We promise that every Suzuki customer will experience superior levels of care and leave impressed by the little extras we include as standard:

With us, you'll get an experienced team, friendly and flexible service, and honest communication, no confusing jargon! We would really like to meet you, so why not get in touch or drop by and we’ll see how we can help.

We would really like to meet you, so why not get in touch or drop by and we’ll see how we can help.

  • Alternate transport options
  • Simple and transparent pricing
  • Only pre-approved work undertaken
  • Suzuki trained technicians
  • Suzuki genuine parts
  • Progress reports during the day
  • Wash and vacuum with pre-booked work
  • Vehicle health check on every visit
  • Accident Aftercare


As manufacturer approved franchise workshop, we have exclusive access to manufacturer technical support and service measure information relating to your car. When your vehicle visits us, we will look for any notifications of updates to enhance the operation and efficiency for your vehicle and will complete these free of charge.

You can use one of our courtesy vehicles to make sure you don’t come to a standstill


Our service is designed to get your car at peak performance and back on the road at your convenience, giving you a hassle free experience.

  • You can use one of our courtesy vehicles to make sure you don’t come to a standstill
  • We can collect your vehicle from home or place of work and return it to you (within a 10 mile radius)
  • We can give you a lift home (within a 5 mile radius) or drop you off in Ely City for some sight seeing and shopping
  • You can have a while you wait appointment (have this over lunch time and receive 10% off your bill with our neighbours Little Downham Anchor)


If only the front wheels are aligned this is known as tracking. It is also sometimes referred to as two wheel alignment or ‘toe and go’). Tracking is uncommon nowadays as it does not take into account the position of the back wheels which is recommended in order to achieve the best levels of comfort, performance and safety. If you have the front wheels adjusted and set straight, but the rears are out of alignment and not checked, the car may still pull to one side and tyres could still wear prematurely.

Today, four wheel alignment is the norm and is a much more comprehensive geometry check. Four wheel alignment measures a minimum of 12 angles and compares them to the alignment data specified by the vehicle manufacturer. Wheel rim run-out compensation is taken into account, which gives accurate and repeatable readings. With such accurate readings, Four wheel alignment allows toe adjustments of individual wheels which ensure the steering wheel is set straight. Further adjustments of camber, caster and other angles (where necessary) can ensure optimum performance and extend the life of tyres and steering components.


We recommend that you have your vehicles wheel alignment checked:

  • Every 12,000 - 15,000 miles or at the vehicle’s recommended service interval
  • At least once a year
  • You knowingly hit a kerb or pothole
  • You experience steering drift or pulling to one side
  • After new tyres are fitted
  • If any Steering or suspension components are replaced
  • If the vehicle has been involved in any form of accident or collision (If the vehicle has been to a repair centre it may have had the alignment checked - just ask for the printout).


Wheel alignment is quite technical and requires a high level of expertise. To help you understand exactly what your technician is referring to, we’ve provided an explanation of the common terms used and items that are covered during a wheel alignment check at A.L.Autos.


Toe is the angle of the wheels in relation to the vehicles centre line (an imaginary line straight down the centre of the vehicle, when viewed from above). Imagine the pair of wheels (front or back wheels) as a pair of feet. When you turn your toes inwards and your heals out, this is known as ‘Toe-in’. When you turn your toes out and heels in, this is called ‘Toe-out’.

  • Toe-in or Positive Toe causes your tyres to wear excessively on the outside edges.
  • Toe-out or Negative Toe causes your tyres to wear excessively on the inside edges.
Wheel alignment
Wheel alignment


Think of Camber as the amount of ‘tilt’ of the wheel, one way or the other. Positive Camber is when the top of the wheel leans away from the car. Negative Camber is when the wheel leans in at the top. The amount of tilt doesn’t have to be much and not always noticeable to the eye, but it is enough to cause undue tyre wear and make the car pull.

Wheel alignment
Wheel alignment


Cross camber is the difference in camber from one side to the other, if each wheel is itself correctly in tolerance, but at opposite ends of the scale, then the cross camber will be high, resulting in vehicle pull which may need attention. Cross camber is often overlooked and some manufactures now specify this value. The car will tend, as a general rule, to pull to the side with the least negative or most positive camber.


The easiest way to understand Caster is to look at a bike (viewed sideways on). If you draw a line down from the centre point on the handlebars down the forks to the ground (on a car this would be the suspension strut), this indicates the ‘pivot point’. Then draw a second line vertical through the centre of the wheel and where this touches the ground shows the ‘tyre contact point’.

