New ADAS Bill Mandates Manufacturers Sell Repair Tools, Standardizes Post-Repair Safety Checks

The new ADAS Functionality and Integrity Act is essentially a “Right to Repair” mandate specifically targeting modern vehicle safety systems. It requires car manufacturers to sell the software, tools, and technical documentation needed to diagnose, repair, and calibrate Advanced Driver Assistance Systems (ADAS)—think automatic emergency braking, lane-keeping assist, and adaptive cruise control—to both independent repair shops and vehicle owners. This is a big deal for anyone who owns a modern car and is tired of being locked into dealership service.

Breaking the Dealer Lock-In

Section 1 of the Act tackles the repair monopoly head-on. Today, if your ADAS sensors get knocked out of alignment—say, after a fender bender or even a routine windshield replacement—only the dealership often has the proprietary software and calibration tools to fix it correctly. This bill forces manufacturers to make these items available for purchase by independent shops and even DIY owners. Why does this matter to you? Because it means your local, trusted mechanic can now compete with the dealership on complex repairs, potentially lowering your service costs and saving you a long drive.

This provision covers all the necessary components: the diagnostic tools, the technical service bulletins, and even the software updates and calibration files. Essentially, if a dealer can use it to fix your car’s safety tech, an independent shop should be able to buy it too. This aims to level the playing field, benefiting independent shops and consumers looking for more affordable options.

Safety First: Standardized Testing

While opening up repairs is great, safety is paramount, especially when dealing with systems that actively drive the car. That’s where Section 1 and Section 2 introduce critical safety oversight. The Secretary of Transportation, through the National Highway Traffic Safety Administration (NHTSA), must create a standardized confirmatory test within two years. This test is designed to validate that the ADAS system is working perfectly after any repair, service, or calibration.

Think of it like a mandatory, standardized safety check specifically for your car’s automated brain. If a shop replaces a sensor, they have to run this test using accessible tools to prove the system is back to factory spec. This protects consumers by ensuring that a cheaper repair doesn't mean a compromised safety system. NHTSA is also granted the authority to enforce these rules, with civil penalties capped at $100 million for a related series of violations, giving the mandate real teeth.

The Customization Conundrum: Setting the Limits

Section 2 addresses a growing issue in the automotive world: what happens when you modify a car that has ADAS? Lifting a truck, changing wheel sizes, or even adding a heavy bumper can throw off the geometry that ADAS sensors rely on. For vehicles model year 2028 and later, NHTSA must publish guidelines defining the “Allowable modification ranges and tolerances.”

This means NHTSA will define quantifiable thresholds for physical changes—like ride height or tire dimensions—that won't compromise the safety systems. For example, if you want to lift your SUV, these guidelines will tell you the maximum vertical displacement before the manufacturer is no longer responsible for the lane-keeping assist system malfunctioning. This provides clarity for the aftermarket industry and vehicle owners alike, ensuring customization doesn't accidentally disable critical safety features. To do this right, NHTSA is required to consult with manufacturers, repair shops, and the aftermarket industry to base these limits on empirical data and dynamic testing, not just guesswork (Sec. 3).