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Paul McCarthy Sees ‘Opportunity and Upside’ in ADAS
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By Counterman
Paul Agather, president and CEO of
link hidden, please login to view member Automotive Jobbers Supply, was honored with the Art Fisher Memorial Award, Federated’s most esteemed recognition. He received this award earlier this month during the Automotive Parts Services Group membership conference in Las Vegas, Nevada. “The Art Fisher Memorial Award is the highest honor we bestow upon our members, and this year it goes to Paul Agather, a member who has shown exceptional commitment to the initiatives and objectives of the Federated group,” said Bo Fisher, chairman of Federated Auto Parts. “Although the award is given each year, it signifies enduring commitment, support, engagement and loyalty to the Federated community. My father would have taken great pride in presenting Paul with this award and recognizing his ongoing dedication to the success of Federated, his fellow members and the aftermarket industry.”
Agather began his career at Automotive Jobbers Supply in 1988 before leaving to finish college in 1990. He returned to the company in 1993 and held a variety of positions including director, treasurer, CFO and CIO, before assuming his current role as president and CEO. Active in the industry, Agather has served as a committee member of the Aftermarket Warehouse Distributors Association (AWDA) logistics and technology committee and has been a presenter at several AWDA industry events, encouraging and promoting the use of technology in the aftermarket, according to a news release announcing his recognition. He is a member of the National Federation of Independent Business (NFIB) leadership council for the state of Washington and serves as vice chair of the NFIB Washington state political action committee.
Named after
link hidden, please login to view founder Art Fisher, the Art Fisher Memorial Award is presented annually to a member of the Federated group who has demonstrated unwavering dedication to the success of Federated Auto Parts, its members and initiatives. Award recipients also have a history of sharing their time and expertise for the benefit of all members and have served in industry roles, representing the interests of the Federated membership. The post
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By Counterman
link hidden, please login to view announced it has released Guided ADAS. This application enables Autel Calibration system owners to use their frame, targets and expedited setup, with OE software accessed in-house or via the Autel Remote Expert platform, to calibrate vehicles not yet covered by Autel tablet ADAS calibration software, according to Autel. “We are always playing catchup when it comes to coverage. That is just the reality of being an aftermarket software developer. Yet, technicians, especially those working in collision, need to calibrate new or newer vehicles. With Guided ADAS, Autel users can take advantage of all the benefits of their calibration systems—ease of use and efficiency—step-by-step instructions, optical positioning, unlevel floor compensation, and validated documentation, along with our quality targets, patterns, and calibrators—and use OE calibration software to complete the task,” said Stewart Peregrine, senior executive of ADAS sales at
link hidden, please login to view. Guided ADAS, which is compatible with all of the Autel calibration systems: the Standard, MA600, IA800, IA900, or the new IA700 frames, allows shops to use their own OE subscriptions and tools or contract with a Remote Expert with OE software subscriptions for the setup specifications and to initiate ADAS calibration on new vehicles, according to Autel.
There are three calibration scenarios available in the application
The first allows the in-house or Remote Expert technician who has referenced the OE calibration data and has determined that the vehicle uses the same procedures and targets as a previous model year to retrieve the detailed setup instructions, including target type from the Autel calibration database. Autel offers calibration coverage for more than 40 brands and hundreds of models and model year vehicles sold in North America.
The second application allows technicians to input and save the specifications for completely new or existing vehicles with new-to-the-model ADAS components that lack historical parameter data.
The third scenario allows technicians to use the Autel patterns, targets, and calibrators identified by the OE as acceptable for calibrating the identified vehicle. The technician would then determine the position identification method, i.e., radar location, front camera, or front of the vehicle, then input the distance and height of the target to meet the OE’s vehicle placement requirements.
Next, the user selects “Start Placement.” The system will display placement instructions for MA600 or Standard frame system users or activate the optical positioning cameras and guide the user to place the target and frame at the correct distance, offset, and angle to the vehicle when the IA700, IA800, and IA900 frames are used.
Remote Expert Platform
The Autel Remote Expert platform enables technicians to contract with an experienced technician with OE tools or subscriptions to complete the calibration if needed. Remote Experts are also available for modular flashing, new ECU programming, and OE tasks currently not supported by Autel software. Released on the Autel MaxiSYS Ultra series of tablets over two years ago, the Remote Expert platform has seen incredible growth, averaging more than 4,000 monthly orders.
“Remote Expert is like a virtual lifeline from the technician to an Expert. Whatever the challenge, from a tricky diagnosis to module programming, a technician can use the platform to reach out to an Expert. ADAS calibration assistance has quickly grown in need. With the development of Guided ADAS, we foresee even greater growth,” Autel’s Director of Technical Operations, Maurice Miller, said of the platform.