The top angle that has been created is what is known as the Caster Angle. If this top angle is reduced then stability is less, therefore it is important to get the Caster set to its optimum angle for the best possible control.


The Centre Line is an imaginary line running down the centre of the car, from the front to the rear and equidistant from the sides. Thrust angle is the direction the rear wheels are pointing in relation to the centre line. If the thrust angle is not zero the vehicle will ‘crab’ – move sideways from the back.


No, although they sound similar and can be easily confused, wheel alignment and wheel balancing are two very different practices. While wheel alignment addresses geometry and the position of the wheels in relation to one another and the road surface, balancing ensures that weight is distributed evenly around the wheel so that the tyre rotates smoothly to provide optimum road comfort. Both services are available at A.L.S Autos.


Most garages will provide an alignment check however at A.L.S Autos we use state-of-the-art laser four wheel alignment equipment to give you the best and most accurate wheel alignment. Our Supertracker wheel alignment equipment uses a series of lasers to measure 14 key alignment angles on your vehicle so we can quickly identify even the slightest alignment issue.

Not only do we boast the best alignment centres around, you will also receive a before and after printed report. Your print out will provide details all of your car's alignment values and our helpful staff will go through this with you to explain any wheel alignment issues and how these can be rectified.


A standard Supertracker wheel alignment check at A.L.S Autos includes the Supertracker four-wheel alignment inspection and the front toe adjustment. If further adjustments are required, including any adjustments to the rear wheels, an additional charge will apply. However, you will be advised at the time of inspection prior to any work being carried out. Should we find that your wheel alignment requires no adjustments, we will happily refund you.

Some of the more common ones include:

  • Forward collision warning
  • Automatic emergency braking
  • Adaptive cruise control
  • Lane departure warning
  • Lane keeping assist
  • Blind spot monitoring
  • Rear cross traffic alert
  • Parking assist/self-parking
  • Adaptive headlights that steer with the vehicle
  • Automatic headlight high-beam activation and dimming
radar calibration
Figure 1. Typical ADAS sensors. LIDAR is not yet used in production vehicles.

To do their jobs, ADAS rely on inputs from a variety of sensors that allow the systems to “see” what is happening around the automobile. The most common are camera, radar and ultrasonic sensors. Steering sensors are also used to help determine the direction of vehicle travel. Some systems use information from a single type of sensor, but others combine information from multiple sensors – a process called sensor fusion – to obtain a more accurate “view” of the situation.

Most ADAS sensors are very precisely aimed and require calibration if their positions are disturbed in any way. Consider that a sensor on the car that is out of alignment by a fraction of an inch or even one degree will be aimed at an area significantly off axis 50 or more feet down the road. Misaimed sensors often result from collisions – even a minor fender bender can knock ADAS sensors out of alignment. However, calibration can also be required as a byproduct of common car service work such as windshield replacement, suspension repair or wheel alignment.

Failure to calibrate a sensor when necessary can result in faulty information that will cause ADAS to operate improperly or not at all. Faulty sensor input can cause:

  • A warning light or message on the instrument panel
  • A diagnostic trouble code (DTC) being stored in the vehicle’s computer memory
  • Steering wheel vibration
  • Vehicle steering pull
  • Increased steering effort

Problems like these can cause a driver to lose trust in a car’s ability to provide safe transportation.
ADAS failures may also raise questions about the quality of an auto repair shop’s work.

Sensor Types

The most common types of ADAS sensors are cameras, radar units, ultrasonic transmitters and steering angle sensors. Here is more information about each.

Front-Facing Camera Sensors

Many vehicles are equipped with front-facing camera sensors. These sensors are commonly used for automatic emergency braking, adaptive cruise control, lane departure warning, lane keeping assist and automatic headlight high-beam activation and dimming.

Because cameras are optical devices that must be able to “see” the road, it is usually easy to identify when a car is equipped with this type sensor. Many camera sensors mount against the inside of the windshield as part of an assembly integrated with the rearview mirror; others attach to the inside of the roof – either directly or as part of a mirror housing. Some automakers, including Subaru and Land Rover, use dual cameras spaced apart from one another to provide enhanced depth perception.

The high-definition image receptors used in camera sensors are not all that different from those found in other digital camera applications. What makes ADAS camera sensors unique is the high-powered microprocessors and advanced data processing algorithms that are built into the assembly. These components turn the constantly changing analog image the camera sees into digital information that ADAS can use to control various safety-critical systems.

