I was recently discussing with the owner of Mobile Auto Solutions (MAS) Kevin DiVito, about how a year ago post-repair scans were a needed part of the repair process. Yet today, with all the Advanced Driver Assistance System (ADAS) calibrations we do on a daily basis, the post-repair scan is only a small part of the process and really should be part of the final stages of the repair. Let's discuss why and how the changes in the repair process have occurred and how the shop, insurance companies and the insured hopefully will have a paradigm shift in what it takes to put a safe vehicle back on the road after a loss.
First, let’s discuss malfunction indicator lights vs. codes. I think that most shops — and maybe people in general — think that no lights means no problems or codes. This is one of the reasons post-repair scans gained popularity with some shops. They use the post-repair scan as a type of insurance to show customers and the insurance company that the vehicle has been repaired to the best of their ability. I believe they also know that if the vehicle leaves with no codes and does end up coming back, the diagnostic trouble codes (DTCs) stored will likely provide some diagnostic direction.
With ADAS becoming so popular, the idea of no lights equals no problems needs to be reconsidered. When removing, inspecting and/or replacing an ADAS component or its mounting, for example a windshield, most manufactures require the system be calibrated. Many times there will not be a malfunction indicator lamp or DTC associated with the repair. I’ve been in shops that think that performing a remove and install for a repair does not require the component to be calibrated. When I come across this type of conversation, I try to make them aware of why it is in their best interest to perform the calibration. The first part of this talk is “I don’t make the rules.” It does not matter if I agree or disagree with the manufacturer's procedure. What matters is that the OEM has put a procedure in place to keep the system operating correctly and to prevent any issues that could develop from not performing the procedure.
While not truly an ADAS element, Honda Lanewatch is a great visual example of how performing a calibration without the proper tooling may cause serious problems. Each image has a description of what is being performed. What I would like you to consider is the change that occurs between the OEM aiming and aiming performed using a method not approved by the manufacturer.
Figure 1 is what will be seen whenever a Lanewatch camera is replaced. This does not only mean that calibration is required upon replacement, but any time a mirror is removed, calibration is required. Figure 2 is the first part of the aiming process. At this point, Figure 3 shows the technician placing a target commonly used by people that have watched YouTube videos on how to calibrate the camera. Figure 4 shows that the calibration has been completed successfully. Figures 5 and 6 show what the completed calibration looks like on the vehicle display. In Figure 7, the technician has placed the OEM target and is showing what the image looks like through the video monitor with the previous aiming. Figure 8 shows how the distance lines change after aiming completes using the properly placed OEM target.
Looking at the difference between Figures 7 and 8 with the camera only looking about 10-12e feet back, please consider what can happen if the wrong method or untrained technician performs an ADAS calibration such as lane keep assist system (LKAS) or adaptive cruise control (ACC). These systems can be looking close to 200 yards down the road. Consider this — you're going somewhere and you're off course by just one degree, at a distance of one foot, you'll miss your target by 0.2 inches. What about as you get farther out? After 100 yards, you'll be off by 5.2 feet. This is a very simplistic example of walking a line that is off by a degree. With ADAS, the systems are looking at lines in the road, vehicles ahead and on the side while traveling down that path at 40 mph (most lane keep systems don’t operate at speeds less than this) or more. If a system is off by a degree to high or low and a degree side to side, the system may operate but could have catastrophic consequences.
Using the procedures laid out by the OEM you can take into consideration the time, cost, tool, information and space requirement to perform these procedures. Moving right along, we can address the question of what is required to get the job done. I have worked with a fair number of shops that have attended ADAS classes. I’ve attended some myself. What I can tell you with certainty is these classes have truth and fiction in them. The problem for an instructor trying to put one of these classes together is the amount of time available and the number of systems that can be covered in a class. Considering that an OEM can change the procedure from model to model and year to year, most instructors don’t have the time to cover all the different systems.
To be considerate of time and maintaining the audience's interest, it is easier to build and present a class that addresses the technology in a general manner. I’m not saying don’t go to one of these classes or that they are not good. I’m saying that now that you have some understanding, it’s time to consider going to more classes and reading more articles. As you do this, you should start seeing some contradictions. When you are at a class or read an article that contradicts what you’ve learned before, that is the time to ask questions to the person making the statement. Trainers and those writing articles need to be challenged. The conversation will hopefully lead to a more complete understanding, maybe by both parties.
I was recently at a shop that requested MAS service on a Lexus that had been in a front-end collision. This model had all the bells and whistles. The windshield replacement required that the lane keep system to be calibrated. The ACC (adaptive cruise control) module was replaced requiring another calibration but that is not where it ended. Having Lexus intelligent clearance sonar means if the bumper or sensor is replaced, one more calibration is needed. Three calibrations for this Lexus was a supplement I’m sure nobody was prepared for. Is your shop applying the knowledge from classes when the vehicle is in the estimating process or towards the delivery end? Having a sense of what is needed during the estimating process is going to help with unwanted supplements and help with cycle time.
Considering Toyota is installing collision prevention on Corollas, it’s time to get in front of the issues these systems are presenting. In my opinion, the best way to do this is to start with a pre-scan. Having a technician or company that is trained to use the diagnostic information and have understanding of what types of disassembly the repair will require should allow the estimator to include any calibrations needed into the repair estimate. Hopefully, whoever is tasked with any needed calibrations will also include a post-repair vehicle scan.
