In this episode of Shop Owner Solutions, Doug Kaufman, editor of Shop Owner Magazine, and Miguel Cornejo, product manager for TrakMotive, discuss the importance and function of driveshafts in vehicles.
“Driveshafts are responsible for transferring torque from the engine to the wheels, allowing the vehicle to move,” explains Cornejo. “They are precision-balanced and weighted to minimize vibration and noise. Of course, the configuration of driveshafts varies depending on the type of vehicle.”
The hosts also highlight the different types of driveshafts and the engineering that goes into their design. They discuss common issues that can occur with driveshafts, such as U joint problems and alignment issues. Diagnostic steps for identifying driveshaft issues are also mentioned, including clunking sounds and vibrations during acceleration.
This episode of Shop Owner Solutions is sponsored by TrakMotive, a leading global manufacturer of new CV axles, ATV and UTV CV axles, driveshafts and window regulators for automotive and light duty truck applications with a continued focus on meeting or exceeding OE specifications on every product.
Doug Kaufman has been with Babcox Media since 1987 serving in a variety of editorial and publishing roles and titles. He is currently editorial director of Brake & Front End, ImportCar, Tomorrow’s Technician and Underhood Service. Doug has a Bachelor of Science in Journalism from Bowling Green State University and remains a committed MAC enthusiast.
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In a recent interview at the Garage Gurus facility in Southfield, Michigan, Doug Kaufman sat down with Drew Jablonowski to discuss the evolving methods of training service advisors, technicians, and shop owners to effectively handle customer requests and questions. Jablonowski highlighted the importance of adapting training methods to meet diverse learning preferences. For service writers, training includes a blend of theory and practical role-play exercises to address common customer concerns such as time, cost, and decision-making. Technicians, on the other hand, benefit from a more hands-on approach, allowing them to engage directly with the mechanical aspects of their work. This dual approach ensures that both groups are equipped to meet the demands of their roles effectively.
The past five years have seen significant changes in the automotive industry, driven by the pandemic, supply chain issues, and rapid technological advancements. Jablonowski noted that training requirements have increased substantially, necessitating an expansion of the training team and continuous updates to training content. The introduction of new vehicle technologies, such as electric vehicles (EVs) and advanced driver-assistance systems (ADAS), has added to the complexity of training. Garage Gurus has responded by constantly updating their courses and maintaining open communication with trainers to ensure the curriculum remains current. For those interested in learning more about the training opportunities available, Jablonowski recommends visiting the Garage Gurus website or speaking with local sales representatives. This proactive approach to training ensures that automotive professionals are well-prepared to meet the challenges of a rapidly evolving industry.
UL Solutions Inc., global provider of applied safety science, announced plans to construct a new Advanced Automotive and Battery Testing Center in Pyeongtaek, Gyeonggi-do, Korea, expanding current UL Solutions battery testing capacity in the region and adding electric vehicle (EV) charger testing and other capabilities.
To serve customers across the Asia Pacific region, the center, expected to open in the second half of 2025, will help strengthen Korea’s EV industry, respond to increased demand from new and existing customers, and provide faster access to safety and performance testing and other services, according to UL Solutions.
What does it take to set up a shop for the vehicles of today and tomorrow? I was recently asked this question by a shop owner, but like many questions about the future of our industry, it’s kind of a loaded question, as there are so many particulars to discuss that make the answer very long.
Business and technology changes are shaping our industry for some big transformations in how we operate. Are you thinking ahead for your shop?
What does a shop owner need to be thinking about to prepare for the future? Let’s look at a few things he or she will need to process. Keep in mind that these are not the only considerations; they’re just a few relating to how to set up your shop for personnel, workflow and storage.
Attracting Top Talent
First impressions are made in seconds and take a lifetime to change. Attracting customers has always been a concern for every shop, but today’s work environment and the shortage of technicians requires shops to also consider attracting the right people to work on their customers’ vehicles.
Look at your shop and ask yourself: What is the first impression your shop makes to a potential technician? Does your shop look organized? Is the equipment cared for? Do technicians have enough room to work? Is there a parts storage area and management system or process? Does your shop have capabilities or a plan for new vehicle electronics or battery-electric vehicles (BEVs)? Technicians are becoming savvier about choosing a shop to work at and are weighing more factors than they did in the past.
Over the years, I’ve asked the question, “What do you look for in choosing a shop?” to many technicians who I’ve worked with and also newcomers, and I’ve gotten some interesting answers.
