Educational Resource

Understanding ADAS Repair,
Start to Finish.

A practical guide to the full-cycle ADAS repair process — from intake scanning through calibration, documentation, and safe-to-drive validation. Built for technicians, adjusters, and shop owners.

10Repair Stages
15OEM Position Statements
13Quiz Scenarios
100%Free Access
New Here? Start With the Basics

What actually happens to your car — and why

Modern vehicles rely on cameras and radar to brake, steer, and warn the driver. After a collision, those systems often need to be re-checked and re-aimed — even when nothing looks wrong and no warning light is on. Here is the whole process in four plain steps.

1
🔍
Read the car's computers
Before any work starts, a diagnostic scan checks every electronic system and records what is already broken.
See the repair process →
2
🔧
Repair the damage
Body and structural repairs happen. Removing or unplugging parts can quietly knock safety sensors offline — with no warning light.
See what gets affected →
3
🔄
Re-check mid-repair
A second scan — the in-process scan — catches faults the repair itself created, before the costly calibration step begins.
Why this step matters →
4
🎯
Re-aim and prove it
Cameras and radar are re-aimed to the manufacturer's exact spec, then a final scan and test drive confirm the car is safe to drive.
See OEM requirements →
Pre-scan→Repair→In-process scan→Calibration→Post-scan & test drive
Deep Dive

The In-Process Scan: The Most Missed Step in ADAS Repair

What it is, why OEM procedures make it necessary, how to document it, and the complete billing authority behind it — in one place.

Start Here

Choose your learning path

Each role sees the same repair process — with emphasis on what matters most to you.

📋
Insurance Adjuster
Understand why ADAS operations are legitimate repair steps, what the documentation means, and how each stage affects the estimate.
Start Adjuster Path →
🔧
Technician
Learn what each stage requires, what can go wrong, and what documentation protects you and your shop.
Start Tech Path →
🏢
Shop Owner
Learn how ADAS affects cycle time, liability, and revenue — and what a complete repair process looks like on your floor.
Start Shop Path →
The Core of ADAS Repair

The Full-Cycle ADAS Repair Process

Click any step to expand — what happens, who does it, what can go wrong, and what documentation is required.

Industry Reference Guide

The In-Process Scan:
What It Is and Why It's Needed

A complete reference for insurance adjusters, collision technicians, and shop owners on why in-process diagnostic scanning is a distinct, industry-supported, and separately billable procedure in modern collision repair.

🔍
3 independent scans — none interchangeable
Pre-repair, in-process, and post-repair scans each serve a different purpose. SCRS: "they are independent operations."
⚠️
Zero warning lights required for failsafe mode
A vehicle can appear fully normal while AEB and LDW are offline. Per American Honda's position statement: dashboard indicators are for driver notification purposes, not vehicle diagnostics.
🏛️
Declared non-included by 3 trade associations
ASA, SCRS, and AASP jointly declared diagnostic scanning and recalibration necessary, non-included operations. SCRS named in-process scanning specifically in 2023.
📋
You are an
Insurance Adjuster
Claim Authority

What in-process scanning means for your claim decisions

  • 1In-process scanning is not a duplicate charge. Pre, in-process, and post are three independent operations defined by SCRS — none covers what the others do.
  • 2CCC ONE already stores in-process scan reports as a separate, distinct record. Approving it is consistent with the platform you already use.
  • 3Declining approval creates liability exposure: if repair-induced DTCs reach the customer unresolved, responsibility may extend beyond the shop to the approving carrier.
  • 4Ford, GM, and Honda position statements confirm that repair operations introduce new fault codes requiring post-reconnection verification before calibration can begin.
🔧
You are a
Technician
On the Lift

What in-process scanning means for your calibration work

  • 1Calibrations on a vehicle with unresolved repair-induced DTCs are not valid — even with factory-grade tools. A system in failsafe mode cannot be correctly calibrated. Period.
  • 2Even a properly reconnected module may stay in failsafe mode until its lost-communication DTC is actively cleared. Reconnection alone is not enough.
  • 3Dashboard warning lights are not reliable. American Honda's position statement confirms they are for driver notification purposes, not vehicle diagnostics. Never use them as your go/no-go gate.
  • 4The correct sequence: In-Process Scan → Resolve DTCs → Calibrate → Post-Repair Scan → Deliver. Skipping step one moves the problem to the worst possible moment.
🏢
You are a
Shop Owner / Manager
Business & Liability

