As collision repair diagnostics and Advanced Driver Assistance Systems (ADAS) continue to take center stage in the collision repair industry, there has been a lot of conversation around OEM position statements, pre-scanning and post-scanning. We are also, finally, starting to hear conversations around post-repair calibration and aiming. One topic we’re not hearing nearly as much about is how to determine if a vehicle is equipped with ADAS and the damage analysis process for identifying if there is damage to one, or more, of these systems.
Terms to Know
Each OEM has different names for the various ADAS on today’s vehicles. To address this, I-CAR published a Vehicle System Definitions page on its Repairability Technical Support (RTS) website (ABRN.com/VSD). On this page, I-CAR identified each system by an industry-accepted name and broke down the basic operation of each system. Understanding these terms is critical to understanding how a particular system is supposed to be functioning, which will help with the entire repair process.
Driver convenience systems also go by many names: auto up and down windows, automatic liftgates, automatic climate controls, navigation and automatic sunroof to name a few. These systems also require an awareness of how the system is supposed to function to ensure that it is in the proper working order after repairs.
Damage analysis process
Once you have an understanding of the ADAS terms, the next step is the actual damage analysis process and understanding which systems are on the vehicle being analyzed. Your first stop should be the OEM Calibration Requirements Search tool. This search tool will allow you to identify which system(s) a particular make/model might be equipped with. More information on this tool will be covered later in this article.
To create the best practice around identifying and analyzing potential damage to ADAS, I-CAR and subject matter experts from vehicle makers, collision repairers, insurers and tool and equipment makers have been meeting to develop, update and publish a best practice on Damage Analysis for ADAS Identification and Calibration Requirements.
Once you’ve identified which options the vehicle might be equipped with, you’ll need to determine which, if any, of those systems the vehicle you’re analyzing has. There are several ways to approach this step, including looking for visual indicators that can be used to identify ADAS-equipped vehicles. Look inside the vehicle for enable/disable switches for many of these systems (Figure 1). With some time and experience, you’ll soon be able to quickly identify if a vehicle is equipped with lane keep assist, adaptive cruise control or other ADAS.
Another way to identify the presence of ADAS is to use a factory scan tool. Oftentimes, an OEM scan tool will help identify all of the ADAS modules and build data for the vehicle you’re analyzing. A benefit of an OEM tool that will come in useful following and sometimes during collision repairs is that they can perform all program/scan/calibration/initializations. (NOTE: Aiming targets and driving the vehicle may still be required, in addition to the scan tool.) OEM scan tools will also have the most current model year information.
Another way to identify if the vehicle is equipped with ADAS is to use an aftermarket scan tool. Many of today’s aftermarket tools identify most modules on ADAS-equipped vehicles. However, they may not have coverage for the most current model year and sometimes will not be able to identify/communicate with all modules. A factor to consider if you’re actively involved with, or are interested in joining, an OEM repair network is that the OEMs don’t often test or approve aftermarket scan tools, and they may not be approved for a network program, if a scan tool is required. Several of the aftermarket scan tools can perform many program/scan/calibration/initialization procedures, but not all of them offer targets for the procedures (Figure 2). Unlike many of the aftermarket scan tools, a code reader will not have the capabilities to perform any program/scan/calibration/initializations.
Another possible way to identify which ADAS is on a vehicle is by using OEM repair information and VIN build data. Oftentimes build data will be available in the vehicle maker service information by inputting the VIN (Figure 3). Be aware that not all OEMs have build data in non-dealership information and that not all OEM build data terms mirror repair information terms. Instead, some will have a sales designation for an ADAS that does not match the name in the repair information. As an example, we researched the build data and found that on a Ford F-150 equipped with adaptive cruise control, the service information refers to the system as “adaptive cruise control” and it is controlled by the cruise control module, frequently noted as “CCM” in the service information. However, when reviewing the build data, it’s listed as “ADP SPD CNT” and it’s grouped with “COLL MIT & FWD SNS” (collision mitigation and forward sensing). If you’re scanning the build data for “adaptive cruise control,” “CCM,” or “ACC,” you’re prone to miss it. Conversely if you search for the build data terms in the service information (Ford’s keyword search works excellent), you won’t likely find what you’re looking for.
