Suspension System - General Information — Ford Econoline E250 (2012-2013)

SPECIFICATIONS

Item	LH	RH	Total/Split
All Vehicles
Camber	0.50° ± 0.75°	0.50° ± 0.75°	0° ± 0.75° (1)
Toe (Positive value is toe in, negative value is toe out)			0.06° ± 0.25°
E-150/250/350 Van and E-150/350 Wagon
Caster	3.5° ± 1.3°	3.9° ± 1.3°	0.4° ± 0.75° (2)
E-250 Cutaway
Caster	4.5° ± 2.4°	4.9° ± 2.4°	0.4° ± 0.75° (2)
E-350/450 Cutaway and E-350/450 Stripped Chassis
Caster	3.9° ± 2.9°	4.3° ± 2.9°	0.4° ± 0.75° (2)
(1) Camber Total/Split = LH Camber - RH Camber (2) Caster Total/Split = LH Caster - RH Caster

(1)	Camber Total/Split = LH Camber - RH Camber

(2)	Caster Total/Split = LH Caster - RH Caster

ALIGNMENT SPECIFICATIONS

Item	Specification
Thrust angle	0.5° ± 0.5°
Ball Joint Deflection
Lower	0-1.0 mm (0-0.04 in)
Upper	0-0.6 mm (0-0.024 in)
Vehicle Lean (Side-to-Side Height Differences)
Front wheel opening - maximum	16 mm (0.63 in)
Rear wheel opening - maximum	19 mm (0.75 in)

GENERAL SPECIFICATIONS

Adjustment Circle	Nominal Alignment Adjustment @ Position
	0	45	90	135	180	225	270	315
	Cam/Cas	Cam/Cas	Cam/Cas	Cam/Cas	Cam/Cas	Cam/Cas	Cam/Cas	Cam/Cas
0	0/0	0/0	0/0	0/0	0/0	0/0	0/0	0/0
0.25	0.25/0	0.18/-0.18	0/-0.25	0.18/-0.18	0.25/0	0.18/+0.18	0/+0.25	0.18/+0.18
0.5	0.50/0	0.35/-0.35	0/-0.50	0.35/-0.35	0.50/0	0.35/+0.35	0/+0.50	0.35/+0.35
0.75	0.75/0	0.53/-0.53	0/-0.75	0.53/-0.53	0.75/0	0.53/+0.53	0/+0.75	0.53/+0.53
1	1.00/0	0.70/-0.70	0/-1.00	0.70/-0.70	1.00/0	0.70/+0.70	0/+1.00	0.70/+0.70
1.25	1.25/0	0.88/-0.88	0/-1.25	0.88/-0.88	1.25/0	0.88/+0.88	0/+1.25	0.88/+0.88
1.5	1.50/0	1.05/-1.05	0/-1.50	1.05/-1.05	1.50/0	1.05/+1.05	0/+1.50	1.05/+1.05

CAMBER/CASTER SERVICE ADJUSTERS

Item	Specification
Ride Height - E-150 Wagon
Front	65 mm (2.56 in) ± 15 mm (0.59 in)
Rear	147 mm (5.79 in) ± 25 mm (0.984 in)
Ride Height - E-150 Van
Front	70 mm (2.75 in) ± 15 mm (0.59 in)
Rear	154 mm (6.06 in) ± 25 mm (0.984 in)
Ride Height - E-250 Van
Front (Heavy Duty Suspension)	69 mm (2.72 in) ± 15 mm (0.59 in)
Front (Standard Suspension)	68 mm (2.68 in) ± 15 mm (0.59 in)
Rear	190 mm (7.48 in) ± 25 mm (0.984 in)
Ride Height - E-350 Van (Regular)
Front (Heavy Duty Suspension)	70 mm (2.76 in) ± 15 mm (0.59 in)
Front (Standard Suspension)	68 mm (2.68 in) ± 15 mm (0.59 in)
Rear	175 mm (6.89 in) ± 25 mm (0.98 in)
Ride Height - E-350 Van (Extended)
Front (Heavy Duty Suspension)	69 mm (2.72 in) ± 15 mm (0.59 in)
Front (Standard Suspension)	68 mm (2.68 in) ± 15 mm (0.59 in)
Rear	165 mm (6.50 in) ± 25 mm (0.98 in)
Ride Height - E-350 Wagon (Regular)
Front	67 mm (2.63 in) ± 15 mm (0.59 in)
Rear	148 mm (5.82 in) ± 25 mm (0.98 in)
Ride Height - E-350 Wagon (Extended)
Front	64 mm (2.52 in) ± 15 mm (0.59 in)
Rear	144 mm (5.67 in) ± 25 mm (0.98 in)

GENERAL SPECIFICATIONS

Measurements listed at curb load. Curb load is defined as "full service fluids, full fuel tank(s), no passengers and no cargo".

