Industry Insight with John Yoswick
—John Yoswick is a freelance writer based in Portland, Oregon who has been writing about the automotive industry since 1988. He is the editor of the weekly CRASH Network (for a free 4-week trial subscription, visit www.CrashNetwork.com). Contact him by email at jyoswick@SpiritOne.com.
Remote Scanning Companies Foresee More ADAS Calibrations for Auto Body Shops in the Future
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Nick Dominato, a senior vice presi- collision.” Honda in 2017 called for caldent at asTech, said he believes collision repairers should be prepared ibration of camera or radar units with Ed Attanasio for automakers to broaden their when they had been removed or ADAS calibration requirements. replaced, after a front-end collision “Because the automakers un- or when doors were adjusted or derstand that vehicles are being mar- replaced. By 2021, those requireketed, sold, driven and experienced ments had been broadened to call via those advanced driver assistance for calibrations after a windshield is features, and it’swith important for safe- removed or replaced, and after any Ed Attanasio ty and the customer experience that structural body repair. those things work after a collision,” “Again, moving from a narrowDominato said during a CIECA er calibration requirement of only webcast in January. when you touch the sensors, to these He said OEM service informa- broader calibration requirements tion that may have initially called that reflect the concern that a sensor for calibration only after a sensor might have been jolted or shifted or with Ed Attanasio is removed or replaced, for exam- moved,” Dominato said. ple, now may say—as in the case of He was asked if he foresees Nissan—that radar sensors must be automakers shifting toward more calibrated “after any repair situation self-calibrating systems. He said to the front of the vehicle that would most sensors have some self-calicause the radar with sensor Ed to beAttanasio shifted, bration capability, but that post-colremoved, reinstalled or jolted in the lision calibrations are not likely to
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go away. “A sensor may be able to compensate for mechanical wear and tear, settling of the suspension, or some bumper warping as a result of cold winters or hot summers, things of that nature,” he said. “But when we’re talking about a quarter panel that’s being replaced, or an impact bar that’s smashed as a result of a front-end collision, I don’t think the technology is ever going to get to a place where it can completely self-calibrate.” During another industry event, Eric Newell, vice president of business development at AirPro Diagnostics, said he believes how calibrations are performed may change. “I’m from Chicago. Dynamic calibrations are very difficult come this time of year because of snow, inclement weather,” Newell said at
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an SCRS Repairer Driven Education session during the SEMA Show in Las Vegas. “And the OEMs are seeing it. We’ve had discussions with Tier 1 vendors and OEMs. So we’re predicting that there’s going to be a shift toward more static calibrations as time goes on.” Newell also discussed what to consider before a collision repair business equips to perform calibrations. If you expect to do retail work for other shops in addition to internal work, Newell said, it may be preferable to set up a calibration center off-site, with a different name, potentially as an LLC or separate business structure, to avoid other shops not wanting to send work to a “competitor.” “If you’re Newell’s Autobody, I probably wouldn’t name it Newell’s Calibration,” he said. An off-site facility also gives
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