Once you’ve identified the system(s) the vehicle is equipped with, a visual inspection of the sensors, cameras and/or wiring harnesses will help identify if there is likely damage with the system. If the vehicle has power, you may also want to check the dash for Malfunction Indicator Lamps (MILs). If there is an MIL illuminated, it’s an indication that there is likely some type of damage with the system. However, the lack of an MIL is NOT an indicator that there isn’t a system issue. Many of these systems do not illuminate an MIL. Also keep in mind that a message may appear on the infotainment screen indicating that a system is unavailable.
Following visual inspection, the next step in the process would be to perform a pre-scan to determine if there are any diagnostic trouble codes (DTCs) related to any of the ADAS. A pre-scan is defined as “a step in the damage analysis/blueprinting process used to identify errors, faults and/or damage related, and unrelated, to the collision. Pre-scanning is also done to capture DTCs. A pre-scan is not possible if the 12-volt electrical system and vehicle communication networks are disabled or cannot be maintained throughout the scan. If a pre-scan is not possible because of vehicle damage, it should be done as soon as repair progress allows it to be done safely.”
Diagnostic Trouble Codes (DTCs) do not identify which part needs to be replaced, rather DTCs are a piece of the diagnostic process that will lead a trained and qualified technician to the correct test to accurately diagnose the damage. Ensure that you have proper battery support when scanning. Although this process was developed to cover ADAS, the process can be applied to other electronic systems, such as restraints, adaptive lighting and other systems that may require calibration and/or aiming.
Following the pre-scan, the DTCs can be used, along with flow charts and part location diagrams, to determine if there is damage to one of these systems. The DTCs, along with the “collision advantage” and a customer consultation can be used to identify which DTCs are likely collision related and which DTCs are likely not related to the collision. Identifying likely and unlikely related DTCs can be a significant benefit for all parties involved in the process. Unrelated DTCs can be an upsell opportunity for the collision repair facility, while benefiting the insurer when the DTC isn’t part of the claim.
Once any damage is identified to one of these systems, you’ll want to determine if there will be any calibration or aiming required following repairs. Identifying calibration/aiming requirements during the damage analysis/blueprinting process is important to develop a solid repair plan. Some of the calibration/aiming procedures will require a scan tool, a test drive, and/or special tools and equipment. Proactively planning for these procedures can minimize delays in returning the vehicle to the customer. This will help with cycle time, customer satisfaction and may reduce rental car days. One noteworthy item here: even if the system isn’t damaged, it may have to be aimed/calibrated following repairs if adjacent parts are removed or replaced.
To help identify when calibration or aiming is required, I-CAR invested thousands of hours to develop the industry’s first OEM Calibration Requirements Search tool. This search tool can be accessed from the I-CAR Repairability Technical Support (RTS) portal (Figure 4). This tool identifies ADAS options on many of today’s late-model vehicles. The tool also lets users know which cameras and/or sensors provide input to the system, where they are located and whether DTCs or MILs will be present if there is a problem with the system. The search tool also lets users know which conditions necessitate a calibration or aiming procedure, if a scan tool is required, if other special tools are required, and whether a DTC or MIL will be set if the procedure isn’t completed, or if is completed improperly. As an example, on the aforementioned F-150, adaptive cruise control has a sensor located behind the front bumper that requires calibration if the sensor is removed (even if undamaged). The procedure for the sensor calibration/aiming also requires a scan tool and at least one special tool for the procedure.
The OEM Calibration Requirements Search tool does not include the actual procedures for the calibration/aiming. Access to OEM information is mandatory to perform post-repair calibration. A proper scan tool, special tools, and/or a test drive following OEM established parameters might also be required.
In addition to the ADAS, also pay close attention to many of the other driver convenience systems during the damage analysis process. Many of these systems also have calibration procedures that are required following repairs. Many of these systems will also have to be reset/initialized/programed if the battery has been disconnected or a part of the system has been disconnected or replaced.
Conclusion
As vehicle makers continue to expand the use of ADAS and driver convenience systems, the collision repair industry must adapt its approach to repairing these vehicles. The damage analysis and repair planning processes are the first step towards complete, safe, and quality repairs. An effective approach to these processes will also help improve cycle time and ensure that your customer’s vehicle is returned to the road with properly functioning systems.
