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Paul McCarthy Sees ‘Opportunity and Upside’ in ADAS
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By Counterman
In link hidden, please login to view, we gave leaders from the major distribution groups and trade associations an opportunity to reflect on the most critical issues affecting the automotive aftermarket. For the second year in a row, we let distribution leaders “riff” on these topics in their own words.
Here’s what Paul McCarthy, president and CEO of MEMA Aftermarket Suppliers, had to say about the ongoing battle to pass federal Right-to-Repair legislation.
We are in a historic moment for our industry. The REPAIR Act is the most important piece of aftermarket federal legislation since Magnuson-Moss in 1975.
If we don’t have the REPAIR Act, our research says that by 2035, $86 billion in consumer service choices will be thwarted by repair restrictions – and that number will grow quickly. Repairability isn’t just an automotive issue. It matters even more in the commercial-vehicle sector, where the information and access are needed to minimize downtime.
Government advocacy plays a crucial role in strengthening the automotive aftermarket. It’s an important activity that we can all participate in whether you have an “inside-the-beltway” background or just are passionate about our industry. By using our collective voices to highlight the significance of issues such as the Right to Repair movement, we support a thriving aftermarket sector that benefits consumers, ensures safety and fosters innovation.
And we have something that we can all believe in; the REPAIR Act is principle-based. We ask to continue what we’ve had – which is the ability to repair and maintain vehicles. What we advocate for is simple: the principles of consumer choice and free markets.
One of our key values is a commitment to safety. Aftermarket suppliers believe in safety, cybersecurity, trust, intellectual-property protection, privacy and cross-industry cooperation. And our industry has the technology and governance institutions to achieve all of this and repairability for consumers.
For example, the REPAIR act engages NHTSA to ensure repair safety and cybersecurity. As NHTSA pointed out in its vehicle cybersecurity guidelines, “ … Cybersecurity should not become a reason to justify limiting serviceability. Similarly, serviceability should not limit strong cybersecurity controls.” The REPAIR act ensures this.
Building relationships with elected officials is another powerful strategy. This summer, several of our members are engaging one-on-one with representatives at their facilities. These essential interactions ensure the industry’s voices are heard and cultivate government champions who can drive positive change on the aftermarket’s behalf.
I invite you to join MEMA’s and our industry’s advocacy efforts on repair access and other issues that are important to you. Your work and influence today will ensure a vibrant and prosperous aftermarket sector for years to come.
MEMA Aftermarket Suppliers
Founded: 1904 Headquarters: RTP, North Carolina (aftermarket); Washington, D.C. (government advocacy) Number of members: 375 aftermarket suppliers of the parts, tools, chemical and technologies that keep vehicles running safely and affordably across their lifecycle. Website: link hidden, please login to view The post
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By Counterman
Autel has released its 2023 ADAS calibration coverage for an extensive list of vehicle brands.
With the release, Autel has added a dynamic DTC-analysis feature to provide causes and solutions for ADAS-sensor and component faults, the company noted.
Available to all MaxiSYS tablet owners – MS906 Pro and higher, with active ADAS-calibration software subscriptions – calibration coverage expands to:
GM – 2023-2024 Canyon, Cadillac Lyriq and XT4 Honda/Acura – 2023 HR-V, Pilot, Civic and Accord Hyundai – 2023 IONIQ 5 Infiniti – 2023-2025 Q50; 2024-2025 QX60; and 2023-2025 QX80 Kia – 2023 Sorento Land Rover – 2020-2023 Rover, Range Rover Sport and Discovery Lexus – 2022 RC300; 2022 UX200; 2023 NX400h, LC500h, LC500 and LC500C; and 2024 UX250H Maserati – 2023 Levante M161, Ghibli M157 and Quattroporte M156 Mazda – 2023 CX-50, CX-90 and MX-30 Nissan – 2023-2024 Versa; 2023-2025 Kicks; and 2023-2025 Rogue Sport Toyota – 2023-2024 BZ4X and 2023 Corolla Cross HEV The new DTC-analysis feature provides technicians with detailed fault-cause possibilities and suggested fault solutions including component repairs or replacements when a DTC in an ADAS system is detected. The feature is intended to facilitate the quick repair of the system with cause and solutions displayed with a tap on the question icon adjacent to the trouble code.
IA900WA users also should be aware of recent software updates to the wheel-alignment software for numerous vehicles, including those made by GM, Infiniti, Kia, Land Rover, Lexus, Maserati, Mazda, Nissan, Toyota and Volkswagen.
The Autel IA900WA wheel-alignment and ADAS-calibration system provides vehicle wheel-alignment coverage from the 1960s to today.
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By Counterman
While the premise of a vehicle with no steering wheel and no human driver is not something the motoring public is quite ready for, the case for Advanced Driver Assistance Systems (ADAS)
is strong.
