As Level 2 advanced driver-assistance systems (ADAS) become more widely used, understanding driver-system interaction is increasingly important for traffic safety. However, limited real-world data make these interactions difficult to study. We present ADAS-TO, a naturalistic dataset of 16,446 takeover clips from 364 drivers across 2,585 different drives. It combines road video, vehicle kinematics, driver inputs, and ADAS status. To analyze takeover behavior, we retained 6,206 manually reviewed takeover events during continued lane keeping or car following. We excluded events in which the driver intentionally changed lanes, turned, or made a stop beyond the ADAS's capabilities (e.g., at a red light or stop sign) shortly after takeover. Drivers began intervening before ADAS disengaged in 65.6% of takeovers involving braking or steering. When the ego vehicle was still closing on a lead vehicle at disengagement, longitudinal safety margins often narrowed further after the transfer to manual control. Among 2,031 such events, 78.5% had a lower minimum time-to-collision (TTC) in the five seconds after disengagement than in the five seconds before it. For events involving braking, the mean TTC trajectory reached its minimum about 1.2 s after disengagement. We model the subsequent braking response using a Gazis-Herman-Rothery (GHR) car-following law. Its median five-second spacing root-mean-square error is 1.34 m with observed lead motion and 1.84 m with predicted lead motion. The fitted model expresses braking as a response to looming, with stronger responses at higher speeds and shorter gaps. Applied before takeover, it shows that greater looming than predicted by the human-response reference is associated with disengagement. These findings support continued assessment of longitudinal safety after ADAS disengagement, while the driver's braking response develops.

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