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By NAPA
Ron Capps’ bid for a third consecutive Funny Car win at the NHRA Thunder Valley Nationals came to an end in a close second-round race Sunday afternoon at Bristol Dragway. Capps qualified third in his NAPA Auto Care Toyota GR Supra before falling in the quarterfinals to J.R. Todd. The overall weekend performance showed Capps and his Dean ‘Guido’ Antonelli-led team that the drastic changes they made in the early part of the season are paying off as the NHRA Mission Foods Drag Racing Series heads into the hot summer races. Capps leaves Bristol No. 6 in the point standings after eight of 20 races on the 2024 schedule.
Capps was one of several drivers who struggled to find traction in the first qualifying session on Friday, but crew chief Dean ‘Guido’ Antonelli got the NAPA Auto Care entry back on track for the second session. Capps laid down a 3.976-second pass at 320.74 MPH to move up from ninth to third, while also earning a bonus point for making the third-best pass of the session. Capps maintained the No. 3 spot through two more qualifying sessions on Saturday.
The NAPA team’s strong performance carried over into the first round of eliminations on Sunday morning when Capps got a big starting line advantage over opponent Buddy Hull and maintained the lead with a winning 3.962-second pass at 323.12 MPH to Hull’s 4.176 E.T. In a second-round battle with fellow Toyota driver J.R. Todd, Capps ran quicker to the 60-foot and 330-foot marks, but he started to lose ground and finished second behind Todd. Capps ran a 4.001 E.T. at 316.45, while Todd recorded a 3.977 E.T. at 319.75.
“I’m so proud of Guido and our NAPA Auto Care team to go out there and compete like we did, to qualify as well as we did, and not only that, but to do it in completely different conditions like we did,” said Capps, the winningest Funny Car driver at Bristol with seven victories. “We qualified well in the Friday night conditions that we didn’t think we’d see the rest of the weekend. We went out and made a great run in the first round and got lane choice against a really good team, our Toyota teammate J.R. Todd and his team, in the quarterfinals. The fans got their money’s worth. It was a great side-by-side race, but we came up a little bit short. We’ve got a string of hot, summer races coming up and it gives me such confidence knowing Guido’s got a combination for that. I’m just so proud of these guys.”
The next stop for Capps and the Ron Capps Motorsports Funny Car team will come in two weeks at the Virginia NHRA Nationals, June 22-23, at Virginia Motorsports Park outside Richmond.
Start / Finish: No. 3 / def. in quarterfinals
Points Standing / Total: No. 6 / 360 pts. (-220)
Next Race: June 22-23, Virginia NHRA Nationals
How to Watch or Listen: FS1,
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By Counterman
Automotive technology is funny. It always seems so new when we’re forced to catch up with it and weave it into our everyday routine. Then we find out it’s been around much longer than we realize. We didn’t worry about it until suddenly, some form of it was on almost every vehicle on the road.
Advanced Driver Assistance Systems (ADAS), is one of those technologies, and like it or not, it’s time to jump on the ADAS bandwagon. Luckily, because it’s not as new as it seems, the tool and equipment technology to help us service these systems is coming of age. In other words, we’re no longer fighting through the growing pains of it. It’s here. It works, and it works well.
The acronym is the newest part of all of it, and you might be surprised you’re already familiar with some of it. The purpose of ADAS, simply put, is to help drivers operate vehicles on a safer level, and its early roots were the development of antilock braking systems.
Of course, today it’s much more complex with systems like blind spot monitoring, adaptive cruise control and automatic emergency braking, but nonetheless it’s all there for the same reason. ADAS are categorized into levels, determined by the amount of automation for any given system. Understanding them not only helps explain certain aspects to your customer, but it can help you as a technician to understand the various aspects and need for calibration.
Level 0: No Driving
Automation
These systems don’t control the vehicle in any way, they only provide information or situational assistance to the driver. Examples are blind spot warnings, forward collision warnings, lane departure warnings and antilock braking systems.
Level 1: Driver
Assistance
These systems have the ability to control a single function of the vehicle, for example, adaptive cruise control and lane keep assist, but the driver is responsible for the main task of driving and braking, and these systems can be switched off by the driver.
link hidden, please login to view Level 2: Partial
Driving Automation
At this level, ADAS can control multiple functions, for example lane keep assist and adaptive cruise control, which employs both lateral and longitudinal control at the same time. The vehicle is able to perform both functions on its own, but with the intent that the driver is monitoring them at all times. The driver must touch the steering wheel at regular intervals, so the system recognizes it is being monitored. Level 2 ADAS allows for temporary “hands free” driving, and this is the highest level legal for vehicles in the U.S.
