Wheel Alignment Specifications & Adjustment Procedures: Other Chrysler Voyager IV

CAMBER

Camber is inward or outward tilt of top of tire and wheel assembly. (Scheme 6) Camber is measured in degrees of angle relative to a true vertical line. Camber is a tire wearing angle and can cause the following wear

1. Excessive negative camber will cause tread wear on inside of tire.
2. Excessive positive camber will cause tread wear on outside of tire.

Scheme 6

CROSS CAMBER

Cross camber is difference between left and right camber. To achieve cross camber reading, subtract right side camber reading from left. For example, if left camber is plus 0.3 degrees and right camber is 0.0 degrees, cross camber would be plus 0.3 degrees.

CASTER

Caster is forward or rearward tilt of steering knuckle in reference to position of upper and lower ball joints. Caster is measured in degrees of angle relative to a true vertical center line. This line is viewed from side of tire and wheel assembly. (Scheme 7)

1. Forward tilt (upper ball joint ahead of lower) results in a negative caster angle.
2. Rearward tilt (upper ball joint trailing lower) results in a positive caster angle.

Although caster does not affect tire wear, a caster imbalance between 2 front wheels may cause vehicle to lead to side with least positive caster.

Scheme 7

CROSS CASTER

Cross caster is difference between left and right caster.

TOE

Toe is inward or outward angle of wheels as viewed from above vehicle. (Scheme 8)

1. Toe-in is produced when front edges of wheels on same axle are closer together than rear edges.
2. Toe-out is produced when front edges of wheels on same axle are farther apart than rear edges.
3. Toe-in and toe-out can occur at front wheels and rear wheels. Toe is measured in degrees or inches. The measurement identifies amount that front of wheels point inward (toe-in) or outward (toe-out). Toe is measured at spindle height. Zero toe means front and rear edges of wheels on same axle are equally distant.

Scheme 8

TOE-OUT ON TURNS

Toe-out on turns is relative positioning of front wheels while steering through a turn. (Scheme 9) This compensates for each front wheel's turning radius. As vehicle encounters a turn, outboard wheel must travel in a larger radius circle than inboard wheel. The steering system is designed to make each wheel follow its particular radius circle. To accomplish this, front wheels must progressively toe outward as steering is turned from center. This eliminates tire scrubbing and undue tire wear when steering a vehicle through a turn.

Scheme 9

DYNAMIC TOE PATTERN

Dynamic toe pattern is inward and outward toe movement of front and rear tires through suspension jounce and rebound travel. As vehicle's suspension moves up and down, toe pattern varies. Toe pattern is critical in controlling directional stability of vehicle while in motion. Front and rear dynamic toe pattern is preset by factory at time vehicle is assembled.

It is not necessary to check or adjust front or rear dynamic toe pattern when doing a normal wheel alignment. The only time dynamic toe pattern needs to be checked or adjusted is if frame of vehicle has been damaged.

STEERING AXIS INCLINATION (S.A.I.)

Steering axis inclination is angle between a true vertical line starting at center of tire at road contact point and a line drawn through center of upper ball joint (or strut) and lower ball joint. (Scheme 10) S.A.I. is built into vehicle and is not an adjustable angle. If S.A.I. is not within specifications, a bent or damaged suspension component may be cause.

Scheme 10

INCLUDED ANGLE

Included angle is sum of S.A.I. angle plus or minus camber angle, depending on whether or not wheel has positive or negative camber. (Scheme 10) If camber is positive, add camber angle to S.A.I. angle. If camber is negative, subtract camber angle from S.A.I. angle. Included angle is not adjustable, but can be used to diagnose a frame misalignment or bent suspension component (spindle, strut).

THRUST ANGLE

Thrust angle is averaged direction rear wheels are pointing in relation to vehicle's center line. (Scheme 11) The presence of negative or positive thrust angle causes rear tires to track improperly to left or right of front tires (dog tracking) in the following manner

1. Negative thrust angle means rear tires are tracking to left of front tires.
2. Positive thrust angle means rear tires are tracking to right of front tires.

Improper tracking can cause undue tire wear, a lead or pull and a crooked steering wheel. Excessive thrust angle can usually be corrected by adjusting rear wheel toe so that each wheel has 1/2 of total toe measurement.

Scheme 11

CURB HEIGHT

Before performing a wheel alignment on vehicle, vehicle must be at its proper curb height. Curb height is not adjustable. If curb height is not within specifications, inspect vehicle for bent or weak suspension components. Replace components as necessary. For curb height specifications see scheme 19and see scheme 20. For curb height measurement, see CURB HEIGHT MEASUREMENT under RIDE HEIGHT ADJUSTMENT.

Curb height is vehicle's height measured under the following circumstances

1. Vehicle has a full tank of fuel.
2. All fluids filled to their proper levels.
3. No passengers or additional weight have been added to vehicle.

Scheme 12

Scheme 13

STANDARD PROCEDURE

Note. Before starting a wheel alignment on this vehicle, following inspection and necessary corrections must be completed to ensure proper wheel alignment.