What in-process scanning means for your shop

  • 1In-process scanning is separately billable — confirmed by a joint declaration from ASA, SCRS, and AASP. It must appear as its own line item. It is not embedded in any other labor operation.
  • 2A car delivered with a safety system in failsafe mode is your liability, not the carrier's. Documented in-process scans are your timestamped defense against post-delivery claims.
  • 3OEM-certified repair programs — Ford, GM, Honda, and others — require scanning using OEM-approved tools as a condition of certification. Skipping steps puts your certification at risk.
  • 4CCC Intelligent Solutions data confirms in-process scans reduce overall claim costs by catching repair-induced issues before they contaminate calibrations or reach the customer.
01 — Definition
What the In-Process Scan Is
Collision repair protocol calls for scanning before work begins and again after all repairs are complete. What this section addresses is the scan that happens between them — the one that gets disputed, omitted, and misunderstood most often.
Pre-Repair Scan
Run before any work starts. Captures the vehicle's electronic condition at intake — establishing what came from the collision, not the repair.
⚡ In-Process Scan — This Guide
Run after reassembly, before calibrations. Addresses fault codes the repair itself created. Neither the pre- nor post-scan covers this moment.
Post-Repair Scan
Run after all work, calibrations, and test drive are complete. Confirms the vehicle is free of DTCs and ready to return to the customer.
The key distinction: No OEM position statement uses the term "in-process scan" — that name was formally established by SCRS. What OEM repair procedures establish is the technical condition that makes the in-process scan necessary: the repair process introduces new fault codes that must be resolved before calibration can begin.
02 — The Failsafe Problem
What Happens Without It
When a module is disconnected during repair and reconnected, it may store a lost-communication DTC and enter failsafe mode. A system in failsafe mode cannot be correctly calibrated — even with factory-grade tools. The in-process scan is the only step positioned between reassembly and calibration to catch this.

Scenario: In-Process Scan Skipped

Watch what happens when the shop goes directly from reassembly to calibration.

