Article Summary
A University of North Florida study of over 300 collision repair shops found that 65 percent outsource ADAS calibrations due to lack of skilled technicians and specialized training, raising safety concerns as advanced driver assistance systems become standard in new vehicles.
- 65 percent of collision shops outsource ADAS calibrations, though 77 percent perform pre- and post-repair scans in-house.
- Only 72 shops surveyed employ ADAS-trained technicians, with just 42 offering OEM training and 30 using informal in-house methods.
- Seven out of ten respondents said it's unrealistic for one technician to master ADAS work across multiple vehicle brands due to proprietary technology differences.
- Insurance Institute for Highway Safety research shows over half of drivers experience problems after ADAS calibration, commonly affecting crash prevention and blind-spot systems.
- Small independent shops dominate the market—nearly two-thirds employ five or fewer technicians and lack OEM certification or specialized ADAS staff.
Toronto, Ontario -- Researchers from the University of North Florida are warning the lack of skilled labour in the collision repair industry is putting drivers at risk.
Advanced Driver Assistance Systems are now built into nearly every new vehicle, but their repair remains complex, costly and poorly understood by both repairers and consumers.
The research, conducted by Dr. Pingying Zhang and Dr. Debbie Wang and based on interviews with more than 300 body and paint shops across the United States, paints a picture of a fragmented sector dominated by small businesses.
Close to half of the facilities surveyed are single-location independents. Among them, nearly two-thirds employ five or fewer technicians, while just over a quarter employ between six and ten.
Seven out of ten respondents said it would be unrealistic for one technician to be proficient in ADAS work across dozens of vehicle brands, given the proprietary nature of the technology.
Only a fraction of shops employ technicians trained specifically in ADAS repair. Seventy-two respondents reported having such staff, with 42 offering OEM training and 30 relying on informal, in-house methods.
As Zhang and Wang wrote, “The findings highlight not only the limited presence of specialized ADAS personnel, but also the lack of access to formal, brand-specific training, particularly in smaller operations.”
While most facilities can handle pre- and post-repair scans on-site, ADAS calibrations are far more likely to be outsourced. About 77 percent of shops perform scans in-house, but 65 percent contract out calibrations. Small operations drive much of this outsourcing, with nearly half of those subletting the work employing no more than five technicians.
Recruitment and retention of ADAS-qualified staff is also a struggle. Only 81 shops said they faced no difficulty, while roughly a third described it as a major challenge.
The remainder reported leaning heavily on subcontractors. The study did not measure the quality or consistency of this outsourced work, leaving open questions about whether these third-party providers meet the technical standards required for safe repairs.
As vehicles become more reliant on ADAS, the gap between consumer safety needs and industry capacity is widening. Small shops remain the backbone of the market, yet most lack OEM certification or staff with specialized training. With Insurance Institute for Highway Safety research showing more than half of drivers experiencing problems after calibration — most commonly with crash prevention and blind-spot systems — the stakes are high.
The report concludes that meaningful investment in training, the adoption of standard protocols and closer oversight of outsourced providers will be essential if the industry is to keep pace with the technology and maintain consumer confidence.
