In this episode of The Collision Vision, Cole Strandberg chats with Mike Ambrosino of ADAS Diagnostic Solutions, an organization closely tied to the Fuller Collision Group, friends of the show and some of the most forward-thinking operators in the industry. Mike’s journey from shop operations into ADAS gives him a unique perspective on what’s actually happening on the ground and what’s required to do this work right. In this conversation, they break down the shift from ADAS bottlenecks to ADAS control — why the old “send it out and deal with it later” model no longer works; how to think about building the right equipment and workflow stack; and what it really takes, from process to people to documentation, to integrate ADAS into your repair plan with confidence. If you’re trying to reduce cycle time, capture more of the repair, and most importantly, protect your business from liability, this is one you won’t want to miss.

Cole Strandberg: Looking forward to a great conversation. Really enjoyed catching up in our pre show call. I think a lot of really timely things to talk about. Before we jump right in though, we’d love to hear about you, your background, your path from estimating and operations into the world of ADAs.

Mike Ambrosino: Yeah, so I, I’ve been in the industry just about 23, 24 years. Started as an estimator for an independent company that my uncle owned, found, built, start building relationships with body shops and then started at a collision center as an estimator. Worked for the collision center for 12 years in the estimating department. Spent a lot of time in and out of researching OE procedures for the repairs, especially after the events of the John Eagle case and when it was really brought to light that procedures needed to be followed every day and every repair. That kind of brought our attention to calibrations and what systems needed to be calibrated during the repairs or after the repairs. And really that is what led to us purchasing a calibration system and bringing calibrations in House Beautiful man.

Cole Strandberg: So ADS or adas Diagnostic solutions a part of or in some way related to Fuller Collision Group. Josh and Michelle are are both friends and friends of the show. Talk to me about how you got with them and then of course too what ADS is and, and what you guys are doing with it today.

Mike Ambrosino: Yeah, so like I mentioned when I, when I was the independent appraiser they were in my territory. So I visited the shop and, and got to know Josh to do a few visits. Being on the other side on the insurance side, really liked what I saw in the shop. Saw a job opening come up one day and applied and then became an estimator working with Josh. I’ve very much been involved in a lot of the technology part of the operations of the shop, the computers operations, IT stuff, getting a scan tool in the shop when we needed it and that’s what kind of led into the, the researching and looking in adas because it really not much of a car guy myself per se. I’m a technology guy and that was the stuff that drew me into to wanting to bring the ADAs in. And my, my biggest hope was when I finally talked Josh into to bringing it into the shop was that he wasn’t going to put it on the mechanic in the shop. He was going to allow me to take, to grab a hold of it and run with it.

Cole Strandberg: I love it man. It makes total sense. Josh is a visionary and your technology focus seems like a great and dangerous combination in a good way. And so that evolution happened over time I guess where so many shops out there today. We view adas often at best as a bit of a side project. At worst a necessary evil. I guess at worst, at worst something we bury our head in the sand and ignore which can’t happen anymore. When did adas stop feeling like a side task and start feeling more of a core standalone type operation? Walk me through that evolution because if memory serves from our pre show call it was kind of to handle your own business and grew from there.

Mike Ambrosino: Yeah. So it was, it started looking into it in 2018. We started doing some research, we went to some classes, I took some ICAR classes really looking into it. We joined a leadership task force where we talked about different parts of the collision industry sector. We talked about adas, we talked about blueprinting. Adas really became front and center when adas think was came out and really at that point we learned how many calibrations were missing. Even though we’re in service information we just weren’t identifying Everything because there was so much information to go through. That’s I think when it became front and center. We need to pull the trigger. We need to get this in here because we are identifying a lot more calibrations now and sending these jobs out to dealerships and really drawing. Dragging down our cycle time by taking so much time, sending the vehicles out.

Cole Strandberg: And I think that’s a great transition and inflection point because I think a lot of companies across the country are sort of realizing the same thing. This sublet works for many, right when, when maybe there’s not the volume or the specialization or the demand. It doesn’t work for a lot. And a big part of it is the time, the lack of control. It’s been mentioned ad nauseum how just because you’re subletting it and giving it to someone else doesn’t mean it’s not your responsibility to get done right. And so once you tackled that, hey, we really need to get our hands all over this thing. Rock and roll with it. Make it something pretty cool. Where’s the starting point from an equipment standpoint? What has to be true, what kind of workflow needed to be built out to go ahead and take this leap from sublet to really going all in, in house.

