Understanding OEM Guidelines: A No-Nonsense Guide for Insurance Adjusters

So you’re reviewing a repair plan, and there it is: a calibration line item, an SRS scan, a seatbelt pretensioner replacement. You’re thinking:

“Do they really need this?”“The airbags didn’t deploy…”“There’s no DTC, so it’s probably fine.”“We’ve never paid for that before.”

Let’s stop right there.

This guide isn’t about negotiating. It’s about clarity.It’s about facts.And it’s about why OEM guidelines are not open to your interpretation — no matter how many spreadsheets you’ve got.

Rule #1: If the Manufacturer Says It — We Do It.

You are not the manufacturer.

You're not the engineer who designed the radar, the camera, the seatbelt system, or the airbag deployment sequence.

So when Honda, GM, Toyota, or Subaru says:

“Inspect and calibrate after any collision,”

they’re not looking for a second opinion.

They’re telling us what needs to happen to keep the car safe — and to keep your customer alive.

You don’t get to downgrade that to “optional” because the car still starts.

Rule #2: OEM Guidelines Are Not Subject to Policy

Your policy might say you don’t pay for:

• Transport

• Calibration

• SRS scans

• SWS zeroing

• Seatbelt inspections

Cool. We’re not here to argue coverage.We’re here to say: those things still need to be done.

If your policy doesn’t include the procedures required to return the car to OEM spec, then your policy is the problem — not the shop doing the right thing.

Rule #3: “There’s No Warning Light” ≠ “System Is Good”

No DTC doesn’t mean no problem.

ADAS systems, SRS sensors, and occupant detection modules don’t always trigger codes when they’re misaligned or offline. They just quietly fail — until they’re needed.

And when that system fails, the conversation won’t be about whether it lit up.It’ll be about whether the calibration was completed — and whether you said no.

Rule #4: “We’ve Never Paid for That Before” Is an Admission, Not a Defense

Technology evolves. Repair procedures change.ADAS didn’t exist in every car a few years ago. Now it’s in everything from compact SUVs to delivery vans.

The fact that your company hasn’t adjusted with the times doesn’t mean the repair isn’t necessary — it just means you’re behind.

If you’re making decisions based on habit instead of manufacturer requirements, you’re not adjusting — you’re guessing.

Rule #5: If You Deny It, You’d Better Be Ready to Own It

If you override a manufacturer’s repair procedure, and something goes wrong?

That’s your signature on the liability.

The customer gets hurt. The vehicle fails to respond. The safety system malfunctions.

And all the shop has to say is:

“We flagged it. They denied it.”

You ready to take that call from legal?

Final Word: Your Job Is to Facilitate a Safe, Complete Repair — Not Decide What Safety Means

You’re not the gatekeeper of calibration.You’re not the SRS module's designer.And you’re not the one who’s going to be behind the wheel when the system fails at 75 mph because a radar wasn’t aligned.

If you're not sure about a repair recommendation?Ask for documentation.And then accept it when it’s provided.

Because this industry doesn’t need more “adjusted” safety — it needs more accountability.