Today, good technicians know they have a choice of whatever shop to work at that they wish. The shops that are most appealing are those that have a clean working environment, updated and well-kept equipment, comfortable workspaces and room to move – these things are as important to techs as pay and benefits.
Don’t get me wrong – techs want to turn their hours and want shops that have enough work to make those hours. But they’re very aware of the hi-tech vehicles that need to be repaired in the future. Is your shop set up to not only work on those vehicles but also attract the talent to do the work?
Rethinking Shop Layout
We’re no longer working on cars and trucks; we’re repairing computers on wheels. All automakers will introduce more and more new electronic systems every year. As a result, the vehicles shops are repairing today and will repair in the future will require more space to complete or validate repairs with calibrations.
More shops are rethinking their layouts or changing the workspaces that they currently have. It’s no longer a nuisance to have to find level space in the shop to complete a calibration on a vehicle; now, it’s becoming a necessity.
Having enough level working space for technicians doing calibrations is a difficult challenge in shops where real estate is at a premium. I’ve seen many shops invest in fixing and leveling floors in workspaces to accommodate calibrations. I’ve also seen shops with limited space start looking upward to find more space, as spreading out is limited or not an option. Mezzanines and lofts are becoming more of the norm for storing parts and items that are not needed every day. Storage containers in parking lots are also becoming a solution to storing parts, equipment and BEV batteries.
Between advanced driver-assistance systems (ADAS) and headlights, as well as alignment verification, a level datum plane or floor is a critical piece, too. Vehicle manufacturers have guidelines for servicing their vehicles, and most parking lots do not meet the specifications. Yes, it is possible to make a level surface in a parking lot, but wind and sun glare as well as shadows and background clutter for cameras and radars now become a factor for calibrations. Where is your space, and have you validated that it’s level? Planning now (if you haven’t already) would be the most proactive thing you can do.
Internet
An absolutely critical piece to laying out your shop and plans for the electronic future is having a good internet connection in every space and corner of your shop and where work is performed. This is a piece that is often overlooked and, as a result, leads to a lot of frustration for technicians.
Do not underestimate the internet speed needed to repair vehicles today and tomorrow; scan tools will need very fast and secure connections to complete updates, diagnostics and programming of components. Internet speed and connectivity can be the difference between success and failure in programming a vehicle.
Think through not just the space and internet connection, but electronic equipment such as scan tools and targets. Do aftermarket systems cover the vehicle you’ll be repairing? Do you need an OE solution? Training must also be factored in. Do you have the volume for a dedicated technician, or is the volume increasing to the point where you need to plan for a dedicated spot or technician now? With 89% of the vehicles being manufactured today equipped with some form of ADAS, rethinking your electronics layout or plan might be in order.
BEVs
BEVs are here and more are coming. This is not the same as hybrid-electric vehicle (HEV) planning. Yes, the safety and precautions are similar, but there are some major differences. For example, the batteries are not the small, compact versions we’ve seen in the past.
There are literally hundreds of training courses and materials out there for all to research. I encourage you to do your research and training as it will make a difference in how you lay out your shop to repair these vehicles.
There are safety needs regarding vehicle combustion issues as well as the need for hoists, not only for the vehicle but for battery removal. Also, large, strong tables are required to store and service the batteries. The batteries being stored will take up as much space as the vehicle being repaired. All these factors must be considered when repairing a BEV – and the fact that you may have more than one at a time.
Have you thought of where you’ll store an EV battery that is slightly smaller than the size of the car you’re repairing?
When thinking about how to lay out the workflow and process for BEV vehicles, consider that the batteries are large and can weigh hundreds or thousands of pounds, depending on the manufacturer. Make no mistake about the weight specifications: The table and the wheels must be able to hold securely for transportation and storage. Floors with drains and other obstacles in the way of heavy objects being rolled on wheels will put tremendous stress on points during motion. Many shops build their own tables and think of only when the battery is stationary. Imagine rolling 1,500 pounds across your floor and hitting the drain! Will the legs and wheels hold up to that stress? Will your drain? Having a clear lane from where the vehicle is being repaired to where the battery will be stored is a consideration to take into your shop’s plan.
