december2021 - 49

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 multimilliondollar
lawsuits being filed (and won)
by victims of accidents blamed on nonOEM
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% of the blame
on an OEM dealer's collision center for using nonOEM
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 headon
crash was only 25% 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)
Traditional carpentry tools
such as a plumb bob and a
tape measure can be used
in ADAS calibration set-up
procedures.
Static calibration on this Delphi
(now Aptiv) long-range radar for
Ford's ACC can be achieved via a
common carpenter's level.
Vehicle
manufacturers
have amassed a
very large variety of camera
calibration targets. Pictured
is an OEM camera target for
Honda static calibrations.
calibration procedures on their ADAS sensors. Toyotas
are coming standard with ADAS 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
Advanced carpentry tools such
as laser distance finders can
increase efficiency in OEM style
geometric static calibrations.
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, I-CAR ADAS instructor,
off thrust lines 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. 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
A static calibration can also be completed more
easily with a modern digital angle gauge. Turn
a screw and adjust the ACC radar module's
vertical aim.
A dynamic calibration is performed (road test
with scan tool) to teach the sensor to adapt and
function properly. This is Chrysler Pacifica's ACC
radar sensor.
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.
December 2021 | FleetMaintenance.com
49
http://www.FleetMaintenance.com
december2021

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