Description	Nm	Lb-ft
Adjusting sleeve nut	55	41
U-bolt nut (1)
Upper ball joint pinch bolt	103	76
(1) Refer to the appropriate procedure in this information .

(1)	Refer to the appropriate procedure in this information .

TORQUE SPECIFICATIONS

Wheel Alignment Angles

The vehicle caster and camber correction requirements are factory-determined. Adjusters are available to correct a caster/camber measurement that does not meet specification. Before changing the production caster/camber adjuster, thoroughly inspect the suspension system to locate worn or damaged components that may have caused the setting to change.

Scheme 1

Scheme 1: Negative and Positive Camber

Camber is the vertical tilt of the wheel when viewed from the front. Camber can be positive or negative and has a direct effect on tire wear.

Scheme 2

Scheme 2: Caster

Item	Description
1	True vertical
2	Positive caster angle
3	Strut-to-ball joint centerline
4	Pivot centerline

Caster is the deviation from vertical of an imaginary line drawn through the ball joints when viewed from the side. The caster specifications in this information will give the vehicle the best directional stability characteristics when loaded and driven. The caster setting is not related to tire wear.

Scheme 3

Scheme 3: Positive Toe (Toe In)

Scheme 4

Scheme 4: Negative Toe (Toe Out)

The vehicle toe setting

affects tire wear and directional stability.
must be checked after adding aftermarket equipment, such as a snowplow or body.

Scheme 5

Scheme 5: Wheel Track

Item	Description
1	Front track
2	Rear track

Scheme 6

Scheme 6: Incorrect Thrust Angle (Dogtracking)

Item	Description
1	Vertical centerline
2	Axle centerline
3	Thrust angle

Wander

Wander is the tendency of the vehicle to require frequent, random left and right steering wheel corrections to maintain a straight path down a level road.

Shimmy

Shimmy, as observed by the driver, is large, consistent, rotational oscillations of the steering wheel resulting from large, side-to-side (lateral) tire/wheel movements.

Shimmy is usually experienced near 64 km/h (40 mph) and can begin or be amplified when the tire contacts pot holes or irregularities in the road surface.

Nibble

Sometimes confused with shimmy, nibble is a condition resulting from tire and wheel imbalance. It is observed by the driver as small rotational oscillations of the steering wheel. For wheel and tire diagnosis, refer to WHEELS AND TIRES .

Poor Returnability/Sticky Steering

Poor returnability and sticky steering is used to described the poor return of the steering wheel to center after a turn or the steering correction is completed.

Drift/Pull

Pull is a tugging sensation, felt by the hands on the steering wheel, that must be overcome to keep the vehicle going straight.

Drift describes what a vehicle with this condition does with hands off the steering wheel.

A vehicle-related drift/pull, on a flat road, will cause a consistent deviation from the straight-ahead path and require constant steering input in the opposite direction to counteract the effect.
Drift/pull may be induced by conditions external to the vehicle such as wind or road camber.

Poor Groove Feel

Poor groove feel is characterized by little or no buildup of turning effort felt in the steering wheel as the wheel is rocked slowly left and right within very small turns around center or straight-ahead (under 20 degrees of steering wheel turn). Efforts may be said to be "light or low on center".

In the diagnosis of a steering problem, it is important to understand the difference between wander and poor groove feel.