1
🔨
Repair completed — front-end reassembled
Bumper reinstalled, connectors plugged in. Technician visually inspects — looks correct.
2
⚠️
Radar module state — unverified
The radar module stored a lost-communication DTC during disconnection and is in failsafe mode. No warning light is on. The technician proceeds, unaware.
3
⚙️
Calibration attempted — appears to complete
The technician runs radar re-aim. The tool reports completion. The result cannot be trusted — the module was in failsafe throughout.
4
❌
What happens next?
Click "Run Scenario" to see the consequence of skipping the in-process scan.
🚨 Vehicle delivered — AEB in failsafe mode
The post-scan reveals unresolved DTCs. The shop must backtrack — or worse, the vehicle is delivered with automatic emergency braking non-functional. No warning light is on. The customer has no idea. Liability exposure for both shop and carrier. This is the exact condition the in-process scan prevents.
03 — OEM Record
What the OEM Record Shows
No OEM position statement uses the term "in-process scan" — that definition belongs to SCRS. What OEM procedures establish is the technical condition that makes an in-process scan necessary: the repair creates new diagnostic codes that must be resolved before calibration or return to service.
How to read these cards: The headline quote is the specific OEM sentence describing the repair-induced code problem — pulled exactly as published. Each card explains how that language connects to what the in-process scan addresses.
Ford Motor Company & Lincoln
MY 1996+ — I-CAR RTS, October 2025
Repair Creates New Codes▾
"Removing panels, glass, or components can introduce new fault codes requiring recalibration or initialization."
Ford Pre- and Post-Diagnostic Scanning Position Statement, October 2025 — oem1stop.com / I-CAR RTS
Ford states plainly that the repair process introduces new fault codes. Those codes cannot be addressed at post-scan without first running calibration on a system carrying unresolved codes. The in-process scan is the only event positioned between reassembly and calibration to catch and clear exactly what Ford's statement describes.
General Motors
All GM brands — I-CAR RTS, March 2026
Repair Introduces New Faults▾
"…new faults have not been introduced during repairs."
GM Pre & Post Diagnostic Scanning During A Collision Repair Required — I-CAR RTS / gmparts.com
GM's own language acknowledges that the repair process introduces new faults — and that verifying their absence is a required step. Catching those faults after calibration has been performed is too late. The in-process scan catches them at the only moment where doing so protects calibration integrity: after reassembly, before calibration begins.
Honda & Acura
American Honda Motor Co. — I-CAR RTS, July 2025
Disconnection Requires Verification▾
"Any repair that requires disconnection of electrical components will require a post-repair diagnostic scan to confirm if the component is reconnected properly and functioning. Dashboard indicators are intended for driver notification, not vehicle diagnostics."
Post-Collision Diagnostic Scan and Calibration Requirements, American Honda — I-CAR RTS (July 2025)
Honda ties the scan requirement to disconnection — not to the collision itself. Nearly every structural repair requires disconnecting electrical components. Honda further confirms that dashboard warning lights cannot be used to assess system status — a vehicle can appear fully normal while a safety system remains in failsafe mode. That is the exact condition the in-process scan is designed to detect.
Mazda North American Operations
All Mazda vehicles — I-CAR RTS, October 2025
Damage Stores DTCs▾
"Damaged sensors or cameras will store a diagnostic trouble code."
I-CAR RTS OEM Position Statement — Mazda, October 2025
Mazda confirms that sensors and cameras store DTCs when disturbed or damaged. Those codes must be identified and cleared before calibration — not discovered after calibration has already been attempted. The in-process scan catches them at the right moment in the sequence.
BMW, Hyundai/Kia, Toyota/Lexus, Stellantis, Nissan, Subaru, Volvo, Mercedes, Porsche, Tesla, Rivian
Formal position statements on file at I-CAR RTS
On Record — rts.i-car.com▾
These manufacturers have each published formal position statements through I-CAR RTS. Their specific language should be referenced at rts.i-car.com for claim documentation. See the OEM Reference page for full data on all 15 manufacturers.
The same technical principle applies across all of them: the repair process — specifically the disconnection of electrical components — creates fault codes that must be identified and cleared before calibration. That is what the in-process scan addresses, at the only point in the sequence where it can be addressed effectively.
OEM Terminology Decoder
When OEM Procedures Say This — They Mean an In-Process Scan

OEM repair procedures use many phrases that all point to the same required step.

"Verify module communication after reconnection"
In-Process Scan
"Confirm no DTCs remain before calibration"
In-Process Scan
"Initialization or relearn after repair"
In-Process Scan
"Ensure proper electrical function after reconnection"
In-Process Scan
"Clear lost communication codes before aiming/calibration"
In-Process Scan
"Validate network communication before final testing"
In-Process Scan
"Confirm calibration prerequisites are met"
In-Process Scan
"Test vehicle systems after reassembly"
In-Process Scan
04 — Billing Status
A Separately Billable, Non-Included Operation
In-process scanning is not embedded in any other labor operation. Three major industry associations have jointly declared it non-included and separately billable.
🏛️
Joint Industry Association Declaration — March 2021
ASA, SCRS, and AASP jointly declared that diagnostic scans and recalibration are necessary, non-included operations in collision repair. In-process scanning is not bundled into body labor or any other existing line item. It is a distinct procedure with its own time, equipment, and expertise requirements.
ASASCRSAASP
SCRS

Formally defined and named in-process scanning as a distinct, billable procedure. Guidance presented at the 2023 SEMA Show specifically addresses how to communicate the need to insurers.

✔ Formally Defined
CCC ONE Platform

Stores pre-repair, in-process, and post-repair scan reports as separate, independent records within the vehicle's repair file — recognizing all three as distinct operations.

✔ Platform Recognized
ASA / AASP Joint

The joint declaration confirms scanning operations are non-included — not captured in any other labor operation — and must appear as separate, itemized charges on every applicable repair.

