Setting the standard for commercial vehicle repair 

As commercial vehicles evolve in complexity, the repair sector is under pressure to match pace – technically, procedurally, and culturally. The ARC360 2025 session on commercial vehicle (CV) repair and ADAS (Advanced Driver Assistance Systems) calibration – hosted by NBRA/VBRA –  brought these pressures to the fore, offering a vital state-of-the-nation view on repair standards, technician training, and operational readiness across the CV landscape. 

Chaired by Tom Hudd, National Technical Manager at NBRA/VBRA, the session featured practical insights from OEMs, major repairers, and operational leaders, as they examined how CV repair must adapt to meet the demands of a more regulated, data-rich, and autonomous future. 

The urgent need for standards 

Tom opened the discussion by spotlighting the Elite Truck and Van Standard – developed by VBRA to address the absence of a formalised, auditable framework for repairing vehicles over five tonnes.  

Unlike the well-established BS10125 for passenger cars and vans, CVs have historically lacked consistent requirements around technician competency, equipment, and process. 

“It’s frightening that you could still take a 44-tonne truck to a shed with no credentials,” said Jason Mole, Managing Director – Commercial Vehicle at Steer Automotive. “The Elite Standard ensures repairs are not only done correctly -but by the right people, with the right tools”. 

With only 40–45 sites in the UK currently capable of meeting full structural requirements, uptake is growing but limited. “We’ve got 10 certified already, and another 15 in the pipeline,” Jason added. 

Complexity and calibration: repairing the next generation of vehicles 

As Steve Oakley, National Technical Manager at Scania Trucks, outlined, modern trucks are more advanced than many cars, especially in their integration of electrification and ADAS. “We bring new products to market every 12 to 24 months, and the standards evolve just as fast,” he said. 

Steve explained that even slight deviations in repair processes can have critical safety implications. “Recalibrating cameras and radars isn’t optional – it’s essential. Sadly, the industry has seen investigations into fatalities where systems were improperly reinstalled or not recalibrated,” he warned. 

To mitigate risks, Scania has already developed a free portal for independent repairers with guidance on welding zones, battery safety, and sensor placement. However, access to full OEM methods requires investment and is often prohibited by ease of access, cost and inconsistencies across brands. 

Barriers to progress: training, methods & manufacturer access 

Terry Warshow, Essex Site Manager at Spectrum VR, shared insights from a recent £7m site investment aimed at future-proofing infrastructure. Despite state-of-the-art equipment, he noted: “We’re still hitting a brick wall when it comes to accessing OEM methods and training. You can’t safely repair what you don’t fully understand”. 

Jason echoed the concern. “With some manufacturers, method access costs £8,000 to £20,000 a year. That’s unaffordable for many smaller bodyshops, and it discourages compliance,” he said. 

Beyond cost, both Jason and Terry highlighted a lack of relevant training courses. Most apprenticeships are geared toward cars – leaving a shortage of certified CV technicians, especially for electrified systems.  

“You get an EV certification for cars and think you’re covered. But CVs often have two or more shutdown systems – it’s a whole different level,” Jason said. 

ADAS & autonomy: closing the calibration gap 

The session also focused on the rapid integration of ADAS into CV fleets – and the widening gap in repairer readiness. “Trucks are now rolling out with systems more complex than most cars,” said Tom, “but our calibration procedures and technician training are nowhere near where they need to be”. 

Steve reinforced this point, citing growing cases of failed ADAS functionality due to improperly reinstalled systems after minor collisions. “Even a windscreen replacement requires calibration, and if that’s skipped, the consequences can be deadly,” he said. 

The discussion introduced the forthcoming ADAS Guidance for Commercial Vehicles, built in partnership with DVSA, OEMs, insurers, and repairers. This new framework outlines when and how calibration must be conducted and is expected to become the benchmark across the sector. 

ESG in the CV sector 

When asked about ESG (Environmental, Social and Governance) progress, Jason noted that efficiency and sustainability are now customer imperatives. “A truck off-road isn’t just inconvenient – it’s costing someone a business. Fast, safe, compliant repairs matter. That’s ESG in action,” he said. 

Tom praised recent advancements such as solar-powered workshops and low-energy paint systems, adding, “Some CV centres are actually more advanced than passenger car shops in terms of sustainability measures”. 

A collective call to action 

The session closed with a shared recognition that collaboration is non-negotiable moving forward. OEMs, insurers, repairers, and regulators must align to raise standards, reduce safety risks, and ensure the CV sector is no longer the “poor cousin” of the car repair world. 

“If there’s one thing we need to do in the next 12 months – it’s invest in training,” Steve concluded. “It’s not a cost. It’s an investment in lives, in safety, and in the future of our industry”. 

ARC360 2025 was supported by Corporate Partners: BASF, CAPS, Entegral, Enterprise, NWVA, Mirka, S&G Response, Sherwin Williams and Solera Audatex; alongside Partners: e2e and Repairify; with Vehicle Manufacturer Partner: Stellantis; and Event Sponsors: Onyx and Thatcham Research.