Camera sensors “see” the world through the windshield, and are designed for specific rates of light transmission through glass that has minimal imperfections and distortion. A problem in any of these areas can interfere with a sensor’s ability to provide accurate information. Because of this, many automakers specify that only an Original Equipment Manufacturer (OEM) windshield be used if replacement is necessary on a car with a camera sensor. In fact, some car dealers will refuse to calibrate a camera sensor on a car that has an aftermarket windshield installed.

radar calibration
Figure 2. Subaru's dual ADAS camera system.

Other Camera Sensors

Some newer cars have 360-degree “around-view” camera systems that use several small cameras at the front, rear and sides of the vehicle to display an overhead view of the immediate area around the vehicle. These are simpler and lower-resolution cameras than those used for ADAS, although they also require calibration. The cameras are usually located in the front bumper or grille, under the side mirrors, and in the trunk lid or liftgate. The computer controlling the system “stitches” the multiple images together to provide a smooth overall view displayed on the infotainment screen in the dash.

Front-Facing Radar Sensors

Adaptive cruise control, forward collision warning and automatic emergency braking are the ADAS most commonly associated with front-facing radar sensors. The millimetre wave radar sensors used on vehicles transmit a high-frequency radio signal that reflects off objects and returns to the sensor. The time it takes to receive a return signal is used to calculate the car’s distance from an object.

Radar sensors are usually mounted in or behind the front bumper or grille. In a few cases, the radar sensor is mounted in the front facing camera housing ahead of the rearview mirror. Radio waves can pass through glass and plastic bumper covers or grill materials, and the sensor usually has a cover to protect it from stones and other road debris. While many radar sensors are centrally mounted, others are offset to one side of the automobile, which affects the calibration process.

Because they are sometimes hidden, determining whether a vehicle has a radar sensor can be more difficult than identifying the presence of a camera sensor. If an external visual inspection does not indicate the presence of a sensor, opening the hood could reveal one. Another method is to check for adaptive cruise control switches inside the car (usually on the steering wheel) or a warning light for an automatic emergency braking and/or adaptive cruise control system that illuminates on the dash as a test when the car is first started.

radar calibration
Figure 3. This "see through" image shows how a radar sensor may be positioned behind a solid plastic cover in the grille.

Other Radar Sensors

Some rear collision warning and blind spot monitoring systems use small radar sensors mounted under the side view mirrors, behind the rear bumper cover or even in the taillights. Bumper- and taillight-mounted sensors may also provide rear cross-traffic alerts when backing out of parking spaces.

To prevent potential interference, most auto manufacturers do not allow repairs to areas of bumper covers that are in front of radar sensors. They also recommend the use of only OEM covers to ensure that the materials used will not interfere with the sensor signals. Excessive bumper cover paint thickness can also be a problem on some vehicles, and automakers advise against placing bumper stickers anywhere near the radar sensors.

Ultrasonic Sensors

Ultrasonic sensors are primarily used for parking assist and self-parking systems. These sensors are installed in the front and/or rear bumper covers where they use reflected high frequency sound waves (in a manner similar to radar) to detect people, cars and other objects in close proximity to the vehicle. Sensors of this type on the sides of cars are used in some self-parking systems and may serve as supplemental sensors in blind-spot monitoring systems.

Ultrasonic ADAS sensors do not require calibration. However, they are designed to be in very precise positions in the bumper cover, or anywhere else they are mounted. For this reason, some automakers do not approve the use of aftermarket, reconditioned or recycled body parts, which may be distorted or lack pre-drilled holes in the proper locations for mounting the sensors. Although most ultrasonic sensors broadcast a symmetrical circular sound pattern, some generate an asymmetrical oval pattern which requires that they be mounted with a specific orientation to work properly.

radar calibration
Figure 4. An ultrasonic sensor on the edge of a wheel well opening.

Steering Angle Sensors

Steering angle sensors are used in lane departure warning, lane keeping and adaptive headlight ADAS. The information they provide is also used for other safety and performance-related systems such as electronic stability control and adaptive suspensions. These sensors are usually built into the steering column and measure the degree of steering wheel rotation.

Sensor Calibration

ADAS sensor calibration is required whenever a sensor’s aiming is disturbed in any way. This can occur in a collision, even a minor fender bender, or be a byproduct of common service work such as windshield replacement, suspension repairs or wheel alignment. Calibration is also called for whenever a sensor or its mounting bracket is removed and replaced, there is a change in tire size, a front airbag deploys and deflects off the windshield, or repairs are made to a car roof that has a sensor bracket mounted to it. Finally, sensor calibration is necessary when there is a related DTC in the car’s computer memory, or an automaker releases a technical service bulletin with instructions that calibration be done as part of another repair.