In October, automaker Ford posted a third-quarter loss of $827 million, and said it was largely due to its self-driving tech partner Argo AI going under. That same month, J.D. Power and Associates released a study that showed consumer understanding of automated vehicles is rife with misinformation.
On paper, one can make a pretty practical case for autonomous driving – the most obvious benefit being that it could potentially increase road safety and eliminate traffic deaths. Additional justification lies in the ability to reduce collision insurance claims and increase independence for certain populations who are currently limited in their options for safe and reliable transportation – such as the elderly and disabled.
However, as real-world testing begins, the technology is encountering some pretty significant roadbumps, and consumer understanding of the technology isn’t belying the confidence to make the mass adoption of fully automated vehicles a realistic possibility any time soon.
The recent J.D. Power study found 65% of consumers surveyed were unable to accurately define fully automated, self-driving vehicles. Plus, 56% of respondents incorrectly classified the driver-assist technologies available today as fully automated, self-driving technologies. The survey hints that consumers are lagging in understanding as well as preparation for higher levels of automation.
The current system for classifying levels of automated driving was established by the Society of Automotive Engineers (SAE). Ranging from 0-5, the SAE levels run the gamut from Level 0 where the driver is fully responsible for the vehicle’s operation and supervision of the technology on the car at all times, to Level 5, which gives complete control of the vehicle to the operating system itself and requires no human supervision at all. At this time, there are no Level 3-5 autonomous vehicles on the road today, according to J.D. Power.
Today, the most widely used safety technology on vehicles on roads today would be considered Level 2 – which would include such things as Advanced Driver Assistance Systems (ADAS) – automatic emergency braking (AEB), and Electronic Stability Control (ESC), lane assist, parking assist, driver drowsiness detection, gaze detection, etc. These technologies provide partial automation by taking over control in specific situations – such as turning a corner too fast, or coming to close to a vehicle in front of you. In 2008, ESC systems became mandated by NHTSA on all new vehicles by 2011. All automakers are currently participating in a voluntary commitment to make AEB standard on all vehicles as well.
In a recent webinar hosted by Reason Foundation, Brookings Institution and Princeton Autonomous Vehicle Engineering, several experts on AVs shared their thoughts on the subject, hoping to correct some of the common misconceptions and inject a dose of realism into the public debates surrounding autonomous vehicle technology. One of the three speakers, Alan Kornhauser, professor, Operations Research and Financial Engineering, and faculty chair of Autonomous Vehicle Engineering at Princeton University, said he believes ADAS should be mandated.
“ADAS is focused purely on safety,” said Kornhauser. “It’s on all the time, and it overrides drivers only to avoid getting into a crash situation. We’ve had a number of these systems in our vehicles for a long time. As long as we’re not using the brakes inappropriately, they just work the way we want. Otherwise, the system takes over and doesn’t allow you to lock your wheels. Same thing with electronic stability control. You can go around corners just fine. You go around too fast, all of a sudden, the system takes over and makes sure that you don’t lose your rear end. And maybe one of the most successful of these systems is reverse automated braking systems so that if you back up and there happens to be a child behind your car, the car stops.
“This has enormous implication on insurance because in fact, if there is no crash, then there’s no insurance that needs to be paid out. There’s no lawyer, there’s no ambulance, there’s no medical payments that have to be paid,” Kornhauser added.
When it comes to seeing federal or state regulations that could pave the way for more fully autonomous (i.e., driverless) cars on the road, Marc Scribner, senior transportation policy analyst at Reason Foundation, believes we aren’t quite there yet. Having consistent, published technical standards may be one of the bigger roadblocks, he said.
“Automated vehicle regulation is not going to occur in the near term,” said Scribner. “I think the delay is, in part, due to the lack of published voluntary consensus standards that may be ripe for regulatory incorporation. But, there also seems to be generally, at least so far [in] this administration, perhaps less enthusiasm for automated driving systems than the previous two administrations. But, I do think the lack of published technical standards that could be incorporated into regulation is a hurdle. Where federal regulators are silent, states may act instead. States and locals have primary authority over vehicle operations and infrastructure management. They own the roads; they manage the roads. They license drivers, they register vehicles. All of that kind of thing goes in with the vehicles actually out there in the real world,” said Scribner.
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By Counterman
The National Institute for Automotive Service Excellence (ASE) has introduced an Advanced Driver-Assistance Systems (ADAS) Specialist Certification test (L4).
The test is designed to identify technicians who possess knowledge of the skills required to diagnose, service and calibrate ADAS on automobiles, SUVs and light-duty trucks.