Mike Ambrosino: So we wanted to make sure we had, you know, the right space for it. The, the. We wanted to make sure that we were going to be able to bring this in and have people to like, fall back on. I guess it wasn’t only, yeah, let’s just get it and do it. We want to make sure we, you know, if we started running into problems, are there other people that we’ve built relationships with that we can call and, and, and work through some stuff? We wanted to make sure we knew what we were doing to an extent. We didn’t want to, you know, jump in headfirst and, and have no clue what we’re doing. So that, you know, came a lot with icar, came a lot with building with people who are already doing calibrations and a lot of research on the different tools out there, calibration systems to know what would work best for us.

Cole Strandberg: Now when was this about? Because the industry’s evolved a ton in a very short time.

Mike Ambrosino: Yeah. So very early on we started looking, started taking classes around 2018. But it wasn’t until, you know, Covid hit that really. There was a really hit our. The number of cars coming through the shop. It freed up some time to dig deeper into, look into this. And with also covert, that task force I mentioned was an online zoom task force that happened because of COVID because people weren’t going out to classes, put that together. And that really allowed us to meet with other people on ADAS and start building our journey into ADAS right in mid 2020.

Cole Strandberg: Awesome. It’s an early mover. It was still very much the wild, wild west. Fortunately, we did have resources, as you mentioned, like I car. But man, that social proof is so important. There’s no better review or way to get an understanding of who is who and what is what than some testimonial type things. When you were listening to how folks did this, the equipment, the processes, the systems that they used, what mattered most when you were kind of creating the. What would eventually evolve into ads?

Mike Ambrosino: To us, a couple things that mattered most was, number one, vehicle coverage. We wanted to get a system that, you know, had high vehicle coverage and could handle a lot of different makes and models, because while we had, you know, 10 makes that we saw more of than any other type of vehicle, we were handling just about everything out there. So we wanted something that was, you know, available to cover a lot of vehicles. We wanted a system that documented well because we knew just as we experienced, you know, five or so years earlier with scanning, pre scans and post scans, this was going to be a new approach to the insurance companies. It was going to be a tough sell to try and get paid for what we’re doing. So we wanted to be able to document well and then, you know, just having, like I mentioned earlier, the resources, knowing other people that are using that system that we’re, we’re looking at, to be able to reach out in question or have online resources for that. Those were a few things that were important when we made the decision.

Cole Strandberg: Now you ultimately decided on partnering with autel, what made them the right fit for your operation at that time and what makes them the right fit today.

Mike Ambrosino: So it was. There was a lot more information on Autel than that we could find than any other system out there. We had a good vendor in the area who sold AUTEL equipment. He had a lot of good knowledge. It was. Their system was more complete and ready. I believe they had just added their camera system to their Autel complete system. So it was. They were advancing the technology. We knew that they were trying to move the technology forward and we could document everything with photos and throughout the process and add them onto the scan. So it kind of matched a lot of the things we were looking for and then reaching out to a couple other people in the industry. That were doing it. Their recommendation came down to Autel as well. Now why we’re still using Autel, they’ve added, you know, many features to their systems. We’ve upgraded. We now have five Autel systems. Of course, we enhance that with OE Tools software. We have all the factory, most of the factory systems in here. But we stuck with Autel throughout because it was easier on a training level to move from one Autel system to another. Everything’s very similar. The scan tool is all similar. So that’s why we stuck with the same system throughout the years. Just to try and give a consistent product to our customers and to make sure we’re consistent with handling the process.

Cole Strandberg: Zooming out a little bit, you strike me as a technical guy, processes and procedure guy. Bring it back and walk us through kind of the ADAS process that you, the way you want your shop to think about it. From intake expectations, pre scan blueprinting, the actual calibration and then one of the most important pieces, I imagine, documentation, documentation, documentation. So walk us through how you’ve designed your processes internally.