Level 3: Conditional Driving Automation
These systems can control most of the functions of a car, and the vehicle can temporarily take over the task of driving, without regular monitoring from the driver. The driver must be able to take over control and respond to warnings from the system. There are currently no vehicles in the U.S. that are available at this level.
link hidden, please login to view Level 4: High Driving Automation
Level four is defined as complete autonomy under certain conditions. The driver is no longer required to be ready to intervene at any time and could for example, even sleep with level 4 ADAS. This level is, however, linked to very specific conditions such as driving on a defined route or in a parking garage.
Level 5: Full Driving Automation
These vehicles will have the ability to drive anywhere, under any conditions with no input from a “driver.” These vehicles would not require a steering wheel, or for that matter, an accelerator or brake pedal. In these vehicles, we are no longer drivers. We are just passengers.
Coming of Age
The apprehension of ADAS repair can be compared to any new technology where we “fight” with the equipment available to us as it catches up with the technology. For ADAS, the equipment has come of age. It’s no longer a dealer-only proposition.
Technicians and independent shops can own the necessary equipment to successfully repair and calibrate ADAS systems. The scan tool technology and software is well-refined for ADAS diagnosis and repair, just as it is for all other vehicle systems. Equipment and tool manufacturers have been focused on making this repair technology viable for independent shops, and they’ve succeeded in their efforts.
The calibration area and required space that seemed as if it would be the biggest factor affecting small shops, is now hardly a factor with lifts that are designed to maximize the functionality of individual bays, and scan tool technology that has advanced to maximize the use of limited space whenever possible.
ADAS Servicing
When it comes to servicing ADAS, the most important concept to remember is that ADAS cameras and radar sensors do not have moving parts inside. Cameras are set at the factory for focus and field of view. Radar sensors have a very specific beam pattern that can’t be changed.
A calibration procedure typically uses a target with a specific pattern, shape or even thickness. The target is set at a specific distance, angle and orientation from a measured point on the vehicle. The vehicle knows what the target or fixture should look or sound like because it was programmed into the system at the factory. The scan tool activates this “memory,” so it can compare and possibly adjust.
The majority of forward-facing cameras can’t mechanically change their point of view. The focus and field of view are set at the factory, and there are typically no moving parts. For example, no motors are moving the zoom or the angle of the camera. Instead, corrections are made with software that can “crop” in on the correct field of view and the vehicle’s centerline.
Think of the camera lens as a wide-angle, but the software uses it as a telephoto.
The same is true for blind-spot and rearview cameras. So, when you are calibrating the camera system, you are calibrating what area of the image the camera pays attention to. This prevents a roadside sign or a car in the next lane from becoming classified as an obstacle.
Radar sensors emit radio waves that bounce off of objects and are received by the sensor. These types of sensors can detect objects and vehicles no matter the lighting conditions.
There are two types of radar: long-range and mid-range. Long-range sensors are used to measure the presence, distance and even speed in a narrow field of view. This type of radar is called millimeter-wave radar by some manufacturers.
Long-range sensors can measure up to 600 feet in front of the vehicle.
Mid-range can detect objects 200 feet from the vehicle. But mid-range radar sensors only measure objects that are in near proximity to the vehicle. These radar sensors can be used for blind spot and cross-traffic detection.
Calibration of radar sensors typically involves adjusting their position. Long-range sensors generally are mounted above or below the front bumper. Mid-range sensors can be mounted behind bumper covers, roof pillars and the corners of the vehicle.
The position of a long-range radar sensor can be moved using adjustment screws behind the sensor to adjust direction and elevation. This type of adjustment is typically required if the sensor has been replaced or disturbed.
Ultrasonic sensors have been on vehicles for more than 20 years. These are the small, round sensors mounted in the rear or front bumper of some vehicles. Ultrasonic sensors can detect objects that are typically within 10 feet from the vehicle. They send out soundwaves of a specific frequency that bounce off objects. The greater the return, the closer the object. These are very simple sensors that are used in backup monitor systems and blind-spot detection. Ultrasonic sensors have a very wide angle of detection and low resolution. As a result, ultrasonic sensors don’t need calibration on most vehicles.
The ADAS module assumes that the target is positioned correctly when the scan tool initiates the calibration mode. The system trusts that you took the time to set up the targets with some degree of accuracy. It compares the factory settings to the actual values. It uses this information to make adjustments. If the required adjustment is outside of the parameters, a mechanical adjustment to the sensor will then have to be made to the mount or adjusters, if you are lucky.
When you set up a target or fixture for a camera or radar calibration, the position and distance from the vehicle is critical to the performance and operation of the system. If the target or fixture is even a few millimeters off in position, it can severely affect system operation, as the camera or radar can end up “looking” at the wrong spot by many feet or meters.
As with any technology, servicing it is half equipment and half experience. The equipment is here. The experience starts when you do.
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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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