Ford ADAS Calibration. Prices from £199. Anywhere in the UK.

Because replacing the hardware doesn't calibrate it. Each new part (windscreen, bumper, front sensors, forward radar) has to be coded to the car and the forward-facing sensors aimed to the road on the rig. Until that procedure runs through Ford IDS-compatible diagnostics, Pre-collision Assist reads that it can't trust the inputs and stays offline.

This is exactly the pattern we've seen on Ranger and Galaxy. Multiple front-end parts replaced, dashboard still flagging 'Pre-collision Assist not available' or 'Pre-collision assistance not available'. The fix is a full forward radar and camera calibration with module coding, run in one session. The certificate documents each sensor, post-job readings, and clears the dashboard message for good rather than for a few miles.

Not always, but often. A kerb strike hard enough to need a tyre replacement and wheel alignment usually also affects the steering geometry, and the steering angle sensor on the Puma feeds the lane keeping calculation. If the angle sensor's reference drifts, Lane Keep Assist behaves erratically even though the front camera and radar are still physically aimed correctly.

A Puma owner came to us asking exactly this. The honest answer is that wheel alignment alone doesn't trigger ADAS calibration automatically, but the underlying impact that prompted the alignment often does. Worth booking a diagnostic check rather than assuming either way. If the readings come back in spec, the workshop will tell you and you won't be charged for a calibration the car didn't need.

The procedure is the same family but the rig setup differs because of the van's height and length. The Transit Custom carries the forward camera and radar in similar locations to the Focus, but the calibration targets need positioning further forward to account for the van's longer wheelbase and the rig needs to handle the higher centre line.

We've had three Transit Custom owners recently. Windscreen replacement, wiper motor work, front camera malfunction warnings. Each one ran through the same Ford IDS-compatible diagnostic stack as a Focus would, just with the rig configured for commercial vehicle dimensions. The calibration completes in one session and the certificate documents the procedure used and the post-job readings. Same OEM-spec result, configured for the vehicle's actual geometry.

No. BlueCruise comes back the same way once the underlying camera and radar calibration completes. BlueCruise relies on the forward camera reading lane lines and the radar tracking the car ahead, both of which need calibration after a windscreen swap or front-end repair. Once those are in spec, the BlueCruise reset runs and the system re-engages on supported roads.

The Mustang Mach-E coverage table lists windscreen swap and BlueCruise reset as typical triggers. Our accredited workshops carry Ford IDS-compatible diagnostic equipment that covers the Mach-E and runs the documented procedure including the BlueCruise reset. Certificate at the end notes the calibration plus the BlueCruise re-engagement. That record is what your dealer's service history needs.

Because Ford's IDS workshop subscription is a real overhead the dealer passes onto the labour rate, and when the calibration gets quoted alongside bodywork it tends to be priced at the dealer's standard hourly rate rather than a fixed package. That's how a £400 calibration on a Focus or Kuga ends up looking like £600 or £700 on the final bill.

Our accredited workshops carry Ford IDS-compatible equipment, run the same documented procedure for Co-Pilot360, AEB and Lane Keep, and price from £199. The certificate is accepted by insurers and sits on the car's service history alongside the bodywork record. For owners whose body shop has finished the panel work, our network can take the car straight from the body shop into calibration without going back through the franchised dealer at all.