Mike Ambrosino: So adas, it’s not just another step in the repair process. It really should be threaded throughout the whole repair process. It needs to start as soon as your first contact with that customer could vehicle intake. You need to be talking to that customer that, hey, the repairs might take a few more days. There might be some added mileage for a dynamic calibration or to test drive the vehicle. The vehicle needs to come in with a full tank of gas if possible. There’s a this conversation that needs to be had up front and then that just continues through the repair process. When you’re pre scanning, you’re looking for any communication faults, any faults with the ADAS systems blueprinting. What, what systems are going to be affected not only by the damages to the car, but when I remove certain parts from the vehicle, what else is going to be affected? Looking in service information, are there any calibrations that are required just because it was in a collision? Not necessarily because that system was affected on the vehicle Going into, you know, the parts department. Do I need to order an OEM part versus aftermarket because the aftermarket headlights aren’t bright enough for the windshield camera to work or the bumper cover? There’s a, you know, bulletin from the manufacturer that an aftermarket bumper cover doesn’t allow the, the radar to see through it properly throughout the whole process. Body repairs, paint thickness, metallic flakes, reassembly. Do I need to leave the bumper off for calibration this all throughout the repair process. Adas is a factor to that.

Cole Strandberg: It’s an amazing segue, man. It’s like you read my notes here. But how, at what point at the shop level should the early hands on the car, whether that’s repair planners, estimators or technicians be flagging likely calibration needs.

Mike Ambrosino: Right at the beginning of the process, you want to know ahead of time. Again, like I said, it, it goes back to every process in the repair so that the. Once you have your disassembly done, you have your blueprint in the car, you have a supplement written, use an estimate scrubber, get an idea of where to start. That’s not gonna. The, the scrubbers, you know, aren’t 100 all the time. You still need to go in service information, you still need to do some research. But it’s a good starting point. It, you know, at least will get you on the right track. You cannot rely too much on all the scrubbers because you get complacent and start missing some calibrations. But it is a good place to start.

Cole Strandberg: I’ll tell you what, some industry reports out there, and there are some great ones, it’s jarring the estimated number of calibrations that we’re missing across the country as shops. And it comes back from my perspective at least to a conversation around liability. Now, we talked about processes, procedures, checklists, way of doing things. I sort of view those as guardrails. What guardrails need to be put in place to make sure that we are limiting our liability and ensuring that the keys when we hand them back over are to a vehicle that is safe and ready for the road for our customers.

Mike Ambrosino: Yeah, so you mentioned checklists. That’s a, that’s a good idea. Throughout the process, the estimate scrubbers that I talked about, having a defined process to review the vehicle to, to not only at the start of the repairs, but at the end of the repairs. Pre scanning, post scanning and then, you know, just if you are doing the calibrations yourself, testing the systems, making sure everything is working properly should happen every time whether you have a calibration or not. But the certainly starting with a checklist is probably the easiest system. Making sure you’re defining what, what systems are affected, what systems need to be calibrated is a pretty simple guardrail and, and it’s pretty reliable.

Cole Strandberg: Love it, man, love it, love it. Now, the term you can’t teach an old dog new tricks comes to mind and in this case has nothing to do with age. Might be better Put can’t teach a stubborn dog new tricks. But something that I think a lot of traditional operators have, have had a hard time with is kind of changing how they do things, changing how the flow happens. And the whole ADAS calibration piece certainly represents a wrinkle there. Documentation and today’s requirements, whether it’s adas or collision repair, is another one that I think people need to be spending more time thinking about than maybe as an industry we do. Everyone I talk to on the kind of thought leadership side around calibration, scanning all that stuff says documentation, documentation, documentation. On that front, how much of the reporting, the photos and the data are you guys capturing for insurance and for the customer? And what if that’s important from your perspective?

Mike Ambrosino: Yeah, so we’re doing a lot of documentation for payment, but that’s not the true reason to do documentation. It helps to get paid on the job. Essentially what we want to do is we want to defend against liability. We want to prove that we not only just did the job, but we did the job correctly and that the systems work. Ultimately, if we ever have a vehicle that has a situation in the future, we want to be able to prove that we did that job right. We, we ensure that those systems are working. And if you do all that, you should have the right documentation to get paid as well.

Cole Strandberg: You guys have evolved as a business pretty aggressively. I think in our pre show call and publicly on other shows and articles, you’ve talked about jumping from roughly 10 calibrations a month, maybe in the very early innings, to 10 a day. What had to change and what had to evolve within ads to go ahead and not only keep up, but make that a good thing within your business?