1. Be sure fuel tank is full of fuel. If tank is not full, reduction in weight will affect curb height of vehicle and alignment specifications. The passenger and luggage compartments of vehicle should be free of any load that is not factory equipment. Check tires on vehicle. The tires are to be inflated to recommended air pressure. All tires must be correct size and in good condition, with about same tread wear.
2. Check front and rear wheels for excessive radial and lateral runout, and imbalance. Inspect front and rear hub and bearing assemblies for wear and noise. Inspect all suspension components for wear. Check components for correct torque. Inspect rubber bushings on all suspension components for signs of wear or deterioration.
3. Inspect control arm ball joints and steering linkage for leaking seals, looseness, roughness, binding or a sticking condition. Inspect front and rear shock assemblies for leaks or any sign of damage. Jounce front and rear of vehicle to determine if shock absorbers dampen vehicle motion properly.

Measurement Procedure

1. Verify vehicle fuel tank is full of fuel. Remove any load within passenger and luggage compartments that is not factory equipment. Place vehicle on wheel alignment rack or drive-on lift per equipment manufacturer's recommendations. Check all tires for proper inflation pressure and adjust as necessary.
2. Measure from the inboard edge of wheel opening fender lip directly above the wheel center (spindle) to the floor or alignment rack surface.
3. When measuring, the maximum left-to-right differential is not to exceed 0.5" (12.5 mm). Compare measurements to specifications. see scheme 19and see scheme 20. If curb height is not within specifications, inspect vehicle for bent or weak suspension components. Replace components as necessary.

FLOOR JACK

Floor jack may be used to raise vehicle at locations shown. (Scheme 14)

Scheme 14

EMERGENCY JACKING

Scissor jack receptacles are located at body sills. DO NOT use floor jack at scissor jack locations, or body damage may occur. Always block opposite wheels, and jack on level surface.

HOIST

Frame Contact Hoist

Frame contact hoist must be equipped with proper adapters to support vehicle in correct locations. If using swiveling arm hoist, position lifting pads evenly on subframe rails. Hoist must be equipped with proper adapters so vehicle will be supported at marked points. (Scheme 14)

Front hoisting points are at the bottom of the front rail below hoisting symbol about 9.8" (250 mm) behind front suspension crossmember. (Scheme 14) When using outboard lift hoists, verify that hoist lift pads have been properly adjusted to eliminate contact between hoist arm and down standing flange on sill. Rear hoisting points are the leaf spring front mounting brackets. Hoist pad must be positioned to pick up flanges on brackets, not leaf spring.

When servicing rear leaf springs or mounting brackets, position rear hoist pads under horizontal surface on the bottom of the sill, inboard adjacent to flange and centered fore/aft between jacking indicator tabs on lower flange. DO NOT hoist on flange. Place a soft pad between hoist and painted surface on sill to avoid scratching paint.

Axle Contact Hoist

DO NOT use axle contact hoist. Damage to independent rear suspension components will occur.

CAMBER & CASTER ANGLE

Note. Rear camber is not adjustable. If rear alignment measurements are not within specification, inspect for damaged suspension or body components. Repair as necessary.

Camber and caster settings on this vehicle are determined at the time the vehicle is designed, by the location of the vehicle's suspension components. This is referred to as NET BUILD. The result is no required adjustment of camber and caster after the vehicle is built or when servicing the suspension components. Thus, when performing a wheel alignment, caster and camber are not normally considered adjustable angles. Camber and caster should be checked to ensure they meet vehicle specifications.

If front camber does not meet alignment specifications, it can be adjusted using an available camber adjustment bolt package. Before installing a camber adjustment bolt package on a vehicle found to be outside of specifications, inspect the suspension components for any signs of damage or bending. Replace components as needed.

If front camber readings are not within specification, use the following procedure to install a camber adjustment bolt package, then adjust front camber.

FRONT TOE

Note. Rear toe is not adjustable. If rear alignment measurements are not within specification, inspect for damaged suspension or body components. Repair as necessary.

The static toe position should be the final adjustment made to vehicle during alignment procedure.

Scheme 15

1. Start engine and turn wheels both ways before straightening and centering steering wheel. Retain steering wheel with clamp. Turn engine off. Remove clamp from steering gear boot attaching it to inner tie rod. Loosen inner to outer tie rod end jam nut. (Scheme 17) CAUTION: Do not twist inner tie rod to steering gear rubber boots during this adjustment.
2. Grasp inner tie rod at adjustment serration. (Scheme 17) Rotate inner tie rod in direction required to obtain specified individual wheel toe position. Perform adjustment at each wheel as needed. For wheel alignment specifications (Scheme 18) Tighten inner tie rod to outer tie rod jam nut to specification. See «TORQUE SPECIFICATIONS»(ref-167393-S19464404652004101300000).
3. Adjust steering gear to inner tie rod boots at inner tie rod so boots are not twisted. Then install steering gear boot to inner tie rod boot clamp at tie rod. Remove steering wheel clamp. Remove wheel alignment equipment. Road test vehicle to verify steering wheel is straight and vehicle does not wander or pull.

Note. All specifications are given in degrees. All wheel alignments are to be set with vehicle at its proper curb height.

Scheme 16

Scheme 17

Scheme 18