Overcoming potential ADAS issues during the refinishing process.

Within the last decade, Advanced Driver Assist System (ADAS) features have become mainstream on almost every passenger vehicle. From adaptive cruise control to lane departure warning, cross traffic alert, active braking and parking assist, these features have added cost and complexity not only in the manufacturing process but also when vehicles need collision repairs following crashes.

And when performing collision repairs, ADAS functions need to be-recalibrated to ensure they’re working properly before the vehicle is delivered back to the customer.

Integral part of the process

Yet when performing repairs today, there are some things to consider. Firstly, and as Domenic Prochilo, Vice President, Simplicity Car Care notes, that collision centres need to ensure that ADAS calibrations are an integral part of the repair process. “Waiting for an indicator, or a malfunction of a sensor or camera before performing a calibration is no longer enough,” Prochilo explains. “Adding calibrations to a consistent process, no matter the year, make and model of vehicle is a must today.”

He also notes that following OEM repair procedures is also becoming increasingly important, and the Simplicity Car Care network has been actively focused on shops obtaining OEM Certification requirements for performing repairs. Prochilo explains that even mainstream vehicle manufacturers have been actively working on the ability to perform dynamic ADAS calibrations directly from the vehicle’s ECU. “We’re in for some very interesting times ahead,” he says.

Refinish considerations

One aspect of the repair process that’s already seeing some major developments is refinishing, particularly as it relates to coatings and their compatibility with ADAS sensors and cameras.

“Automotive paint properties such as reflectivity, glossiness, and colour, can affect the behaviour of light when it strikes the vehicle’s surfaces,” explains Brad Kruhlak, Technical Manager, AkzoNobel Automotive & Specialty Coatings. He notes that this optical interference can potentially impact both the accuracy and reliability of ADAS sensors because they rely on a clear and unobstructed view in order to function properly.

This issue has gained prominence over the last several years, particularly as the adoption of ADAS systems has accelerated, notes Jeff Brown, General Manager Don-Mor Automotive Group (CARSTAR).

“Collision centres need to take the time to research OEM procedures,” says Brown, including leveraging tools via the OEM portal and other solutions such as via ALLDATA’s Collision platform.

Over application

Issues with ADAS systems often arise when, during the repair process, technicians over apply primers or topcoats, and/or perform repairs using reinforcement tape, fillers or staples. Additionally, notes Brad Kruhlak, the growth in nitrogen plastic welding of crash parts such as bumper covers also bring their own set of issues. “Plastic welding can adversely affect the performance and operation of ADAS systems,” he says, particularly when it comes to items such as radar-based sensors that pass signals through the bumper cover such as those used for blind-spot or cross-traffic alert monitoring. Additionally, pneumatic sensors, such as those that are located behind the front bumper or grille assembly and pop the hood in the event of a pedestrian collision can also cause issues and in most cases, OEMs recommend replacing instead of repairing bumper covers that incorporate radar or pneumatic based sensors.

OEM guidelines

As for the coatings themselves, OEMs can have maximum film thickness guidelines or replacement rules, since besides reflectivity, pigmentation and sheen, the depth of the paint itself can also hinder sensor operation.

It’s one reason why, coatings manufacturers such as AkzoNobel have been working closely with OEMs to create new radar transparent formulas, that are specifically designed to mitigate these issues when being applied during the refinishing stage of the repair. As time and technology advances, more of these advanced coatings are being introduced, giving collision centres more options when it comes to properly repairing and refinishing vehicles without negatively impacting ADAS functionality.

Education matters

The key though, is education. That’s why it is essential for collision centres and their technicians to stay current when it comes to OEM procedures and why ongoing training is so important. “Manufacturer repair guidelines can differ from model to model,” Brad Kruhlak explains, additionally, OEMs can introduce running changes during the course of a model year meaning you can have two vehicles that appear the same, but with different build dates and different OEM repair procedures required. This is why it’s so important for shops and technicians to ensure they are up to date when it comes to repair procedures on each vehicle.

Besides OEM training, paint manufacturers such as AkzoNobel also provide e-learning modules and their own training to enhance repair technicians’ knowledge and skill sets, including understanding the latest developments in radar transparent technology, and colour formula searching processes.

Challenges in ADAS repairs

For many collision repairers, the last few years have almost seemed like a perfect storm. COVID-19 era lockdowns caused repair volumes to plummet, leading to shops losing staff, either through furloughs, retirements, redundancies or people choosing to go elsewhere or try different professions. At the same time, vehicle technology continued to advance at an exponential rate and OEMs continued to gain more of a foothold in the collision repair process. Fast forward to today, and we’re in a situation where repair volumes have been steadily increasing, but for many shops, staff shortages and capacity remain an ongoing issue. Furthermore, backordered parts continue to persist creating a unique and often very challenging operating environment.

As far as ADAS calibrations, cosmetic repairs and refinish is concerned, many collision centres are still leaving both money and opportunity on the table. Data from Mitchell International reveals that only around 15% of vehicle claims in North America currently include ADAS calibrations. Furthermore, the space and cost required to perform static ADAS calibrations in house, is also proving a challenge, but as Domenic Prochilo at Simplicity Car Care notes, savvy collision centres understand that making the investment upfront today, will reap big rewards down the road, especially as demand for these calibrations continues to grow.  Other issues concern planning and communication.

The paint department can often prove a bottleneck during the repair process, often because, as Brad Kruhlak notes, “paint departments wait until the last minute to verify the colour and products needed to refinish the vehicle.” There is also a tendency for technicians to hold onto old and outdated practices which can add further delays, fueled by the need to conduct ADAS calibrations as well. “There are tons of new innovations and technologies available that need to be utilized,” explains Jeff Brown at Don-Mor Automotive Group. With products such as UV primers now widely available, paint booth and prep work can take significantly less time, freeing up more to perform proper ADAS calibrations. “Coating and sanding now often take five minutes or less,” says Brown. Additionally, by including the paint department as part of the repair planning process from the very beginning, costly delays and lost production can much more easily be avoided.