Inspection and Verification

Road test. If any suspension alignment or ride height concerns are present, GO to «SYMPTOM CHART - SUSPENSION SYSTEM»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information__symptom-chart-suspension-system) . Verify the customer concern by carrying out a road test on a smooth road. If any vibrations are present, GO to «SYMPTOM CHART - NVH»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information__symptom-chart-nvh) .
Inspect tires. Check the tire pressure with all normal loads in the vehicle and with the tires cold. Refer to the «VEHICLE CERTIFICATION (VC) LABEL LOCATOR»(/ford/econoline-e250/2012-2013/remont/identification/#vin-identification-codes) for Vehicle Certification (VC) label. Verify that all tires are sized to specification. Refer to «WHEELS AND TIRES»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires) . Inspect the tires for incorrect wear and damage. Refer to «WHEELS AND TIRES»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires) .
Inspect chassis and underbody. Remove any excessive accumulation of mud, dirt or road deposits from the chassis and underbody.
Inspect for aftermarket equipment. Check for aftermarket changes to the steering, suspension, wheel and tire components (such as competition, heavy duty, etc.) The specifications shown in this information do not apply to vehicles equipped with aftermarket equipment. VISUAL INSPECTION CHART Mechanical Front wheel bearing and wheel hubs Loose or damaged front or rear suspension components Loose, damaged or missing suspension fastener(s) Loose or damaged leaf spring shackle(s) Incorrect spring usage Damaged or sagging spring(s) Damaged or leaking shock absorber(s) Worn or damaged suspension bushing(s) Loose, worn or damaged steering system components Damaged axle components
If an obvious cause for an observed or reported condition is found, correct the cause (if possible) before proceeding to the next step.
If the fault is not visually evident, GO to «SYMPTOM CHART - SUSPENSION SYSTEM»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information__symptom-chart-suspension-system) or «SYMPTOM CHART - NVH»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information__symptom-chart-nvh) .

Symptom Chart - Suspension System

Condition	Possible Sources	Action
Incorrect thrust angle (dogtracking)	Damaged or missaligned rear suspension components	INSPECT the rear suspension. REPAIR or INSTALL new components as necessary. REFER to REAR SUSPENSION .
Vehicle drifts/pulls	Unevenly loaded or overloaded vehicle Tires/tire pressure Alignment is not within specification Brake drag Steering components	GO to PINPOINT TEST A .
Front bottoming or riding low	Spring(s)	INSTALL new spring(s) as necessary. Refer to the appropriate information . INSTALL new front spring(s) as necessary. Refer to the appropriate information for the procedure.
Front bottoming or riding low	Front shock absorber(s)	INSTALL new front shock absorber(s) as necessary.
Rear bottoming or riding low	Rear spring(s)	INSTALL new rear spring(s) as necessary. REFER to REAR SUSPENSION .
Rear bottoming or riding low	Rear shock absorbers	INSTALL new rear shock absorbers. REFER to REAR SUSPENSION .
Incorrect/abnormal tire wear	Underinflated tires Incorrect wheel alignment Incorrect wheel and tire assembly rotation intervals Excessive high speed cornering	REFER to WHEELS AND TIRES for tire wear diagnosis.
Sticky steering, poor returnability	Front caster angle	CHECK the front caster and ADJUST as necessary. REFER to CAMBER AND CASTER ADJUSTMENT .
	Steering components	REFER to STEERING SYSTEM for steering system diagnosis.
	Ball joints	INSPECT the front ball joints. REFER to the BALL JOINT INSPECTION . INSTALL new ball joints as necessary.
Rear spring squeak	Rear spring(s)	INSTALL new rear spring anti-squeak inserts.
Rear spring squeak	Shackle bushing(s)	INSTALL new as necessary.
Rough ride	Shock absorber(s)	INSTALL new shock absorbers as necessary.
	Weak or sagging spring(s)	INSTALL new as necessary. REFER to FRONT SUSPENSION or REAR SUSPENSION .
	Incorrect spring(s)	NOTE the part number on the spring(s). NOTE the spring code on the Vehicle Certification (VC) label. REFER to IDENTIFICATION CODES to convert the spring code to a part number. VERIFY that the part numbers match. INSTALL new spring(s) with the correct part number if necessary. REFER to FRONT SUSPENSION or REAR SUSPENSION .
Shimmy or wheel tramp	Loose wheel nut(s)	TIGHTEN to specification. REFER to WHEELS AND TIRES .
	Loose front suspension fasteners	TIGHTEN to specification. REFER to FRONT SUSPENSION .
	Front wheel bearing inspection	REFER to NOISE, VIBRATION & HARSHNESS .
	Wheel or tire concerns	REFER to WHEELS AND TIRES .
	Springs	INSTALL new as necessary. REFER to FRONT SUSPENSION or REAR SUSPENSION .
	Incorrect spring(s)	NOTE the part number on the spring(s). NOTE the spring code on the VC label. REFER to IDENTIFICATION CODES to convert the spring code to a part number. VERIFY that the part numbers match. INSTALL new spring(s) with the correct part number if necessary. REFER to FRONT SUSPENSION or REAR SUSPENSION .
	Loose, worn or damaged ball joints	GO to the BALL JOINT INSPECTION .
	Loose, worn or damaged steering components	REFER to STEERING SYSTEM .
	Front wheel alignment	CHECK the wheel alignment. ADJUST as necessary.
Steering wheel off center	Unequal (side-to-side) front toe	CHECK the front toe and ADJUST as necessary. REFER to TOE ADJUSTMENT .
Steering wheel off center	Steering components	REFER to STEERING SYSTEM for steering system diagnosis.
Sway or roll	Overloaded, unevenly or incorrectly loaded vehicle	NOTIFY the customer of incorrect vehicle loading.
	Loose wheel nut(s)	TIGHTEN to specification. REFER to WHEELS AND TIRES .
	Shock absorber(s)	INSPECT the shock absorbers. INSTALL new shock absorber(s) as necessary.
	Loose or worn stabilizer bar, links or bushings	INSPECT the stabilizer bar assemblies. TIGHTEN to specification or INSTALL new stabilizer bar components as necessary. Refer to the appropriate information for the procedure.
	Damaged spring(s)	INSTALL new spring(s) as necessary. Refer to the appropriate information for the procedure.
Vehicle leans to one side	Unevenly loaded or overloaded vehicle	NOTIFY the customer of incorrect vehicle loading.
	Front or rear suspension components	INSPECT the front and rear suspension components. REPAIR or INSTALL new components as necessary. Refer to the appropriate information for the procedure.
	Spring(s)	REFER to LEAN CORRECTION .
Wander	Excessive total toe in/out	CHECK the front toe settings and ADJUST as necessary. REFER to TOE ADJUSTMENT
	Unevenly loaded or overloaded vehicle	NOTIFY the customer of incorrect vehicle loading.
	Steering components	REFER to STEERING SYSTEM for steering system diagnosis.
	Ball joint(s)	INSPECT the front ball joints. REFER to the BALL JOINT INSPECTION . INSTALL new ball joints as necessary. Refer to the appropriate information for the procedure.
	Loose, worn or damaged front wheel bearing(s)	INSPECT the front wheel bearings. INSTALL new wheel bearing(s) as necessary. Refer to the appropriate information for the procedure.
	Worn or damaged front suspension component(s)	INSPECT and INSTALL new front suspension component(s) as necessary. Refer to the appropriate information for the procedure.
	Loose suspension fasteners	TIGHTEN to specification. Refer to the appropriate information for the procedure.