Also note: if you plan to build your own table, consider that manufacturers recommend certain tables with access points to service the batteries when damaged or for procedures on cooling systems for the battery packs. Building your own table may force you to adjust or shift the battery position for a procedure that may put a technician at risk from the weight of the battery, as well as voltage if the battery gets damaged. Technician safety should always be your top priority. Just making do may have a cause and effect we all wish to avoid. Also, think about where you’ll store the tables when they’re not in use.
Imagine where you’ll be storing this battery that is slightly smaller than the size of the car you’re repairing. How will you keep it dry and safe? By using the word safe, I also mean safe for your technicians, too, as far as avoiding setting things on top of it or possibly hitting or damaging a component they should not be touching. There is always somebody who will have to test the sign that says, “Do not touch.” Having a dedicated storage spot for not just one but multiple batteries may need to be planned for in the very near future.
Researching the requirements of the vehicle you’ll be servicing is important to your shop’s future. You may not need to plan for every year, make and model, but look at what you’ll need for much of the work that you’ll do.
The repair shop of the past will need to change and adapt with the future. Fair warning – if you haven’t thought about how your shop layout will work for the future … you’re already late!
Doug Kaufman has been with Babcox Media since 1987 serving in a variety of editorial and publishing roles and titles. He is currently editorial director of Brake & Front End, ImportCar, Tomorrow’s Technician and Underhood Service. Doug has a Bachelor of Science in Journalism from Bowling Green State University and remains a committed MAC enthusiast.
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The interactive and easy-to-use digital edition of ShopOwner’s April issue, featuring articles from Brake & Front End, is available now.
Click Here to read the April issue
In addition to management topics and opinion pieces, this issue reads like a mystery novel with articles on how a mysterious case of tire wear can occur in a perfectly aligned vehicle (spoiler alert: think toe angle); solving false ADAS activation scenarios; why offering too many choices with alignment decisions may actually be bad for your customers; and more.
Pneumatic Speciality Tools are also known as Speciality Air Tools, in which it consists of tools based on its working functionality and working applications, both in Automotive and Industrial sectors. Some of the pneumatic specialty tools are Oil Evacuations system, Cooling System pressure tester, Radiator check and Fill system, Vacuum Brake Bleeder.
In this part, we are going to see about Vacuum Brake Bleeder and Radiator Check and Fill system. Both has the very simple system and operations, and it is very easy and handy to operate, and they can be mostly used in the Automotive sectors.
VACUUM BRAKE BLEEDER
The Brake System is the one of the most important and critical part in all the types of vehicles, as the system has the major responsibility of the people safety on roads. So, the maintenance part for the brake system should be done as per the due date based on that process. This is where the Speciality Air Tools plays a major role in braking system maintenance. In this, one critical maintenance task in which everyone miss is Brake bleeding process. This process involves in removing the air bubbles and contaminants from the brake fluid, in which it helps to stop the car, whenever it needs to be. This process leads to the optimal braking performance.
Brake Bleeding is the process of removing the trapped air bubbles and the other contaminants from the braking system of the vehicle. The trapped air bubbles are created during any service or fluid replacement process, and it can accommodate over time, because the brake fluid absorbs moisture and wears soon. Hydraulic pressure and the brake function are maintained by brake bleeding process with the help of Vacuum Brake Bleeder Kit.
BENEFITS OF BRAKE BLEEDING
When the fluid replacement is done, air bubbles and other contaminants are created and stay in the system, which can compress the pressure and reduces the brake efficiency. So, brake bleeding process eliminates these air bubbles, in which it increases the brake efficiency.
The Brake fluids, which was contaminated over time will be in dirt, moisture and other wastes, is also able to reduces the braking efficiency, these contaminated fluids can compromise the braking system performance.
While replacing some of the braking system components such as wheel cylinders, calipers and master cylinders, brake fluid must be flushed out, as the contaminants of the old parts are still be available inside the system. So, after the replacements of the parts, ensure the new replaced components are filled with the pure brake fluid.
SYMPTOMS FOR BRAKE BLEEDING
There are some symptoms of indications occurs, whenever there is brake bleeding process required, at that time, ensure the process is done immediately, for the safer braking in roads.
Whenever there are air bubbles inside the brake fluid, brake pedals will be spongier and soft, while applying brakes. So, brake bleeding process eliminates the air bubbles and it leads to the braking process done perfectly.
If our brakes seem to be performing inconsistently or feeling draggyat sometimes, this could be an indication that the brake fluid gets contaminated because of the air bubbles and other fluids, so, the bleeding process to be done.