Mike Ambrosino: Yeah, so it was a huge change, you know, when we were doing, when we were first identifying calibrations and you know, maybe doing 10 calibrations a month in the body shop, we were taking up a room on the center of the floor because that was the, the space that was flat. It was right in the middle of the shop. And you know, if a car needed to be moved or they needed to get another vehicle in, they had to wait for the calibration to be done. Or you know, I had to wait to set up the calibration until we move some vehicles around. So when we started growing, you know, that became the time where we needed to find a dedicated space. We needed to find, we picked up a few outside shops and we needed to not only have myself doing calibrations, but we needed to find some technicians. We need to start documenting processes because everything was just in my head and you know, we need to be able to make that process repeatable throughout whoever we hired to come do calibrations as well. And then you know, we got to a point where we needed to set up systems to streamline the documentation, to streamline the billing. There’s a whole bunch that went into it and now, you know, we’re, we’re upwards, probably even 15 calibration, 15 cars a day with multiple calibrations, up to 20, 25 calibrations a day. Man.

Cole Strandberg: Behemoth.

Mike Ambrosino: Yeah.

Cole Strandberg: That’s big time volume. That is big time volume. And you’re at such an interesting intersection and I think it’s a really cool viewpoint of, of both representing a regional growing MSO and a standalone ADAS calibration and diagnostic business where you’re servicing other shops. And so I don’t think it’s any of our jobs to convince shops that the right move for them is to bring ADAs in house. Because for many it’s not space requirements, the ROI on the equipment. There’s a very clear business case for many, many shops on finding a vendor to handle that for them. Who’s going to do it right? Because one thing is for sure, if you’re going to do this, you got to go all in and you got to make sure you’re doing it right from your perspective for the folks where, you know, it’s our job to educate on if it’s the right move or not. So from a business case, where does the no brainer piece of it come in from? Is it recapturing sublet dollars? Is it controlling cycle time, strengthening documentation or all the above and some things I’m missing.

Mike Ambrosino: Yeah, no, I think you can make the case that it’s all of the above. You know, there’s the. A big opportunity to recapture sublet dollars. It certainly helps control cycle time when you. There’s kind of a chaos in scheduling when you’re using outside vendors or using dealerships. You don’t know how quickly that vehicle is going to get looked at touched, if it’s going to get done right. Bringing it in house, you certainly can build a process. You can shrink the cycle time, you can control the documentation you get. And then all of that are really advantages of it doesn’t just have to be bringing it in house, but finding a sublet vendor that you can trust, that that provides all that for you certainly improves the process from start to finish.

Cole Strandberg: A partner is what’s needed. Absolutely. Now to double click A little bit on the documentation front. What exactly does a shop need to document if it wants to make sure it’s getting paid and it’s defending the work? Hopefully, you know, not required, but to make sure, hey, we checked all the boxes here. What are you seeing requirements for documentation looking like today?

Mike Ambrosino: So we will, you know, document the service information that we pull. We’ll make sure we double check what needs to be done for that calibration. Service information changes, things are added, things are removed. So always keeping up and double check, checking the service information. We take photos of our setup for our calibration. We take photos of the vehicle so that we can identify license plate, odometer, VIN number. We take photos of calibration results, the numbers that we get successes and failures. Because calibration failure is not necessarily a bad thing. We document it. It’s why we do what we do. If the system fails during a calibration, there’s a lot less at stake than if it fails on the road. So we want to be able to identify that during the repair process, identify why it’s failing and correct that problem instead of having it, you know, instead of having the calibration go through or force it to go through and then have a problem on the road, essentially,.

Cole Strandberg: Probably to the point where if you’re not getting some failures, you got to question, are we doing things right? That’s a needed piece of the equation.

Mike Ambrosino: Exactly. Everybody’s scared to get a failure and did I do something wrong? But no, maybe something on the vehicle is wrong. Maybe it needs to be corrected. And that’s what the. That’s why calibrations are in place to correct the problems. Essentially, documentation is our insurance policy to make sure we’re doing everything, protect us, we’re doing everything correct.

Cole Strandberg: There you go. A lot of pillars around this industry and be what being in business and collision repair means, right? Number one, making sure you’re returning a vehicle safe and properly. Number two, potentially, though, is we’re in this to make money, right? These are not nonprofit businesses. These are for profit businesses. And with that, with investments in these businesses, you need to see a return on investment. So from an ROI perspective, when shops are considering a meaningful investment in ADAS calibration, what kind of performance indicators should they be looking for beyond maybe a simple car count?

