VEHICLE INFORMATION SOURCES
For many years, repair information has been relatively consistent
with few changes. Recently though, providers such as Mitchell 1,
ALLDATA and Identifix have incorporated much better search
functionality, correlating repair data into their database that
shows the most likely cause of an issue. Using these sources for
symptom-based fault analysis can save a technician a lot of time
by showing likely causes of failure. But, you need to remember
that probable causes do not always relate to what is wrong with
the vehicle you are working on.
The best and most efficient way to utilize information like this
is to create a starting point for your diagnostic tests. For instance,
if you were to look up a code P0420, a typical diagnostic fault tree
would take you through tests for the fuel delivery, oxygen sensors
and catalytic converters. Using a fault-based, vehicle-specific
format, the probable fault may indicate multiple vehicles had
issues with an exhaust leak near an oxygen sensor. Following this
approach, you could check for a leak and either discount that as
the issue, or quickly find the cause.
There are also some information sites that could be categorized
as “social network” sites. These are mostly organized by “chat”
subjects for specific issues with specific vehicles. These sites can
provide great insight for pattern failure issues. One site in particular,
iATN, has an outstanding resource library of waveforms
for various systems and components.
As always, replacing parts is not a quick solution without
performing diagnostic tests or testing individual components.
72 PTEN OCTOBER 2017 www.VehicleServicePros.com
TOOLS FOR CALIBRATING ADAS
Somewhat new to the industry, but a process that is becoming
more commonplace, is the need to calibrate Advanced Driver
Assist Systems (ADAS, typically pronounced “A-DAS”).
Calibrations of these systems may be necessary when components
are replaced, or after a collision has occurred.
Most ADAS use radar reflectors, or modules and/or
cameras placed throughout the vehicle to determine if
there are obstacles that could cause a collision, or even to
relay information for adaptive cruise control or braking.
Any time a camera or radar unit angle has moved, it will
need to be recalibrated. In some cases, even a four-wheel
alignment may require a calibration of an ADAS.
Every vehicle is different, and you will need to obtain
specific vehicle information prior to starting the process,
but in most cases a static calibration, followed by an active
calibration, will be required.
Static tests start with placing the vehicle in a level spot
with specific clearances around the vehicle. Next, levels
may need to be placed on cameras or radar units in order to
angle the camera or radar module properly. In many cases,
targets will need to be placed on or around the vehicle, and
a calibration process using onboard systems or a scan tool
will need to be followed.
Active tests may include a test drive that allows the
ADAS to recognize obstacles during a road test. An active
test can take 20 to 45 minutes all while driving under very
specific conditions. Some issues that can arise during active
calibrations are the inability to drive at a consistent speed,
or weather conditions like snow ice or rain or even road
markers that are missing or inconsistent.
Collision shops are facing many of the ADAS issues
now, but this creates an opportunity for independent repair
shops to perform this service for collision shops and their
own customers by purchasing the tools to do the job.
All in all, as technology advances in vehicles, tool technology
will need to advance along with it. Technicians
willing to invest in obtaining the tools will be able to not
only keep up with the vehicles, but be able to set a standard
consumers will look for when choosing their shop.
TELEMATICS
We have been hearing “telematics” is coming for quite a few
years. Many of your customers hear about the ability of their
vehicle communicate electronically with their dealer. Others
have installed telematics devices into the OBD port for use by
their insurance company.
Knowing that, there is still a lot of confusion, mostly from
the aftermarket repair shop side, on how to access vehicle data,
how to store it, how to utilize it and maybe most importantly,
how to monetize it.
There has been quite a bit of effort from various sources to
integrate this process into an aftermarket shop and with the
vehicle owner’s acceptance. Realistically, there has been very
limited success for the processes and products currently available.
I believe there is a need and desire both from a shop management
side as well as from your customers to create a low-cost
solution that works to meet everybody’s needs. There is a rumor
that Mitchell 1 has been working on a solution and will soon be
releasing a product that meets this need.
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