When you notice the vehicle’s braking efficiency is poor such as longer stopping times and distances or reduced stopping power, brake bleeding process helps to restore the braking efficiency to be higher.
RADIATOR CHECK AND FILL SYSTEM
Yet another Speciality Air Tools that creates an impact in automotive service industry is Radiator Check and Fill System. It can also be termed as Cooling system refilling gun, in which it is used for removing and replacing the coolant system in the radiator. It is to be noted that the radiator is also the most important part of the vehicle, where more heat generates. So, it is made cool with the help of the coolants, and changing the coolants in frequent intervals of time is also an important process for avoiding the old coolants making damage to the system.
BENEFITS OF REPLACING THE COOLANT
Replacing the coolant provides many benefits to the coolant system of the vehicle, including the rust prevention to the overall cooling efficiency. The cooling system is an important part of the vehicle just like any other part. This also prevents overheating of the system, prevents the damage in the engine block. Some of the benefits are
Replacing the coolant helps to remove the rust formed inside the system and the scale deposits from the reservoir, because any type of clogs presented will lead overheating and damage to the entire system.
The additives in the new coolant also helps in preventing the rust from happening, which allows the cooling system to operate more efficiently
When the old coolants are presented in over time, it loses its protection abilities and it leads to the contaminants in the cooling system. Getting the replacement of coolants will eliminate all these particles from the system.
When the replacement of the coolant is done, it will inspect inside the system, whether nay leakages are there, and check for the other potential problems.
When the coolant is replaced every 30000 miles or based on the manufacturer’s manual, water pump of the car will last longer than expected, and it also lubricates the water pump
COOLANT CHANGING INTERVAL OF TIME
The universally accepted time of coolant changing for your coolant system will be for every 30000 miles or for every 3-5 years. Also, every make and model of the car will be different, and it will also be variable on the maintenance schedule timings. It will be better to check the user manual for differentiating the coolant system maintenance schedule, based on the different brands of the cars.
CONCLUSION
Our ATS-ELGI has a pneumatic specialty tools specifically for Brake bleeding and Coolant system refilling process named Vacuum Brake Bleeder and Coolant System Refilling gun.
In the motor cycle, ignition systems are the one of the most important part, where it ignites for the starting of the engine. Combustion process cannot be able to done, if any problem occurs in this system, which leads engine cannot be able to start. Normally motor cycle riders do not use a proper tool for correcting the issues, in which they are exposed to the unsafety hazards. The main purpose of the tool is to properly diagnose the problem and eliminate them. So here comes the spark plug tester and cleaner, which helps us to test and clear the sparkplug and ignition wire connectivity, which eliminates the risk of high voltage shock.
WORKING OF THE SPARK PLUG TESTER AND CLEANER
The Spark Plug Tester and cleaner simulates the condition of the engine. It consists of the pressurized chamber for testing the spark plug. If the plug is not in proper condition, it can be cleaned in the sand blast unit. This unit consists of the compression chamber, ignition coil, cleaner unit assembly, electronic vibrator, pressure gauge and FRP casting. And it is also connected to the compressed air source of range 5-12 Kgf/cm. Booster can be used, if this much level of pressure not achieved.
The Electrical testing unit works on 220V supply, which is fed through a press button switch to the vibrator. The Electronic Vibrator helps in supplying 12V to the ignition coil, then the high voltage produced by the ignition coil is transferred to the spark plug through a high tensioned wire, which is fitted with plug guard.
The compression chamber consists of two test pockets. One for 8mm spark plugs testing and the other is for 14mm spark plugs testing. These two pockets are attached with blind plugs, where one is sealed other one is in use. These plugs have air screws at their top, so that the pressure in the combustion chamber can be adjusted. The spark can be clearly viewed with the help of the mirror attached in the inside chamber.
After completing the spark plug testing, they are placed on the sand blast unit for proceeding the cleaning process. Inside this unit, compressed air creates the blast of sand, to prevents the sand from spilling outside, and also a fabric covers the unit.
Some of the control valves used in this tester are the double action valve, which is for sand and air blast, and screw type air valve is for compression chamber and pressure gauge.
SYMPTOMS OF SPARK PLUGS TO BE TESTED
We can get a visual confirmation regarding the spark plug life, but still for the confirmation in case of working efficiency, we have the regular process. Remove the defected spark plug from the existing cylinder and fit with the other cylinder. So, the defected spark plug is now fixed with another cylinder. After this process gets completed, a test drive is made run, until the defect re appears. If we found the defect again in this cylinder, then there is a problem in the spark plug and this process conformed that the spark plug is really defective. A test drive must be carried out again to re check the problems.