Sensor replacement and calibration are frequently part of collision repairs. Automakers recommend that body shops now perform a complete diagnostic scan on every vehicle before repairs are begun, and then again after the job is complete. Doing so will help the auto body shop better understand the scope of any problems before work starts, and then confirm that all issues have been resolved, ADAS sensor calibrations are complete, and the vehicle control systems are communicating properly before the car is returned to the customer.

Calibrating ADAS sensors is a precision process that is frequently complex and time consuming. Some sensors can be calibrated in a repair shop, others require that a vehicle be driven, and many sensors call for both procedures. The time involved can vary from 15 minutes to an hour or more, depending on the specific calibration requirements. When necessary, this additional labor adds to the cost of repairs.

radar calibration
Figure 5. An aftermarket multi-function automotive diagnostic scan tool.

Shop Preparation

Because of the challenges involved, many auto repair shops and windshield installers currently send cars to the dealer when ADAS sensor calibration is required. Independent service providers that want to perform sensor calibrations must make a significant investment in these necessary tools:

  • Service information that describes the equipment and procedures required to calibrate the ADAS sensors on any given year, make and model of vehicle. This information may be available from the aftermarket, but sometimes must be obtained from the auto manufacturer. ADAS sensor calibration requirements can be determined by performing an OEM Calibration Requirements Search, or by using links to OEM service information. Both options incur a cost for the servicing shop.
  • A car computer scan tool that supports ADAS sensor calibration. Factory scan tools can handle the necessary operations for all vehicles and sensors from a specific automaker. Aftermarket scan tool capabilities vary widely, but certain devices will work with some vehicles and sensors from a number of different automakers. Special tools designed exclusively for ADAS sensor alignment are also available, but as with aftermarket scan tools the extent of vehicle coverage varies.
  • A large, level, paved, indoor area with non-glare lighting and a backdrop free from clutter (camera sensors) and metallic objects (radar sensors) that can interfere with calibration. Honda, for example, specifies an open area that is 13 feet wide, 5 feet high and extends at least 23 feet in front of the car. The Lexus radar calibration process (done outdoors) requires a large, level open road at least 32 feet long and 45 feet wide ahead of car.
  • A wheel alignment rack. Many automobile manufacturers require or recommend that a four-wheel alignment be performed prior to ADAS sensor calibration. This ensures that the vehicle thrust line, an imaginary centreline drawn lengthwise through the car, points straight down the road when the steering wheel is centred. ADAS sensors are then calibrated to be in alignment with the thrust line. Wheel alignment equipment is now becoming available with built-in ADAS calibration capabilities, although a static and/or dynamic aiming process (see below) may still be required.

Calibration Methods

There are two forms of ADAS calibration, static and dynamic. General descriptions of these processes are provided below, but the exact procedures vary significantly from one vehicle make and model to the next. In all cases, the automaker’s specified procedures and instructions must be precisely followed.

Figure 6. A dedicated tool for ADAS camera sensor calibration.

Vehicle Preparation

Prior to calibrating an ADAS sensor, a vehicle must be prepared as specified by the automaker. Some of the common requirements include:

  • No unnecessary heavy items in car or trunk
  • Tires inflated to recommended pressures
  • Front and rear vehicle ride height within specifications
  • Fuel tank full
  • Windshield clean in front of camera sensor (where applicable)
  • Protective cover removed from radar sensor (where applicable)
  • Four-wheel alignment performed (where specified)

Calibration Methods

There are two forms of ADAS calibration, static and dynamic. General descriptions of these processes are provided below, but the exact procedures vary significantly from one vehicle make and model to the next. In all cases, the automaker’s specified procedures and instructions must be precisely followed.

In-Shop (Static) Calibration

Static sensor calibration begins with establishing the vehicle thrust line. Automakers specify a variety of manual measuring methods and special tools to perform this part of the process. In many cases the tools attach to, or are aligned with, the front and rear wheel hubs. Laser projectors are often built into the tools to help ensure perfect alignment.

Next, one or more special aiming targets are positioned in precise locations relative to the thrust line and sensor. The targets must be at a specified height, and many are designed for use with special adjustable mounting stands. Where a sensor is offset from the car’s centreline, the targets must be correspondingly offset as well. While at least one vehicle uses a target that is placed on the hood, most target locations are 10 to 20 feet from the vehicle.