“Because ADAS service is becoming a very important vehicle repair service, our stakeholders requested that we develop a certification test that demonstrates that automotive service professionals are qualified to perform ADAS service,” said Tim Zilke, ASE president and CEO. “We worked closely with service technicians, service representatives from vehicle and engine manufacturers, aftermarket trainers and technical educators to develop questions that deal with practical problems experienced by technicians in their work with vehicles that include ADAS.”
The ASE ADAS Specialist test (L4) will cover content focused on the diagnosis, service and calibration of radar, camera, ultrasonic and other advanced driver-assistance systems. Many of the questions relate to a sample vehicle with advanced driver-assistance systems technology used by most manufacturers. This vehicle is described in the
link hidden, please login to view that is provided as an electronic pop-up during the test.
To register for the ADAS Specialist test (L4), automotive service professionals must have passed either the Automobile Electrical/Electronic Systems (A6) or Collision Mechanical and Electrical Components (B5) test.
There is a
link hidden, please login to view available for individuals planning on taking the ADAS Specialist Certification test to help in test preparation. For more information about the new ADAS Specialist Certification test and registering, visit link hidden, please login to view. The post
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By Counterman
When it comes to advanced driver-assistance systems (ADAS), there’s good news and bad news for the automotive aftermarket.
First, the good news. The total addressable market for ADAS replacement parts and service is projected to skyrocket from $317 million in 2021 to $1.1 billion in 2030 – expanding at nearly 17% compound annual growth rate.
Those projections come from
link hidden, please login to view, an Ann Arbor, Michigan-based consulting firm that conducted a study on ADAS opportunities in the aftermarket. The Automotive Aftermarket Suppliers Association (AASA) commissioned the study, which included interviews with 350 repair shops, an in-person focus group and a review of 91 journals, articles and academic papers on the subject. Speaking at the AASA Vision Conference, Jim Fish, lead partner at Innovatrium, asserted that ADAS is “singularly the highest growth opportunity in the aftermarket.” In 2021, more than 1 million vehicles required ADAS service in an aftermarket shop, according to the Innovatrium study.
And now for the not-so-good news: More than 90% of ADAS work that comes into mechanical shops is outsourced to a dealership.
On the collision repair side, the researchers found that more than 75% of ADAS services coming into an auto body shop are performed elsewhere. In 2021 alone, auto body shops outsourced $177 million worth of ADAS calibration work. While mobile technicians might pick up some of that work, the majority likely goes back to a dealership.
The researchers concluded that ADAS features such as automated emergency braking, blind-spot detection, lane-departure warnings and rear cameras will lower crash rates by 20% in 2030. What’s noteworthy about that data point is that 45% of ADAS features are deactivated by the consumer.
Factoring in the independent aftermarket’s limited capabilities for ADAS service – and the likelihood that some consumers will forego ADAS repairs if their vehicles are drivable – the total “likely” ADAS opportunity for the aftermarket is $236 million by 2030.
“This is a radical reduction from the total available market to the total likely market,” said Matt Ballard, head of research at Innovatrium. “ … We’re starting off with this low capability in the aftermarket, and it’s growing slowly. And presently, there doesn’t appear to be anything that would change that.”
Still, the researchers concluded that ADAS is a problem worth solving. They identified three major problems that are inhibiting growth of ADAS business in the independent aftermarket.
Problems Worth Solving
1. Cost of ADAS Repairs
The cost of ADAS replacement parts and equipment are out of reach for most shops, the study found. In many cases, only OEM parts are available, and the lack of standardized calibration processes add to the complexity of performing ADAS work.
“Our call to action is we need aftermarket alternatives,” Fish said. “We need parts that can do this. … And then standardized processes are going to increase aftermarket adoption.”
2. Low Shop Competency
ADAS is a new and intimidating technology that requires a high-end diagnostic skillset to properly service it. Some shops say there isn’t enough volume of ADAS work to develop in-house capabilities.
The researchers asserted that more training for technicians is needed to bring shops’ ADAS competency up to speed.
3. Consumer Usage of ADAS
More and more mass-production vehicles now come standard with potentially life-saving ADAS features. However, the real-world application of this technology is troubling, with 45% of ADAS features being deactivated for various reasons.
According to the study, 41% of consumers are shutting off ADAS features because they don’t believe they actually work, while another 41% find these features distracting and 30% believe they’re not needed.
The researchers recommend a combination of consumer education/information; regulations to ensure that ADAS features are being used as they were designed to be used; and verification.
Fish argued that ADAS is on a trajectory that’s similar to the aftermarket’s gradual adoption of the SAE J2534 standard for reprogramming vehicle ECUs. Fifteen years ago, most ECU reprogramming was being sent to a dealership. Today, 80% of mechanical shops with six or more bays are performing their own J2534 reprogramming.
“We have a long way to go, but we’re not going to get there unless we do something about it,” Fish said. “And no one company is going to solve this. It’s just not going to move the needle. We really need all of us together.”
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