A spark plug can be usually changed every 30000 to 60000 kms or to be changed every 2 to 4 years, and the types of engines also can be considered as another factor for changing the spark plug. Vehicles which uses gas as the fuel, it may also compulsory had to change spark plugs based on the working manual of the different vehicles.
CONCLUSION
Our ATS-ELGI has the Spark Plug Tester and Cleaner machine, which is also known as SPTC. It is very compact in size and very user friendly to operate. Know more details here at Spark Plug Tester and Cleaner.
PRT is continuously extending the portfolio of Complete Strut Assemblies in the North American Aftermarket. A brand of the ADD Group, one of the largest manufacturers of Complete Strut Assemblies in the world, announces the arrival of new applications of the component for Light vehicles, SUV’s and pickups. The launches include important models in the national scenario such as Hyundai Elantra GT, Mercedes CLA 250, Subaru Outback and Toyota Tacoma, in addition to brand new applications such as the Honda Ridgeline 2022, among others.
PRT products are produced under the strictest OE quality processes required by the main automakers. “Prioritizing innovation and cutting-edge solutions, at PRT, we’re committed to continually developing new products that lead the way in aftermarket technology. These recent additions not only expand our product range but also reinforce our presence in the North American aftermarket. The new items are ready to ship!” explains Bruno Bello, Director of Global Marketing at PRT.
More information about the PRT products can be consulted through their relationship service by calling 1-770-238-1611 or through their website www.prtautoparts.com.
The post PRT Releases 28 New Complete Struts in North America appeared first on Brake & Front End.
So, you just got the parts in for an AC job. You’re replacing the compressor, and now you’re wondering how much oil should be added to the system?
This has confounded technicians for decades because it’s really unknown how much is already in the system and it’s not going to be on that label underneath the hood on most vehicles. The key is to look up the quantity of oil for the system and also what components you’re replacing. Depending on the manufacturer, you may have to add only two ounces of oil if you’re replacing an evaporator, three ounces for replacing the condenser. In some cases, you may have to use four ounces when you replace the compressor, but this is going to change depending on the vehicle.
In other words, as vehicles have changed, they require less refrigerant in the system and also less oil, so it’s critical to get the correct amount of oil for the system. This may require using your recycled recovery machine to pull the oil from the system and then maybe even take off the compressor to see what is remaining.
Also, if you’re ordering that new compressor, read the instructions that come in the box. Some compressors will be shipped with shipping oil. This oil is designed to prevent corrosion inside the unit while it’s coming to your shop. Some of them may have the correct oil in the system – as well as the correct amount – but make sure you’re checking it with a graduated cylinder to verify that that is the correct amount for the vehicle that you’re working on.
In terms of picking the correct oil, make sure you’re looking at the service information. Again, most of the vehicles you’re going to see out in the field, have PAG oil. It’s typically PAG 46, but there are some applications that have compressors that require a specific oil for the system.
Keep these things in mind after that refrigerant job, and you’ll make sure that you have the correct amount of oil in the compressor and the AC system.
New automotive technologies might work great when they roll off the dealer’s lots, but independent shops know that some technologies do not age well. It could be an LCD digital dash now blank or a variable valve timing actuator damaged internally due to a lack of oil changes. However, when new technologies are applied to driver safety, a higher level of scrutiny and service is required.
Automatic driver assistance systems (ADAS) have been on the market for almost two decades. ADAS was first used on luxury vehicles, and then many of the technologies found their way onto every vehicle in an automaker’s lineup.
This proliferation of new technologies like lane keeping, blind spot detection and automatic emergency braking systems offer new levels of safety for the driver and new levels of frustration for shops. But, the thing to remember is that most of these systems require brakes and steering to be effective.
What do ABS and ESC have to do with ADAS?
ABS has been around since the 1980s. Early systems were called anti-lock braking and allowed the driver to maintain steering control while panic braking. Electronic stability control (ESC) also went by another name when it was first introduced – roll-over mitigation. This was because since people could now steer during a braking maneuver, rolling the vehicle became more common. Both technologies are now standard equipment.
Both ABS and ESC use the same module to carry out corrections, the ABS hydraulic control module, or HCU. This module has three parts: the electronic module, hydraulic modulator and pump. These three parts work together to control the braking at the four corners. Many ADAS features like lane keeping, automatic emergency braking and blind spot detection use the ABS HCU to make corrections.
