GM’s diagnostic architect talks about how the rules are changing in the automotive world

Kevin Cochran, GM’s diagnostic architect, discusses how diagnostics are changing in the automotive world in a new GM News post. 

“Modern vehicles are as much networks of computers as they are machines,” the post says. “With advanced driver-assistance systems, infotainment platforms, and electric propulsion all running on high-performance computing units, diagnostics has never been more essential — or more complex.”

Cochran’s role is to support GM’s next-generation software platform, designed to bring continuous innovation to customers through over-the-air updates, app-like experiences, and cloud-based services, the post says. 

The platform allows vehicles to evolve after they’ve left the factory, it says. This includes possible new features and improved performance. 

“Diagnostics is one of the oldest parts of automotive engineering,” Cochran says in the post. “We’ve got a rulebook that’s been refined for decades — but when you apply it to autonomous or infotainment systems, those old rules don’t always fit.”

According to the post, Cochran must bridge proven automotive practices with rapidly evolving realities of software-defined vehicles. It adds that the systems that keep vehicles running safely must evolve as the vehicles become more connected, electrified, and automated. 

“You have to know the rulebook inside and out: what to keep, what to rewrite, and what to toss entirely,” he explains. “That balance between innovation and accountability is what makes the work exciting.”

Diagnostics is among the most critical parts of a vehicle, and Cochran’s team supports some of the most complex electronic control units (ECUs), those managing everything from AV functions to infotainment and safety systems. 

“From my own experience, I notice how refined our vehicles feel compared to others on the road,” Cochran says. “Rear-view cameras, adaptive cruise control, Super Cruise — when conditions are appropriate, and drivers use them as directed, they all handle many everyday scenarios in a smooth, confidence-inspiring way. That comes from deep collaboration and a lot of hard work behind the scenes.”

The post notes that as vehicles become more connected, data available to engineers and service technicians is growing exponentially. 

“Right now, technicians get flooded with data but not enough context,” Cochran explains. “We want to change that, to filter it, prioritize it, and give them the insights they need to fix the car quickly and confidently. Cars are turning into supercomputers, but they’re still repaired by technicians, not IT pros. Our job is to give them the right tools and data to handle increasingly software-driven systems with confidence.”

Diagnostics is the “quiet enabler” of automotive innovation, Cochran says. It is not about reinventing the fundamentals but executing them well so the systems that define the modern vehicle can continue to evolve. 

“Our job is to support innovation without adding unnecessary friction,” he says. “We strive to build systems that are reliable, scalable, and flexible enough to evolve.”

CCC’s Q4 Crash Course found increased calibrations as one of the top trends of 2025 for the collision industry. 

“Differences in vehicle make, model, trim, sensor placement, and damage type created a widening range of calibration requirements,” the report says. “And it wasn’t just the volume of calibrations that challenged repairers; it was the variability, which required more precise documentation, careful sequencing, and added repair steps that affected both quality and cycle time.” 

The aging car parc does not offset the ADAS trends, as features became more commonplace in the late 2010s. 

“The result was a repair environment in which diagnostics and calibrations were no longer niche tasks but central operational pillars influencing total cost, throughput, and customer communication,” the report says. 

CCC discussed calibrations in detail in its “Current State of Calibrations” report last month. The report found that in 2017, only 0.9% of repairable appraisals included a calibration, while 23% of the appraisals included a calibration in 2025. The report also found that nearly 70% of all repairable appraisals now include a scan.

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Photo of  Kevin Cochran, GM’s diagnostic architect (Courtesy of GM)