Stellantis is drawing clearer lines around two issues that have created friction in the field: reusing hardware that is designated one-time-use and repairing bumpers in ADAS zones as if they are purely cosmetic.
In a Dec. 1, 2025 position statement on one-time-use parts and fasteners, company officials wrote that “any fastener or component designated as one-time-use must be discarded and replaced with a new original equipment part when removed during service or repair.” The statement explains that those parts are identified in service information and that procedures “will clearly state to discard the old part and replace with new.”
The clarification targets a common estimating dispute. Clips, retainers, torque-to-yield bolts and adhesive-backed components are often reinstalled if they look intact. Company officials wrote that certain fasteners “lose their clamping force or bonding strength once removed, making reuse unacceptable.” In other words, appearance is not the standard -- rather the OEM designation is.
A separate Dec. 1, 2025 statement focuses on fascia and bumper repairs near blind spot monitor and park sensor locations. Company officials wrote that “repairs to the bumper cover near the BSM (blind spot monitor) may cause ‘blind spot false activation,’” and warned that repairs or misalignment “may cause improper functioning of the assisted driving systems that rely on proper operation of the blind spot monitoring and park sensor features.”
The document tightens what is acceptable in those zones. Paint film over sensor locations must remain within OEM thickness standards. Fascia substrate repair must not be carried out within 25 cm of the sensor mounting area. Fillers must not be applied within the same 25 cm blind spot sensor area. Park sensors and attachment brackets “should not be repaired,” company officials wrote.
The statement also reinforces process requirements that are sometimes treated as situational. Calibrations or initializations for blind spot monitoring “must be performed prior to returning the vehicle to the customer.” A post scan “utilizing a wiTECH scan tool or a sublet service using wiTECH” must be completed after repairs, diagnostic trouble codes must be addressed and “validation of the proper functioning” must be performed before release.
Taken together, the updates do not introduce new theory. They formalize corrections to hardware reuse, uncontrolled film build near radar zones and inconsistent calibration practices. For repairers, the message is straightforward: follow the procedure, replace what is designated one-time-use and treat ADAS-equipped bumpers as calibrated components, not just painted plastic.
