LAKE MARY, Fla. — Marc Michaud of Fort Myers, Fla., has been teaching automotive repair since 1987. "We could keep on teaching what we've been teaching for the past 40 years," says the instructor at the Lee County High Tech Center, "or we can learn how to fix the cars that are being built today, and will be built tomorrow. That's why we're here."

"Here" is the new $10.5 million Professional Automotive Training Center at the Seminole State College, just northeast of Orlando, Fla. And the event: July's 2010 North American Council of Automotive Teachers, which attracted more than 350 automotive instructors from as far away as Guam, and all across Canada — where, incidentally, this seminar will be held in 2011.

There was a trade show at a nearby hotel, but the attendees were here for the seminars — 134 of them, ranging from "The Things They Never Told You About Relay Circuits," to "Using Diagnostic Repair Scenarios to Address NATEF's e-Learning Standard II," to the not-so-succinct "You Are Teaching the Wrong Stuff When It Comes to Preventative Maintenance As It Pertains to Accessory Drive Belt Systems."

In its 41-year history, the July conference was the organization's largest gathering of automotive instructors yet.

So what? So this: These are the people who will be teaching the people who will fix your cars and trucks. And man, it isn't as easy as it used to be.

"Technology is almost outpacing the rate we can train the individuals who are out in the field right now," said Mark Davis, chairman of Seminole State's auto training program. "Here, we're exposing teachers to the newest in technology, as well as the latest in teaching techniques. Some of the top experts in their field are updating us with 'now' technology. It's moving so fast — hybrids, plug-in hybrids, pure electric vehicles, new diesel technology ... "

Indeed, hybrids and electric vehicles were a large part of the program: A General Motors engineer taught "The Electrification of the Automobile, Featuring the Chevrolet Volt," GM's plug-in hybrid that hits the market later this year, as well as more general seminars on electric power.

As if the present isn't complicated enough. Today's mechanics — unless they confine themselves to the most basic types of maintenance, such as fluid changes and tire service — have to train constantly to keep up with the latest technology. Sometimes, the auto manufacturers don't make it particularly easy on independent mechanics to access that information, which makes model-specific seminars like the "Chrysler Pentastar 3.6-Liter Engine Overview" taught by a Chrysler Academy School of Technical Training instructor, and "BMW: New Engine Tech," taught by factory certified experts, so valuable.

Are we getting to the point, then, where the average general mechanic will no longer be able to work on new vehicles? Not quite, and not yet, said Jim Cox, a veteran instructor and a board member of the North American Council of Automotive Teachers, and an organizer of the conference.

"Years ago, when Cadillac came out with the Northstar engine with variable valve timing, a very, very influential person wrote, 'There are no mechanics out there who can fix this car.' I brought all the technical information on the system into the classroom, and we went over it — sure, it was complicated, with various solenoids and switches, but it's all related. And we proved then it's fixable.

"But there are people who think we are getting beyond the technician," Cox said. "The difference is training. The ones who stop training are the ones who can't even do a good brake job on some of the new vehicles."

Hence the seminar "21st Century Brake Rotor Service." And "Hybrid Inverters and Recuperative Braking Controls" — that one covering the technology regarding the brakes on hybrid and electric vehicles, which actually act like little electric generators, helping recharge the battery pack.

What he has learned here "is invaluable," Michaud said. "I've never been to one of these before, and I'm already trying to figure out how I can get to next's year's conference in Winnipeg."

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DIY CAR MAINTENANCE:

There's no argument: Cars and trucks are getting more complicated. It's to the point where any professional mechanic who doesn't want to fall behind has to undergo frequent training, not only on general procedures, but on repairs that are specific to certain makes and models.

That makes it increasingly tough to do your own maintenance. But a novice can still handle several tasks. Here are a few, and some sources for helpful how-to information:

—Tires: Of all the minor maintenance you do on your vehicle, at the absolute top of your list should be checking, and maintaining, your tire pressures. Proper pressure recommendations are found in the owner's manual, not on the tire, which typically just lists the maximum allowable pressure. The wrong pressure can severely shorten tire life, can cause excessive heat buildup — which can result in a blowout — and can cut fuel mileage.

Check your tires' pressure at least once a month, and while you are down there, look for wear — both normal (the tire is wearing evenly across the tread) or abnormal (certain parts of the tire seem to be wearing more than others. If you see that, consult a professional). You'll need a gauge, preferably a good digital one, available from any auto parts store.

—Changing oil: Even this isn't as easy as it used to be. I changed my own oil for years, but we now own a car that requires a special tool to reach the filter. It's so much trouble that I've admitted defeat and let the dealer do it. On most vehicles, though, it still comes under a do-it-yourself heading.

—Changing a car battery: This one isn't as easy as it used to be (though it took a search party to find the battery in my old Chevrolet Corvette). Batteries can be located in several different places, as designers search for optimum weight placement, cooling and the best use of available space.

Your owner's manual should help you locate it, if it isn't in plain sight, like batteries used to be. Keep in mind, if you are buying a new battery, many sales outlets offer free installation. Keep in mind, too, that with some vehicles, disconnecting the battery can cause the radio to lose its "code," which is an anti-theft measure. The code must be programmed back into the radio after the change, discouraging a thief who presumably knows that your radio is coded before he steals it.

As with any mechanical undertaking, be careful, and if you think you're getting in over your head, get some help.