✔ Non-Included Declared
📊

"CCC Diagnostics enables CCC repair facility customers to view the results of pre-repair, in-process, and post-repair diagnostic scans from their selected solution provider(s) directly in CCC ONE."

CCC Intelligent Solutions / AirPro Diagnostics Integration — Business Wire, August 2, 2022
3
Independent scan operations required in a complete collision repair — pre, in-process, and post. SCRS confirms none can substitute for another.
0
Warning lights required for a safety system to be in failsafe mode. Per American Honda's position statement: dashboard indicators are for driver notification purposes, not vehicle diagnostics.
8+
OEMs with formal position statements confirming repair operations introduce new DTCs requiring post-reconnection verification before calibration.
05 — Summary
The Case in Plain Language
OEM procedures create operational conditions — module disconnection, repair-induced DTCs, failsafe mode, calibration prerequisites — that require a diagnostic event after reassembly and before calibration. SCRS named that event. CCC ONE built it into its workflow. The question is not whether the need exists. The need is established by the same OEM repair standards that govern every other aspect of the claim.
In-Process Scan Position Document — Prepared for Insurance Carrier Review
Supporting Sources
  • 01Society of Collision Repair Specialists (SCRS) — In-Process Scan Quick Tip, 2023 SEMA Show. scrs.com
  • 02Ford Motor Company — Pre- and Post-Diagnostic Scanning Position Statement, October 2025. I-CAR RTS
  • 03American Honda — Post-Collision Diagnostic Scan and Calibration Requirements, July 2025. I-CAR RTS
  • 04General Motors — Pre & Post Diagnostic Scanning During A Collision Repair Required, March 2026. I-CAR RTS
  • 05ASA, SCRS, AASP — Joint Position Statement on Diagnostic Scanning Compensation, March 2021.
  • 06CCC Intelligent Solutions / AirPro Diagnostics — CCC Diagnostics Integration. Business Wire, August 2, 2022.
  • 07CCC Intelligent Solutions — Diagnostics and Scanning Industry Data (Q1 2017 — Q4 2022). cccis.com
  • 08Caliber Collision — ADAS Calibration Update, Q2 2025 (65% of collision repairs require ADAS calibration).
OEM Position Statement Reference

Every OEM Requires
Pre & Post Scanning

Official manufacturer position statements decoded. Know exactly what's required before and after every collision repair.

15
Position Statements / 25+ Brands
100%
Require Post-Scan
0
Exceptions Among OEMs Covered
Education

Why Diagnostic Scanning Matters

⚠️
01

Warning Lights Aren't Enough

Many DTCs never illuminate a dashboard warning light. Hidden faults in airbag systems, AEB, or lane-keeping — only a scan tool finds them.

🔌
02

Any Disconnect Triggers Faults

Disconnecting a battery, removing a bumper, replacing glass, or removing a seat can introduce new DTCs. Post-scans verify nothing new was created.

📋
03

Accurate Estimates Need Pre-Scans

Hidden electronic damage from collision forces affects repair costs. A pre-scan reveals all faults early for a complete, accurate estimate.

🛡️
04

Safety Systems Must Be Verified

AEB, blind spot monitoring, lane departure — after a collision, calibration cannot be assumed. It must be confirmed with a scan tool.

⏱️
05

Some Faults Need Multiple Drive Cycles

Certain DTCs only manifest after several drive cycles. A vehicle can appear fine then develop safety-critical faults days later.

📄
06

Warranty & Liability Protection

The OEMs in this reference treat skipping required scans as a deviation from published procedure that can jeopardize warranty coverage. Proper documentation protects shops, insurers, and vehicle owners.

⚡

Universal Across All OEMs Covered

These requirements apply broadly regardless of make, model year, or repair scope. We are not aware of exceptions among the OEM position statements covered in this reference — always verify the current statement for the specific vehicle.

Pre-Repair Scan Required Post-Repair Scan Required ADAS Calibration After Collision OEM Scan Tools Preferred Calibration Must Be Documented
OEM Database

OEM Scan Requirements

Click any manufacturer to expand full scan requirements, calibration triggers, and approved tools.

