CEMB DWA1100ADAS Wireless CCD Wheel Alignment System with ADAS
Most shops buying into driver-assistance calibration end up with two separate investments: an aligner, and a calibration rig that knows nothing about it. The DWA1100ADAS is built the other way round. The same CCD sensors that just measured the vehicle's geometry are the sensors that position the calibration panel — the front-axle pair lifts off the wheels and mounts onto the ADAS support panel calibration bar through universal adaptors, while the rear-axle sensors stay exactly where they are on the car.
That is the whole idea, and it is worth understanding before comparing this against a standalone calibration frame, because it changes both the setup time and, more importantly, what the panel is squared to.
Why the Panel Has to Be Square to the Thrust Angle
A forward-facing camera or radar is aimed relative to how the vehicle actually travels down the road, not to how its bodywork is shaped. Those two are not the same thing. A vehicle with a rear axle that is not perfectly square tracks along a thrust angle offset from its own centreline, and it does so permanently — that is what thrust angle means.
Set a calibration target square to the front bumper of such a car and you have aimed the sensor at a line the vehicle never drives along. The system will accept the calibration and the fault will appear later as lane keeping that drifts, or adaptive cruise that reads the wrong lane on a curve. This is precisely why the alignment has to come first and why the calibration equipment needs the alignment's output.
Because the rear sensors are still on the vehicle when the panel goes up, the DWA1100ADAS already knows the measured thrust angle. With a single keypress the technician positions the panel with respect to it, in both the perpendicular and the centring adjustments, instead of measuring off the body with tape and string.
What the Manufacturer Is Careful to Say — and So Are We
The manufacturer states plainly that additional adjustments to ADAS calibration panels and processes are required, and that you must always consult the vehicle manufacturer for specific repair information. We are repeating that here rather than burying it, because ADAS calibration is one of the areas where marketing copy routinely oversells.
This system positions the panel accurately and quickly against the vehicle's own thrust angle. It does not replace the vehicle maker's documented procedure, the correct target for that make and model, or the scan tool that runs the calibration routine. Buy it as the thing that makes those procedures fast and repeatable, not as the thing that makes them unnecessary.
Sensors Light Enough to Handle All Day
The CCD sensor heads weigh 5.5 lbs each and communicate by wireless Bluetooth, running on long-life lithium-ion rechargeable batteries. Weight is not a vanity spec on an aligner: these heads get lifted onto four wheels, taken off, and — on this system — lifted again onto a calibration bar, dozens of times a week. Every pound is a pound the technician handles repeatedly and a pound that hits the floor harder on the day one slips.
Cordless operation removes the cable runs between the heads and the console, which on a busy floor are the things that get driven over, and which fail intermittently long before they fail obviously.
The Vehicle Database Goes Back Three Decades
The software is deliberately simple to learn while carrying full specifications and advanced features, and the vehicle data covers most models back 30 years, with illustrated adjustment instructions rather than bare numbers. Illustrations matter to a shop where the alignment technician is not always the same person: the adjustment on an unfamiliar rear suspension is a picture problem before it is a numbers problem. An optional bar-code VIN scanner is available for shops that would rather scan than search.
Power, Space and Siting
Power is 110 V, single phase — an ordinary shop circuit. The wheel clamps cover 12″ to 24.5″.
The requirement that catches people out is floor space in front of the vehicle. A calibration panel has to stand at the correct distance ahead of the car with nothing in the way and nothing reflective or moving behind it, and that distance is set by the vehicle manufacturer's procedure rather than by the equipment. Measure the clear run-out ahead of your alignment position before you buy, and check the floor is flat and level over that whole area. Confirming the bay works for the vehicles you intend to calibrate is the buyer's responsibility, and it is worth a phone call to us first.
Perfect For
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Collision shops that are already doing the alignment and are losing the calibration to a sublet.
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Independent repair shops adding ADAS work without buying an aligner and a separate calibration rig.
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Glass and calibration specialists who need the alignment data to justify the calibration they are billing for.
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Shops with limited floor space, since the sensors serve both jobs rather than two systems standing in two bays.
What's in the Box
Supplied: the CEMB DWA1100 with the ADAS CCD kit; two universal adaptors for the ADAS support panel calibration bar; two sets of grippers for dually wheels, eight in total, part 46DWA7510; and the software update and activation USB key. The bar-code VIN scanner is an option and is not included.
Specifications
| Model |
DWA1100ADAS |
| Sensor weight |
5.5 lbs |
| Sensor communication |
wireless Bluetooth, lithium-ion rechargeable |
| Wheel clamp range |
12″ – 24.5″ |
| Vehicle data coverage |
most models back 30 years |
| Power supply |
110 V, single phase |
This product page carries no published shipping weight or crate dimensions. Rather than estimate them, we will get the current figures from the manufacturer if you need them for a delivery or a doorway — ask before you order.
Certification, Stated Plainly
Nothing in the data we hold for this system states a third-party safety listing or an independent conformity assessment, and we are not going to write one onto the page by suggestion. There is a second, sharper point specific to calibration equipment: no statement on this page should be read as certifying that a calibration performed with it satisfies a particular vehicle manufacturer's requirements. That is determined by the maker's own procedure and by the documentation you keep.
If an insurer, a manufacturer's programme or a local requirement obliges you to evidence the equipment used, send us the exact wording before you order and we will take it to the manufacturer in writing.
Shipping and Delivery
This system ships by freight to the lower 48. The freight cost is quoted live at checkout against your delivery ZIP code, so what you see is the current rate for your address rather than a number copied out of an old table.
Decide before you order how the shipment is coming off the truck. The driver brings it to you; unloading it is the receiver's responsibility. Most shops take equipment of this kind off with a forklift. If you do not have one, choose terminal pickup instead and collect it with suitable equipment. Residential delivery is available and carries a residential fee, which is calculated at checkout when you select it.
Whichever you choose, inspect the crate before you sign anything. Walk the pallet, photograph crushed corners, punctures or a shifted load, and write the damage onto the bill of lading in words. A clean signature is a statement that the shipment arrived intact, and a concealed-damage claim is far harder to win afterwards. Call, text or chat with us if something looks wrong and we will open the claim alongside you.
Warranty
This system carries the manufacturer's warranty. We have deliberately not restated its term or its covered components in this description, because the warranty document supplied with the machine is the governing text and it is the one any claim is settled against. Ask us and we will send you the current document before you order.
One practical warning that applies to every machine we sell: do not take a suspect component apart before a claim is open. Manufacturers routinely decline warranty on assemblies that have already been disassembled, because a stripped part can no longer be inspected for the cause of the failure. Photograph the fault, write down what the machine was doing when it happened, and call us first.