What Sensors are Involved?
Both ABS and ESC use similar sensors. In the early days of ABS, the system was only concerned with wheel speeds and the pressure levels inside the hydraulic modulator. ESC sensors then started to look at not only the wheel speeds but also:
Steering angle
Lateral acceleration
Yaw
Brake pedal position
These sensors can tell the ESC system what the driver wants to do and what the vehicle is actually doing.
Let’s examine what happens during an understeer condition where the wheel turns, but the vehicle travels in a straight line. The driver will continue increasing the steering angle, but the lack of traction keeps the vehicle straight.
The ESC computer sees the understeer event via the sensors long before the driver realizes it. The ESC computer also sees that the driver’s steering angle is greater than the actual path measured by the yaw and lateral accelerometers.
The ESC system intervenes to make the vehicle turn using the brakes. The first action might be to close the throttle to transfer weight to the front so the tires can gain traction. The next action might be to increase braking force on the inside front and/or outside rear tire to get the vehicle to rotate. All this time, the sensors are monitoring what the driver is doing and the effectiveness of the correction. This happens in nanoseconds.
Let’s say a steering position sensor gives a false reading of an extra 50° when the car travels in a straight line. The ESC might perform a correction by activating the brakes to get the yaw and steering angle to match the desired specifications.
What happens if the vehicle is aligned and the steering angle sensor is not calibrated? The incorrect angle could mean the system might think it is experiencing an under- or over-steer condition. This may cause a false activation of the ESC system.
Another false activation scenario can be caused by an excessive thrust angle. The thrust angle is an imaginary line drawn perpendicular to the rear axle’s centerline. It compares the direction the rear axle is aimed at with the vehicle’s centerline. Excessive thrust angle can cause the vehicle to go down the road at an angle with the steering wheel turned to one side.
The ESC system can experience the effects of an excessive thrust angle but can’t see the thrust angle. The yaw sensor shows that the vehicle is not traveling in a straight line, and the accelerometers and the steering angle indicate that the driver might be trying to correct it. The accelerometers tell the system that nothing is happening.
The ESC system might read this as the rear end starting to step out, which could be interpreted as an oversteer. The ESC system might try to correct the condition by pulsing the inside rear brake.
ABS and ESC systems are essentially blind. They can sense what is occurring with vehicle dynamics and interpret the driver’s inputs. ADAS systems can sense what is happening outside the vehicle, like lane markings and other objects around the vehicle. ADAS does this using cameras, lasers and radar. The three systems control the vehicle’s dynamics and calculate an effective correction for the given circumstances and environment.
False activations can range from the automatic braking system stopping a vehicle when pulling out of a garage, to activating a lane-keeping system when the customer does not expect a warning or steering correction. The secret to resolving these complaints is to treat them like a drivability problem with a condition, cause and correction.
The condition caused by an ADAS activation might be completely normal. The correction might be a warning or the activation of the brakes or steering. The key to understanding the condition is to know the criteria for activation of the system.
Many ADAS functions and corrections operate with a similar strategy as an emissions monitor. Like an oxygen sensor or misfire monitor, specific criteria must be met for the system to activate.
The other keys to know are the ADAS outputs during a dangerous situation. For some early systems, it was just an audio or visual alert. Some newer systems will shake the driver’s seat to alert the driver. More advanced systems can build up brake pressure and apply the brakes if a collision is imminent. Some systems will take further steps with the steering and even close the windows.
Many ADAS features do not become active until the vehicle reaches a specific speed. Depending on the OEM, pre-collision systems might start working between 5-10 mph. Lane departure might not begin to work above 25 mph. The takeaway from this is that a test drive is required after calibration is performed. Simply pulling out of the bay and parking the vehicle in a spot will not allow the vehicle to activate or run a self-diagnosis routine.
Knowing the speed range limits of these systems is critical if you try to perform a dynamic calibration on the road or diagnose a concern. The logic behind most ADAS warnings or corrections is to examine the plausibility of the situation. For example, if the camera classifies an object as another vehicle, it will also use the radar sensor to confirm the vehicle’s path. If only one sensor detects an object, it might just decide the camera has made a false identification, and the plausibility that it is another vehicle is low.