🔍
No manufacturers match your search.
ADAS Decision Challenge
Real repair scenarios. Timed questions. Confidence scoring. Test your ADAS knowledge and earn a tech title.
🔬 Scanner🎯 Calibrator⚡ ADAS Specialist🏆 OEM Master
ADAS Knowledge

ADAS Decision Challenge

7 real repair scenarios per round. Rate your confidence — right + certain = big points, wrong + certain = penalty.

7
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Real shop floor scenarios
25s
Per Question
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1–5
Confidence
Overconfidence costs points
🏆
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#
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Score
Title
Interactive Diagram

Tap Any Zone. See What Triggers.

Every highlighted zone triggers ADAS scan and calibration requirements when serviced. Red dots mark clickable zones.

Front Bumper
Windshield
Roof / Rear Glass
Rear Bumper
Mirror
Front Seat
Suspension
Front Wheel
Rear Wheel
Engine / Battery

ⓘ Informational examples only. The sensor associations and OEM applicability shown here are general industry examples for education — actual requirements vary by make, model, year, and trim. Always verify against current OEM service information before performing any repair.

Scan Required
Calibration Required
Documentation Needed
OEM Tool Only
● tap any zone
👆
Tap a zone on the vehicle
Each blue dot marks a part of the car that triggers ADAS scan requirements when serviced.
Systems Triggered
OEMs That Explicitly Require Action
Scan Verdict
Scenario Analysis

Risk Visualizer

Select a repair scenario to see the danger and safe outcomes, cost exposure, and OEM-specific impact for each situation.

⚠️

Select a repair scenario above to see risk analysis, cost exposure, and OEM consequences.

🚨 Without Proper Scanning
✅ With Complete Protocol
Potential Cost Exposure — Without Scanning
OEM
Consequence
Verdict
Critical Requirement

Why a Battery Maintainer
Is Required During Scanning

Low vehicle voltage during a scan is one of the most common causes of false DTCs, corrupted ECU data, and incomplete calibrations — and it is 100% preventable.

🔋
01 — The Problem
Voltage Drop = Unreliable Data

When a scan tool communicates with a vehicle's ECUs, it draws power through the OBD-II port. If the 12V battery is weakened from collision damage or sitting on the lot, voltage can sag below the threshold ECUs need to report accurate data.

A battery maintainer holds voltage steady at 13.5–14.5V throughout the scan, calibration, and programming process — eliminating voltage as a variable and ensuring every DTC captured is real.

Safe Voltage Ranges — 12V System During Scan
Below 11.5V
⚠ Danger Zone
11.5–12.6V
Caution
13.5–14.5V
✓ Target Range
Target 13.5–14.5V — equivalent to the vehicle running with a healthy alternator. Below 11.5V: ECUs may drop offline or report false faults.
02 — The Difference
Without a Maintainer vs. With a Maintainer
💀
Without a Maintainer
What goes wrong
⚡Voltage sag causes ECUs to generate false DTCs — codes that appear but don't reflect actual damage
⚡ECU programming may abort mid-process, leaving modules in an incomplete or unknown state
⚡Some modules go into limp mode or shutdown when voltage drops, preventing accurate scanning entirely
⚡Honda states: "Low battery voltage...may set multiple DTCs" — requiring voltage stabilization and full rescan to separate real codes from artifacts
⚡A battery disconnect — even momentary — is a DTC trigger across every OEM in this reference
✅
With a Maintainer
What it protects
✓Supplies a stable 13.5–14.5V during the entire scan, calibration, and programming session
✓Prevents discharge as the scan tool draws current through the OBD port during long all-system scans (20–45 minutes)
✓Prevents voltage spikes during alternator-off conditions that can corrupt module flash programming
✓Allows Honda DTC protocol to work correctly — stabilize voltage first, then clear and rescan to confirm which codes are real
✓Required by Volvo for all VIDA diagnostics and software downloads — the only OEM with this as a written requirement
03 — High-Risk Situations
When Stable Voltage Is Especially Critical

These five situations have the highest consequences for voltage instability. In each of them, a battery maintainer is not optional.

