How Can the Industry Create Greater Stability in ADAS Repairs?

with Mike Anderson

This month, we “Ask Mike” to share his thoughts on how the industry can better ensure consistency and accuracy in ADAS repairs. We at Hammer & Dolly hope you find the following exchange useful, and we encourage you to reach out to us if you have a question for Mike on this or any industry-related matter that he can answer in a future issue.

Hammer & Dolly: This month, I’d like to tackle the topic of creating stability in the changing ADAS segment of repair. To do that, we should probably frame our conversation around what’s causing instability. What are the most significant problem areas you’re seeing with this particular procedure?

Mike Anderson: First and foremost, most of the industry isn’t doing ADAS properly. We still see people doing it in parking lots, doing it without the right equipment or not knowing how to do a proper calibration or even how to prep the vehicle before that point. Simple things, like making sure the gas tank is full and verifying tire pressures, aren’t being done. We also see reports of third-party software suggesting calibrations that weren’t needed or not identifying calibrations that were needed. Software can streamline the process, but you still need to research the OEM repair procedures on every vehicle. I still see many estimates that don’t include calibrations. For example, I recently saw one for a Toyota Prius that didn’t have any calibrations.

I’m deeply concerned about the industry’s response to ADAS. There are people performing calibrations who are not properly trained. Although I do welcome third-party software because it provides a marginal benefit, we can’t just assume it’s going to be accurate all the time. That software shouldn’t be considered the end-all, be-all until it gets better. Again, people are overlooking the simple things, like thinking they can perform a calibration in a parking lot or on an uneven floor in the shop. 

A lot of shops are slow right now, and people in the industry wonder why. I saw some data recently that said automatic emergency braking reduces front-to-rear collisions by 50 percent and blind spot monitors decrease lane-change accidents by 27 percent. ADAS is absolutely impacting accident frequency. It does work, so we must make sure that it’s done properly. At the same time, software companies have a moral obligation to do a better job of vetting their products to make sure they’re accurate. If insurers want to mandate the use of that software, they also have an obligation to set up some kind of feedback hotline to receive updates on what’s wrong with the software and put pressure on those companies. 

H&D: On the flipside, there are shops that have been very proactive with ADAS, going as far as to create secondary businesses and locations for that purpose. What are some oversights or pain points you’re seeing even those businesses face?

MA: There’s a considerable need for training across the board. I-CAR and a few of the EV OEMs offer classes. OEMs need to make more collision-specific ADAS classes available as well as hands-on training on how to utilize their OEM scan tools

Using proper scan tools and performing test drives under the proper conditions are also important. If a blind spot monitor doesn’t activate until the vehicle reaches a certain MPH, then it makes sense to test drive that vehicle at that MPH. If the vehicle has a backup camera, you’ll need to test drive that vehicle in reverse below a certain MPH. People are not test-driving vehicles under the correct setting conditions to ensure those ADAS components activate properly. The lack of knowledge and awareness in that area is concerning. 

H&D: It’s also concerning that we’re still having this conversation after so many years. Why is this procedure so challenging for the industry to embrace? Is it just about getting paid for it? Does it come down to shops not wanting to invest in equipment? Why are we still kicking the ball around on this topic?

MA: When ADAS rolled out, shops looked at it as a profit center and jumped into it without the proper training. There still isn’t adequate training available; certain classes are only available to certified shops. 

First, shops need to identify what repair operations will require an ADAS calibration(s), know how to identify the ADAS components in every vehicle that comes in, understand the required calibrations and necessary vehicle prep and have the correct tooling, equipment and space. From there, they must perform the calibration correctly, understanding the conditions needed to complete the process. There are so many steps to ADAS that no one has really come up with a standard for what the workflow should be. 

H&D: What are some potential challenges you’re seeing with ADAS in the future?

MA: ADAS is going to become more prevalent, and the days of the Wild West are over. Obviously, insurers are attempting to rein in the pricing piece and control costs. However, if you’re trying to control costs based on people who are doing it wrong, that’s not the right approach to take. The process needs to be validated in collaboration with the OEMs to ensure that whatever the insurers are going to pay is based on the procedure being performed properly – and that includes test drives and everything else. 

Want more? Check out the October 2025 issue of Hammer & Dolly!