Here's what changed, and what it means for the work going out your door.

What GM Actually Said

In March 2026, GM updated its "Use of Genuine GM Original Equipment Parts" position statement with some of the strongest language the company has put on paper. The statement is blunt: "General Motors does not support the use of salvage, recycled/used, or non-Genuine aftermarket parts on Chevrolet, Buick, GMC, and Cadillac vehicles."

The reasoning GM gives is the part worth reading twice. Because GM doesn't design, engineer, test, or validate salvage, recycled, or aftermarket parts, it says it can't confirm those parts meet GM's safety, performance, or durability requirements. And the update calls out ADAS components specifically — rejecting sensors, cameras, and radar units sourced from salvaged, recycled, reconditioned, remanufactured, aftermarket, or any secondary-market supply.

Then comes the warranty hammer. GM states that any damage, failure, or nonperformance tied to non-GM parts is not covered under the New Vehicle Limited Warranty or GM service plans. To keep coverage intact, GM says collision, structural, and system-dependent repairs need to use GM OE parts and GM-approved procedures. GM also reaffirmed its stance requiring pre- and post-repair scans, reinforcing that diagnostic documentation isn't optional on these cars.

For a shop, that's not abstract. The radar unit you sourced used to save the customer a few hundred dollars is now, on paper, a part the automaker says shouldn't be on the car — and one that could be cited if a system underperforms down the road.

Ford and Lincoln Moved in the Same Direction

GM isn't alone. Ford and Lincoln refreshed their own ADAS position statements this spring, tightening repair standards across their driver assistance suite. Ford's language ties the safety of features like BlueCruise, Adaptive Cruise Control, and Pre-Collision Assist with Automatic Emergency Braking directly to one condition: the vehicle being equipped and repaired according to Ford's original design and service specifications.

Translated, that means a Ford or Lincoln with ADAS isn't "repaired" until it's been put back exactly the way Ford built it — correct parts, correct procedures, correct calibration. Anything short of that, and the automaker's position is that the system's safety performance is no longer guaranteed.

When two major OEMs sharpen the same message within weeks of each other, it's not a coincidence. It's the direction the whole industry is heading.

Why OEMs Are Drawing Harder Lines

The timing lines up with a vehicle parc that's getting more complex every model year. Industry data shows the share of collision repairs requiring an ADAS calibration climbing fast — roughly 53% in late 2024, projected to reach around 65% in 2026 and 75% by 2027. As more cars carry cameras, radar, and forward-facing sensors, automakers have more exposure when those systems are repaired with parts or procedures they never validated.

There's a federal backdrop too. NHTSA's FMVSS 127 rule will require automatic emergency braking as standard equipment on all new passenger vehicles and light trucks by September 2029. Once AEB is mandatory on essentially every new car, the question of whether a repaired sensor performs to spec stops being a customer-satisfaction issue and becomes a safety-compliance one. OEMs are getting their documentation in order ahead of that shift — and their position statements are how they do it.

What It Means for Your Shop

The practical takeaways are straightforward, even if the documents are dense.

First, parts sourcing just got riskier on GM work. If you're sourcing recycled or aftermarket ADAS components to hit a number, GM's current position gives an insurer or attorney a clean line to point at if anything goes wrong. Documenting that you used OE sensors — and why — protects the shop as much as the customer.

Second, OEM procedures are the standard, not a suggestion. Both automakers tie system safety to following published service information exactly. That means pulling the procedure for each specific vehicle, confirming which sensors require calibration based on the actual damage, and calibrating to spec with the right targets and setup. "We've always done it this way" isn't a defense when the OEM has spelled out the steps in writing.

Third, pre- and post-scan documentation is your paper trail. GM's reaffirmed scan position is a reminder that the scan reports are evidence the work was done right. Keep them with the file.

For shops already set up to calibrate in-house, none of this should feel like a threat — it's validation of the investment. You can quote the position statement, follow the procedure, install the right part, and hand the customer a repair that holds up. For shops still subletting or skipping steps, the gap between a compliant repair and a risky one just got wider, and the automakers have now put that gap in writing.

Where This Leaves You

OEM position statements don't carry the force of law, but they carry weight where it counts: in insurance negotiations, in liability disputes, and in the standard of care your shop is held to. When GM and Ford tighten their language in the same season, the smart move is to read the actual documents, make sure your parts and procedures match, and keep the records that prove it.

The shops that treat these statements as the floor — not the ceiling — are the ones that won't get caught flat-footed when the next one drops.