🖥️
ECU / Module Reprogramming
Flashing a module with low voltage mid-write can brick it permanently. No recovery possible. Module replacement is the only option — at full cost, out of pocket.
⚙️
ADAS Calibration
Cameras and radar modules need stable power through the full target alignment sequence. Any voltage drop aborts calibration — and the system may store an incomplete calibration without flagging it.
💥
Airbag System Diagnosis
SRS modules are especially voltage-sensitive. False codes from voltage sag can mask real airbag faults — creating serious personal injury liability if the vehicle is delivered with an unverified restraint system.
🔌
Hybrid / EV 12V Systems
The 12V auxiliary battery in EVs and hybrids is often smaller and discharges faster when the high-voltage system is isolated during repair. Maintainer use is even more critical on these platforms.
⏱️
Long Scan Sessions
Comprehensive all-system scans can take 20–45 minutes. A marginal battery will sag progressively throughout — corrupting late-stage module results even if early modules read correctly.
04 — OEM Positions
What the OEM Record Says About Voltage

Four manufacturers address battery voltage explicitly. Every other OEM covers it implicitly — by requiring scanning before and after any battery disconnect.

OEM
Position on Voltage / Battery
Level
Volvo
Explicitly states: "When Vehicle is being connected to VIDA for diagnostics or software download, a battery maintainer must be connected to ensure 12V battery remains charged." The only OEM to make this a written requirement in their position statement.
Written Requirement
Honda / Acura
Addresses voltage directly: "Low battery voltage and/or repair procedures inadvertently may set multiple DTCs. Clear the DTCs, and determine which ones reset after battery voltage is stabilized." Requires voltage stabilization before interpreting scan results.
Explicit Protocol
Stellantis / FCA
Lists "Voltage loss, including battery disconnects and Hybrid battery disabling" as a condition that MUST trigger pre- and post-repair scanning with the Mopar wiTECH tool.
Scan Trigger
General Motors
"Any action that results in loss of battery-supplied voltage and disconnection of electrical circuits requires that the vehicle is subsequently tested to ensure proper electrical function."
Required Testing
All OEMs
Every position statement in this reference lists battery disconnect as a DTC trigger and scan requirement. This implicitly requires voltage to be managed before, during, and after any electrical work — including the scanning process itself.
Universal
⚠️
A Battery Maintainer Is Not Optional Equipment
A battery maintainer must be properly connected to the vehicle prior to initiating any scan. This is a critical prerequisite step required to ensure a stable 12V power supply and to protect the integrity of the diagnostic process. Failure to establish proper voltage support can result in unreliable scan data — producing false DTCs, masking real faults, and creating significant liability if a vehicle is released with undetected safety system issues.
Connect Maintainer First.
Scan Second.
Every Time.
Reference

ADAS Repair Glossary

Plain-language definitions for every term used in modern ADAS-equipped vehicle repair — for technicians, adjusters, estimators, and shop owners.

🔍
Calibration Guide

Static vs. Dynamic Calibration

Two fundamentally different procedures — both required by OEMs, frequently misunderstood. This guide explains what each type is, why environment matters, and when each is required.

🎯
Type 01
Static Calibration
Vehicle parked. Controlled environment.
  • Vehicle is stationary on a level surface
  • Specific target boards placed at precise OEM-specified distances and angles
  • Controlled lighting — no direct sunlight, no reflective surfaces
  • Floor levelness within ±0.5° tolerance typically required
  • Requires adequate clear space around the vehicle
  • Takes 30–90 minutes depending on OEM and number of systems
  • Examples: forward camera aim, radar aim, surround view cameras
When Required
After any repair that changes camera or radar position — windshield replacement, bumper removal, structural repair, or sensor replacement. Must be completed before dynamic calibration if both are required.
🚗
Type 02
Dynamic Calibration
Vehicle driven. On-road self-calibration.
  • Vehicle driven at specified speeds — often 35–70 mph
  • Requires straight road with clearly visible lane markings
  • System self-calibrates while operating under normal conditions
  • Some systems require a minimum distance (10–50 miles)
  • Typically completed within 15–30 minutes of driving
  • Cannot be performed on a lift or in a parking lot
  • Examples: lane departure assist, some radar systems, TSR
When Required
After any repair affecting lane-based systems or camera aim. On some platforms, dynamic calibration must follow a completed static calibration — the sequence matters and is specified in the OEM procedure.
Why Environment Matters

Static calibration fails if the environment is wrong.