Camera aiming targets are usually black and white patterned images that are purchased or, in some cases, can be downloaded from service information sites. Targets that have been downloaded may have to be resized using a copy machine. With some vehicles, the target must be lighted in a specific manner to ensure proper calibration.

Radar targets may have patterns that appear similar to those for cameras, but include metal elements that reflect radio waves back to the sensor. Another type of radar target is a metal cone whose open end is positioned facing the vehicle to reflect radio waves back to the sensor.

radar calibration
Figure 7. Typical ADAS camera aiming targets – VAG indicates Volkswagen/Audi Group.

On some cars, the next step in calibration is to mechanically level the sensor. Volvo uses a special bracket with a bubble level that attaches to the camera sensor housing. FCA, Nissan and some other automakers use a special tool with a bubble level that fits precisely over the radar sensor housing and is held in place by a suction cup. With both devices, a screw mechanism is used to adjust the sensor’s horizontal aim. This procedure requires that the vehicle be on a perfectly level surface; an alignment rack is preferred.

radar calibration
Figure 8. A reflective aiming cone for radar sensor calibration.

The final step in static ADAS sensor calibration is to initiate the aiming process using a factory scan tool or aftermarket equivalent. The process then occurs automatically and the scan tool indicates when it has been successfully completed. If necessary, the scan tool will provide instructions for adjusting the vertical aiming screw of a radar sensor.

Following static calibration, many sensors require a follow-up dynamic process as described below. Even when a dynamic calibration is not required, a test drive is recommended to validate calibration and ensure that the ADAS do not set any diagnostic trouble codes when in operation. Some systems will not set DTCs or generate other error messages until the car has been driven a certain distance.

radar calibration
Figure 9. A horizontal leveling tool attached to a radar sensor.

On-Road (Dynamic) Calibration

Dynamic sensor calibration is generally the preferred method for camera sensors, and sometimes the only method specified. Radar sensors, on the other hand, often require static adjustment followed by an on-road procedure. Dynamic calibration involves initiating the process with a factory scan tool, or aftermarket equivalent, and then driving the car on relatively straight roads with clear lane markings for 5 to 30 minutes at specified speeds until the scan tool indicates calibration is complete. On some cars, a warning light or message on the dash will go out when calibration has been successful.

Certain systems calibrate best when there is minimal surrounding traffic, but others will calibrate more rapidly when many objects are detected by the sensor. Vehicle manufacturer calibration instructions will provide information on the optimal process. Oftentimes, calibration cannot be done if rain or snow obscures lane markings, or other factors make it impractical or unsafe to drive at the required speeds.

Around-View Camera Calibration

Calibration of the around-view cameras is required when one or more cameras are replaced, or a mounting part (grille, door mirror, door, bumper cover, etc.) is removed and replaced. Around-view camera calibration is usually an in-shop static procedure. Large patterned mats are placed around the vehicle, and a factory scan tool is used to initiate the calibration process. Some around-view systems use an on-road dynamic process where the car is driven slowly down the road under very specific driving conditions.

radar calibration
Figure 10. A truck positioned between alignment mats

Steering Angle Sensor Calibration

The easiest way to understand Caster is to look at a bike (viewed sideways on). If you draw a line down from the centre point on the handlebars down the forks to the ground (on a car this would be the suspension strut), this indicates the ‘pivot point’. Then draw a second line vertical through the centre of the wheel and where this touches the ground shows the ‘tyre contact point’.

Calibration of the steering angle sensor may be required after air bag deployment, structural repairs or wheel alignment. The process normally involves placing the wheel in a straight-ahead position, and then using a factory scan tool, or aftermarket equivalent, to zero out the sensor signal.

radar calibration
Figure 11. Using a scan tool to calibrate a steering angle sensor.


There is no question that ADAS make driving easier and safer. However, the added complexity of these systems and their sensors comes with costs beyond their original purchase price. Just having a windshield replaced or a wheel alignment performed on a modern car with ADAS can be much more expensive. First, because any operation that alters sensor aiming calls for a time-consuming precision calibration procedure. And second, because the use of OEM parts, such as windshields and bumper covers, may be specified to ensure that the sensors acquire accurate data. These requirements can add to the cost of car repairs, but must be observed to ensure optimum vehicle safety.

Your Personal Details

Your Vehicle Details

Appointment Details

Customer Reviews

Find Used Vehicles in Budget
Website powered by Starkwood Media Group