Before you start a calibration procedure, you need to prepare the vehicle. Missing a step can cause the calibration process to be aborted or calibration to be off. In addition, something as simple as a weak battery can cause problems.
Inspecting the sensors and the vehicle for damage is the first step. Damage to the short- and long-range sensor behind the bumper covers or front air dam might not be seen during the initial inspection, but minor collisions can disturb the sensor and damage the mounting points. It could be from hitting a snowbank or parking block.
You might have to remove the bumper cover to inspect the sensor. The most common symptom is false or delayed activation of the system. If the front radar sensor is pointed up or down, it might detect another vehicle too late, and the correction might be more severe than expected. If the sensor is pointed too far left, it could think it is oncoming traffic in the vehicle’s path.
The other key inspection point is to look at the dash for any lights or messages. Never assume a check engine light is only for engine issues; many codes indicate a loss of communication with the different modules on the vehicle. ADAS systems communicate with many modules on the vehicle. Any problems with missing data could cause problems for ADAS calibrations. If the light is on, pull all the codes from the modules.
What is AEB?
There has been a lot of talk about automatic emergency braking systems (AEB). Starting in 2025, these systems will be mandatory for cars and trucks under 8,000 lbs. The National Highway Traffic Safety Administration (NHTSA) estimates that AEB will prevent 28,000 crashes and 12,000 injuries by next year. This is great for the new car buyer, but what about the car owner who needs to maintain the vehicle five or 10 years from now?
As sophisticated as AEB, ABS and ESC systems can be, they still require 60-year-old disc brake technology to work. This technology works great when the car rolls off the production line. But in the field, when the car is on its second or third pad slap with bargain parts, it is unclear how the AEB will perform.
Brake failure is easy to spot with the naked eye in the form of leaking brake fluid, glazed brake pads and a pedal that goes to the floor. What is difficult to identify by a technician, driver or crash investigator is a brake system that is compromised due to mechanical problems or low-quality parts.
Mechanical problems like worn friction material, seized guide pins or rotors below specifications won’t cause the vehicle to stop working and a driver might be able to nurse the brakes along until their next paycheck. But, during that one moment when they need the brakes to perform during a human or autonomous panic stop, it may take longer to brake. Even if the vehicle has ABS and AEB, the systems can’t compensate for bad brakes.
When a crash occurs, compromised brakes are hardly ever investigated. The condition of the brakes (outside of the parts being there) and the hydraulic system’s integrity are never taken into account. Ninety-nine percent of the time a crash is usually chalked up to driver’s error if the vehicle slams into the back of another car.
But what about the AEB system? No AEB system can diagnose the condition of the pads, rotors and calipers. It is difficult to test the caliper clamping force, friction levels, and even the ABS system’s operation on a vehicle. Even finding baseline distances for a vehicle based on the result of a government test is impossible.
Driver error is easy to prove. It has always been a driver’s responsibility to operate their vehicle safely. This includes knowing how their brakes will perform and how much pressure should be applied to bring the car to a safe stop. In most traffic courts, it is the driver who is accountable, not the vehicle. This is kind of scary to technicians because most drivers have no idea how their brakes work, much less an AEB system.
A distracted driver can add seconds to reaction times and feet to stopping distances. Even if the driver is not distracted, if the brakes are not functioning as engineered, a crash can occur. But who is to blame? The car? The driver? AEB systems? Or, the pads you just installed?
Why is Brake Inspection Critical for ADAS?
Chances are you have seen how some vehicle owners maintain their vehicles. They take the chance that a brake noise, pedal pulsation or warning light will go away without their intervention. Also, some will not use the highest quality brake pads or other brake parts. What they don’t realize is that the ABS, ESC and ADAS all need brakes that perform as expected when they perform a correction. It all comes down to friction.
At the corners, there are two types of friction. There is the friction that is generated by the brake pads on the brake rotor. The other type of friction is between the tires and road. Both work together to control the dynamics of a vehicle.
The friction generated by the brakes needs the friction supplied tires to perform a correction. The vehicle can’t measure friction; it can only measure the results of the friction. The sensor that observes the results of the friction generated are the wheel speed sensors.
If the friction generated by the brake pads is not within a specific range, it might assume the vehicle is on a low- or high-friction surface and then perform a correction to bring the vehicle back under control. Without the proper friction levels, a correction might take longer, or not be effective.
When you hear all of the talk about cameras, radar sensors and calibrations, remember that even the most advanced system can’t work to its full potential with out brakes.