Most calibration failures trace back to environmental conditions, not tool problems. OEM procedures specify exact requirements — they are not suggestions.

⬜
Floor Levelness
Most OEMs require ±0.5° or better. A sloped floor shifts camera aim calculations — the calibration completes but the result is wrong. Use a digital level before every static cal.
💡
Lighting Conditions
Bright, even ambient light required. No direct sunlight through doors or windows. No reflective surfaces behind the vehicle.
📐
Target Placement
Targets must be placed at OEM-specified distances within millimeters. Generic or third-party target boards are not validated by most OEMs.
🚗
Vehicle Preparation
Tires inflated to spec, all doors closed, vehicle on its wheels — not on a lift. Load conditions affect ride height and camera angle.
🌡️
Temperature
Some radar systems have operating temperature minimums. Cold-soaked vehicles may need warm-up time before calibration.
🔋
Stable Voltage
13.5–14.5V required throughout calibration. A voltage drop mid-calibration can abort the procedure or store invalid parameters silently.
Systems Often Requiring Both Types
→Toyota Safety Sense — static camera target then road verification
→Honda Sensing — static followed by system activation on road
→Lane keeping assist systems requiring road confirmation post-static
→BMW front camera systems requiring drive-cycle confirmation
The Correct Sequence
1In-process scan — clear all repair-induced DTCs first
2Static calibration — level floor, targets, OEM tool
3Dynamic calibration — road test at specified speed
4Post-scan — confirm zero active DTCs before delivery
Interactive Tool

What Broke? → What Gets Calibrated.

Click any highlighted area of the vehicle to see which sensors are typically affected and whether the repair calls for a static calibration, a dynamic calibration, or both.

Top-down vehicle diagram
FRONT BUMPER
REAR BUMPER
L MIRROR
R MIRROR
←

Click any highlighted area on the vehicle diagram to see which sensors are typically affected and what calibration type applies.

ⓘ
Conceptual Reference — Not OEM-Verified Sensor associations and calibration types are based on general industry knowledge only. Actual requirements vary by make, model, year, trim, and installed sensors. Always confirm with OEM repair documentation before performing any calibration.
Reference Index

Sources & Citations

Every factual claim on this site is grounded in published OEM position statements, industry association declarations, or recognized industry platform data.

