December 2021 - 31

chassis alignment equipment companies
are getting into the ADAS calibration
tool market. Some aftermarket
stand-alone ADAS calibration systems
(i.e., Autel) can adjust the height of
their target frame arms (and tool calibration
software) to accommodate the
raised height of the vehicle WHILE
parked on an alignment rack.
The second consideration is weighing
OEM vs. aftermarket ADAS calibrations.
Some deem this a modern-day
Hatfields vs. McCoys. While the OEM vs.
aftermarket parts, info, and equipment
debate is nothing new to our profession,
ADAS has heated this feud. In the ADAS
calibration debate, the " McCoys " cite the
obvious; we've been using aftermarket
tools to work on other safety systems for
decades without the auto repair field turning
into a disaster akin to the bankrupt
asbestos industry. The OEM " Hatfields "
cite multimillion-dollar lawsuits being
filed (and won) by victims of accidents
blamed on non-OEM service procedures.
A Texas couple suffered severe injuries in
2013 after a near-fatal crash and resulting
fire. Their attorney was able to put 75
percent of the blame on an OEM dealer's
collision center for using non-OEM body
repair procedures on the vehicle before the
couple purchased their used vehicle. The
couple was unaware of the previous body
damage when purchasing the vehicle from
the dealer.
On the previous collision repair, the
OEM recommended the roof of the vehicle
be welded in place. The insurance company
paying for the prior owner's repair
would only pay for the roof to be glued
on, so that's what the collision shop
did. The result was the roof collapsing,
which in turn caused other even more
serious damage during the collision,
resulting in a fire. The driver causing
the head-on crash was only 25 percent
to blame, according to the jury. Proof
and blame don't always align perfectly in
the courtroom.
READY TO GIVE UP ON ADAS? DON'T!
If your business has a large volume of
GM, Ford, and some FCA vehicles, complicated
(and expensive) ADAS static
calibration equipment is not required in
many cases for the forward (windshield
mounted) camera and long-range radar
sensor (i.e., adaptive cruise control). Cameras
in the outside rearview mirrors used
for " around view " (a.k.a. surround view/
bird's eye view) may still require camera
targets (visual pattern target mats) positioned
at specified distances from each
side of the vehicle for static calibrations.
Some Honda and Subaru models may
also require both static (in the shop) and
dynamic (on a road test) calibration procedures
on their ADAS sensors. Toyotas
are coming standard with ADAS systems
these days and require static calibrations
on their camera and radar sensors. Their
factory calibration equipment is not overly
expensive and any J2534 programmer will
work well with a Toyota factory scan tool
software (TechStream Lite) subscription.
CHASSIS ALIGNMENT
Many OEMs advise performing an ADAS
calibration if a chassis alignment changes
the vehicle's ride height. All OEMs (that
I'm aware of) stipulate the thrust angle
must be correct (no dog tracking) before
performing an ADAS calibration. This
makes total sense even if the steering
wheel is not visibly off-center while driving
straight. ADAS radar and camera sensor
static calibrations rely on their targets
being placed in exact positions relative to
where the vehicle will be moving.
Why go to the trouble of lining up the
exact center of the front and rear of the
vehicle in your ADAS calibration if that center
line is not where the vehicle's camera and
radar sensors will be looking? On vehicles
with negative thrust, the vehicles' sensors
will be looking toward the right instead of
the vehicle your customer is following.
* The static calibration completes/passes on
the scan tool, but the process was flawed.
* The OEM static calibration angle
specifications state 2-3 degrees of
sensor offset is acceptable, but the
vehicle says " no " regarding the calibration
process. In other words, the actual
calibration process displays " fail " on
the scan tool. If we had a preference
between these two problems, most
of us would rather fail a calibration
that is more particular than the OEM
numbers than have a calibration that
says " successful " but is flawed.
According to Dirk Fuchs, ADAS
instructor for I-CAR, thrust lines that
are off or ADAS sensor calibrations that
are 1 degree off equate the potential for
up to a 1.5-meter lateral miscalculation
at 100 meters of distance between your
customers' vehicle and another vehicle.
The result might be a false ADAS intervention
(vehicle braking/stopping for no
reason) or worse yet, an accident.
ADAS CONFIDENCE
Confidence is not just a software level
in an ADAS system. Confidence is
another human side of the ADAS equation.
Overall, ADAS features input far
more positive variables into our customers'
safe driving experience than
negative ones.
As repair techs, we mostly deal with
broken vehicles and vehicle abuses. We
rarely hear the positive side of vehicle
safety systems - the injuries avoided and
lives saved.
The worst thing the repair industry
can do is to become a negative factor
in the ADAS equation. Going forward,
we must continue our education on
the subject, carefully research (and
purchase) quality calibration equipment,
document every process involved
and follow every instruction from
the vehicle manufacturer whenever
performing calibrations.
Dave Hobbs is senior technical trainer
and curriculum developer for Delphi Technologies
Aftermarket at BorgWarner Inc.
VehicleServicePros.com DECEMBER 2021 PROFESSIONAL TOOL & EQUIPMENT NEWS 31
http://www.VehicleServicePros.com
December 2021

Table of Contents for the Digital Edition of December 2021