Mike Ambrosino: So I think we’ve, we’ve hit on some of these before. You know, some of the ROIs that you’re gonna hit is not just how many calibrations per month you’re gonna, You’re Gonna find yourself having decreased cycle time. You’re gonna find you’re sending less vehicles out for sublet work because with the calibrations comes learning how to use the scan tool, how to address diagnostic needs. Handling stuff in house that you would normally send out to a dealership or to a third party. You’re gonna see reduced supplements. If you start the process early, you’re going to want to, you know, get approval for those calibrations up front. You’re going to have a dollar amount and get the insurance companies to approve that ahead of time. So you’re not looking last minute to get paid for a calibration that was done at the end of the job. Some other, you know, KPIs are reducing comebacks by handling all the calibrations. You’re not going to see those vehicles come back with a blind spot light on or a radar error. And at the end of the day, I think if you do all that, you know, you’ll, your customer happiness, the customer loyalty will increase, have more repeat customers because you’re handling the full process in house and handling everything right there.

Cole Strandberg: Earlier in our conversation, I mentioned the requirement that if you’re going to go into adas, you go all into adas. I don’t want to gloss over that because it might be somewhat counterintuitive. Why exactly is that? What is wrong with people dabbling with ADAs in their business versus subletting it to someone who that’s the sole focus or building real capability in house?

Mike Ambrosino: Yeah. So you want to. One of the things we wanted to do was get educated and know what we were doing instead of just jumping in and potentially messing systems up or not knowing if you have the result you want and if that system is going to work down the road. I think there’s a difference between a technician who can just run a calibration and a technician who understands why it matters what they’re doing. And you want to know why it matters, how the system works, what, you know, what you can do to prevent problems in, in the setup and in the calibration. That all comes with proper training, looking into it, having the proper equipment, having the proper resources. I think that is a lot that goes into doing it right than just, you know, dabbling with calibration. I think you can get yourself in trouble that way.

Cole Strandberg: You mentioned the different level of technician understanding too. And I think that’s a really interesting component of adas compared to maybe traditional collision repair technicians, where you hear often about building our own ADAs. Technicians is a Fair bit easier and less time consuming than building an A tech on. On a body tech side. But there’s different levels to that and I think it is quicker to get somebody to be competent enough but maybe not understanding the why behind it. Where do you guys find technicians? And walk me through kind of the evolution of turning that technician from serviceable into understanding and being able to, to really think about it and problem solve at a different level.

Mike Ambrosino: Yeah, so we’ve pulled technicians from all over the place. There was a point where when we first started we were. Some of our technicians that were coming in had never worked on a car before and it was. They were green but they were easy to train to Our process where we kind of ran into problems with that is when the diagnostic became like an advanced diagnostic. Then we, we were short on having the right people so we had to kind of look at how we were hiring and start bringing in some of the trained technicians that maybe just didn’t have an ADAS background in. In teach the ADAS background there. We were bringing in. I’m sorry, we were bringing in people that from the body shop. We were bringing in people from mechanical. We were trying to get teamwork on the floor so that we could get a learning culture going on in the shop so that I don’t need just one technician working on a calibration. I like to see multiple techs working on certain things so that one is learning from the other. We want learning to be happening every day in the shop so that we get better as a team.

Cole Strandberg: It’s a culture thing, man, and hugely important. I know Josh is very into that. I’m not shocked to hear you are as well. Well, makes a major, major difference. We mentioned ADAS calibration coming in house is not going to be right for all shops by any stretch. Borderline for most shops. I think it’s fair to say from your perspective, what should be true before a shop brings ADAS capability into its organization rather than. Than subletting or dabbling.

Mike Ambrosino: So I think you need to build that ADAS process before you jump all in and bring the. The ADAs in house. Whether or not you’re doing it in house, you need to have that process in place to identify calibrations, to know where you need to. Where certain repairs can be done, where certain parts have to be ordered. I think before you start doing the calibrations, that process needs to be there so that when you do bring the equipment in to do the calibrations yourself, the process is just going to flow. It’s trying to jump in and attack everything at the end of the repair without having that process in place is just going to create chaos.

Cole Strandberg: Gonna get you in trouble. Now we’ve had a lot of ADOS conversations on the collision vision, obviously, and I always like to keep my finger on the pulse. So from a space and setting requirement, obviously forever, the space requirements were tremendous to the point where most shops just didn’t have it. Is that evolving or is that still largely true today?