OEM Position Statements
All OEM position statements published through I-CAR Repairability Technical Support (rts.i-car.com) and/or manufacturer service portals. Dates reflect most recent version confirmed.
Ford / LincolnPre- and Post-Diagnostic Scanning Position Statement, October 2025. Via I-CAR RTS and fordserviceinfo.com
General MotorsPre & Post Diagnostic Scanning During A Collision Repair Required, March 2026. Via I-CAR RTS and acdelcotds.com
Honda / AcuraPost-Collision Diagnostic Scan and Calibration Requirements, July 2025. Via I-CAR RTS and techinfo.honda.com
MazdaOEM Position Statement, October 2025. Via I-CAR RTS
Toyota / LexusScanning and Calibration Position Statement, November 2021. Via I-CAR RTS and techinfo.toyota.com
BMW / MINIDiagnostic Scanning Position Statement, December 2022. Via I-CAR RTS and bmwtechinfo.com
Hyundai / Kia / GenesisDiagnostic Scanning Position Statement, March 2022. Via I-CAR RTS and hyundaitechinfo.com
Nissan / InfinitiPosition Statement, November 2025. Via I-CAR RTS and nissan-techinfo.com
SubaruScanning and ADAS Calibration Position Statement, August 2020. Via I-CAR RTS and techinfo.subaru.com
Mercedes-BenzCollision Repair Scanning Position Statement. Via mbusa.com
Stellantis / FCAMopar Diagnostic Scanning Position Statement, December 2025. Via I-CAR RTS and fcawitech.com
PorscheDiagnostic Scanning and PIWIS Position Statement, November 2022. Via I-CAR RTS and techinfo.porsche.com
RivianCollision and Scanning Requirements, October 2022. Via rivian.com
TeslaScanning and Calibration Requirements (ongoing). Via tesla.com/support/collision-repair
VolvoVIDA Diagnostic Scanning and Battery Maintainer Requirement, October 2024. Via I-CAR RTS and volvocars.com
Industry Association Statements
SCRS / ASA / AASPJoint Position Statement on Diagnostic Scanning Compensation, March 2021. Declared pre- and post-repair scanning necessary, non-included operations in collision repair.
SCRSIn-Process Scan Quick Tip and formal definition, 2023 SEMA Show. First formal industry naming of in-process scanning as a distinct procedure. scrs.com
Industry Platform & Data Sources
CCC Intelligent SolutionsCCC Diagnostics Integration — pre-repair, in-process, and post-repair scan records in CCC ONE. Business Wire, August 2, 2022.
CCC Intelligent SolutionsDiagnostics and Scanning Industry Data (Q1 2017 — Q4 2022). cccis.com
Caliber CollisionADAS Calibration Update, Q2 2025 (53–65% of collision repairs require ADAS calibration).
Methodology Notes
How we handle OEM claims on this site OEM position statement summaries reflect published language as of the date noted. Where exact quotes appear, they are verbatim. Where paraphrases appear, they are clearly presented as paraphrases. No OEM position statement uses the term "in-process scan" — that term was formally defined by SCRS. OEM procedures establish the technical condition that makes in-process scanning necessary; this distinction is maintained throughout the site.

OEM requirements change. Always verify at rts.i-car.com before making repair decisions.
About This Resource

Built by ADAS professionals,
for everyone in the repair process.

The ADAS Learning Hub is an educational platform created to help technicians, insurance adjusters, shop owners, and vehicle owners understand what modern ADAS repair actually requires.

Who We Are

Smart Express ADAS Services

Smart Express is a specialized ADAS calibration services company operating across multiple states. We place certified ADAS technicians inside independent collision shops — giving shops access to OEM-level calibration capability without the overhead of building it themselves.

This resource was created from what we see every day: technicians, adjusters, and shop owners who want to do the right thing but lack clear, accurate information about what ADAS repair actually requires.

Everything on this site is grounded in published OEM position statements, industry association declarations, and real-world ADAS calibration practice.

🔧
Embedded Technician Model
Certified ADAS techs placed inside collision shops — OEM-level calibration without the overhead.
📡
On-Demand Calibration
Mobile ADAS calibration services across multiple states for shops that need occasional support.
🏛️
OEM-Grounded Practice
Every procedure follows published OEM position statements and manufacturer service information.
📚
Free Education Commitment
This Learning Hub is and will remain free — because accurate information benefits the entire industry.
Our Approach to Accuracy

Source fidelity is not optional.

This site makes specific factual claims about OEM requirements, billing practices, and liability. Every claim is grounded in a published source. Where we quote OEM documents, we quote them accurately. Where we paraphrase, we say so. Where interpretive arguments are made — particularly around in-process scanning — we say those are industry-supported interpretations, not OEM mandates.

OEM requirements change. We update this resource as position statements are revised. Verify current requirements at rts.i-car.com before making repair decisions.

Get in Touch

Talk to an ADAS Expert

Questions about ADAS calibration requirements, shop partnerships, or content on this site? We are here to help.

Send us a message
Smart Express ADAS Services
🌐smartexpressadas.com
📍Multi-state operations across the Midwest and beyond
🔧Embedded ADAS technicians for collision shops
Looking for ADAS calibration services?
We partner with independent collision shops to provide on-site certified ADAS technicians, on-demand calibration, and calibration center access across multiple states.
Found an error on this site?
Source accuracy is our highest priority. If you find a factual error, outdated position statement, or misquotation — please tell us. We will investigate and correct it promptly.