were even a decade ago. We are working with high strength steels, aluminium, composite materials and complex electronic systems that demand precision and specialised knowledge,” says Hanekom. He adds that although industry led training has helped fill some gaps, “this cannot replace a robust, up to date core qualification”.
SAMBRA has therefore initiated a formal review of the existing Panel Beater curriculum and the linked External Assessment Standard (EAS). The curriculum forms the backbone of accredited training, while the EAS defines the minimum national benchmark for assessing final trade competency. The organisation’s Eastern Cape Committee has taken a leading role by scrutinising current modules, identifying outdated content and recommending new competencies that better reflect the realities of modern repair work.
“Their contribution ensures that this review is practical, not theoretical,” Hanekom explains. Committee members have highlighted pressure areas such as structural repair procedures for advanced materials and the need for technicians to understand the implications of integrated driver assistance systems.
This initiative aligns with global concerns about technician readiness. In the United Kingdom, for example, the Institute of the Motor Industry has reported significant shortages of technicians qualified to work on ADAS equipped vehicles. Only 4 percent of the UK technician workforce currently holds ADAS related TechSafe qualifications even though more than one in four UK vehicles already features Level 2 autonomy, with this expected to rise to around two in five by the late 2020s. Likewise, a 2025 UK labour analysis identified ongoing shortages in vehicle body repair roles, with median salaries for body builders and repairers rising by 24 percent over two years due to demand for specialised skills.
These international trends reinforce SAMBRA’s view that the sector must future proof the trade. By embedding emerging skills directly into the formal qualification, the industry reduces reliance on fragmented supplementary training and promotes a consistent national standard. This is especially important given global findings that increasing vehicle complexity, an ageing workforce and competition from other industries are widening the technician skills gap across repair sectors.
“This process reflects an industry that is taking responsibility for its own standards,” says Hanekom. He notes that SAMBRA is working collaboratively with merSETA and other partners but that the momentum is being driven from within the trade itself.
SAMBRA is calling on all members to participate actively in the review process. Industry feedback will be critical in ensuring that the updated curriculum strengthens repair quality, supports road safety and sustains the long-term relevance of the profession.
“When we strengthen the qualification, we strengthen the entire value chain,” Hanekom concludes. “Ultimately, this is about safer vehicles on our roads, better equipped repairers in our workshops and a trade that remains respected, relevant and resilient into the future.”