Mike Ambrosino: There’s still a huge space requirement. I think they are making the systems to be able to work around what you have for space, make the systems more portable. But if you want a good proper calibration and you don’t want to deal with some of the factors that can come into play, like lighting, like stuff in the background, you still need a good amount of space. You want to be able to set up, you know, a very accurate setup for your calibration. Because just because you have a successful calibration doesn’t mean that it’s a correct calibration. You know, if that targets, if you don’t have a level floor, you could be getting a successful calibration. But now that camera’s aiming, you know, a few inches to the right or up or whatever and down the road 200 meters is going to cause a problem with that system. So it’s still very important to have the right space, the right environment to get an accurate calibration.

Cole Strandberg: You know, we mentioned going all in verse dabbling. There’s certainly an in between where it’s building toward going all in. You don’t build a full capacity ready to go calibration operation in day one. How do we start? What are the first steps for somebody looking to go all in that they should take now to gain more control over their ADOS outcomes?

Mike Ambrosino: Yeah, I think starting. Start by reading and understanding the procedures for the calibration system. Start by reading how the systems work. I CAR classes do have a lot of great information on how the adas, different adas systems work and what they’re looking for on the road. Start by building relationships with people that are doing calibrations in the, in the industry. You’re gonna when you start doing calibrations. When I started, I think my first three calibrations failed just because of different factors. Controllable, uncontrollable. And I needed people to rely on to be able to, you know, get rid of some of the regret that I was failing of getting into the calibrations, but to talk me through what needed to be done. So definitely building relationships with people that are already doing it. Improving your pre scanning procedures, you’re identifying calibrations. You want to be able to have that whole process in place ahead of time and that’s going to really help you be successful in actually bringing the calibrations in house and doing them.

Cole Strandberg: In our pre show call you mentioned you’ll be spending at least some of next week with an ADOS 20 group which begs the question for folks in this space and looking to gain knowledge and really continue crushing it like you guys have been. What resources or peer groups are out there to help support, support and, and make sure that a rising tide continues to lift all boats?

Mike Ambrosino: Yeah, there’s a number of groups out there. There’s you know, a few different communities, whether it be on social media platforms, whether it be on Rev has a great group, the United ADAS Collective different just to exchange information. You have to be careful because not all the time the information’s correct or right, you use OE service information for that. But it’s, it’s good to be part of the community and have the conversations because service information doesn’t cover every failure. There are times where you’re running into a problem where you need other people that have worked on these cars to be able to run it by because most of the time we, we’ve done 12,000 plus calibrations in our lifetime. If there’s a problem, we’ve usually dealt with most of them. Every once in a while we do see something new and, and I gotta rely on my resources to, you know, help us figure out what is going on with the vehicle.

Cole Strandberg: Love it man. Yeah, it’s a crazy sample size and I’m sure you guys are a tremendous resource to those groups and to your 20 group as well. A lot to be learned which we did today. Man. Talk to me. If we were to speak 12 months from now, 36 months from now, where is ads going to be? What are your goals? You guys are growing like crazy. What’s the future for the organization look like?

Mike Ambrosino: Yeah, so we’re hoping to be, you know, just keep expanding within the, the central Massachusetts New England area. We want to be a resource for our customers to rely on. We want to be able to help our customers not only navigate through the ADAS process but also any post repair collision process dealing with some of the other troubles after the vehicle repair. We’re into different aspects of the diagnostics. We handle programming, we handle a number of concerns that occur after a collision repair and not just adas. ADAS is what we specialize in, but at the end of the day we want to be able to help all our customers provide a safe, reliable vehicle back to their customer. You know, a lot of what we fix for our customers is uncertainty, not just ADAs.

Cole Strandberg: Love it, man. Well, you’ve been a tremendous resource for the industry today. Can’t tell you how much I appreciate your time, your insight, your knowledge. For folks who want to keep on track with what ADAS Diagnostic Solutions is up to, to connect with you, learn more. Where can people do that?

Mike Ambrosino: Yeah, so we have a page on LinkedIn and on Facebook under ADAS Diagnostic Solutions and we have our website which is adscalibrate.com you can go on there. There’s contact information, we have a section on there where we post blogs, we post information, what’s going on. So certainly anyone can reach out through any of those forms and watch as we progress.

Cole Strandberg: Wonderful man. I’m looking forward to continuing to keep the lines open here between us and follow along with your story. It’s already a good one. I think it’s only going to get better from here. Mike, thank you so much for your time and for joining us here on the Collision Vision.