SYMPTOM CHART - SUSPENSION SYSTEM

Symptom Chart - NVH

Note. NVH symptoms should be identified using the diagnostic tools that are available. For a list of these tools, an explanation of their uses and a glossary of common terms, refer to NOISE, VIBRATION & HARSHNESS . Since it is possible any one of multiple systems may be the cause of a symptom, it may be necessary to use a process of elimination type of diagnostic approach to pinpoint the responsible system. If this is not the causal system for the symptom, refer back to NOISE, VIBRATION & HARSHNESS for the next likely system and continue diagnosis.

Condition	Possible Sources	Action
Squeak or grunt - noise from the front suspension, occurs more in cold ambient temperatures. More noticeable over rough roads or when turning	Front stabilizer bar insulators	Under these conditions, the noise is acceptable. CHECK TSBs.
Clunk - noise from the front suspension, occurs in and out of turns	Loose front shocks	INSPECT for shock absorber fasteners. TIGHTEN to specifications.
Clunk - noise from the rear suspension, occurs when shifting from REVERSE to DRIVE	Loose or damaged rear suspension components	INSPECT for loose or damaged rear suspension components. REPAIR or INSTALL new components as necessary. REFER to REAR SUSPENSION .
Click or pop - noise from the front suspension. More noticeable over rough roads or over bumps	Worn or damaged ball joint(s)	INSPECT the front ball joints. REFER to the BALL JOINT INSPECTION . INSTALL new ball joints as necessary.
Front suspension noise - a squeak, creak or rattle noise. Occurs mostly over bumps or rough roads	Loose or bent front shock absorber(s) Damaged spring or spring mount(s) Damaged or worn control/radius arm bushing(s) Worn or damaged stabilizer bar bushings or link(s)	INSPECT the front suspension. INSTALL new components as necessary. Refer to the appropriate information for the procedure.
Rear suspension noise - a squeak, creak or rattle noise. Occurs mostly over bumps or rough roads	Loose or bent rear shock absorber(s) Rear leaf spring tip isolator or bushing Damaged or worn bushing(s) Worn or damaged stabilizer bar bushing(s) or link(s)	INSPECT the rear suspension. INSTALL new components as necessary. REFER to REAR SUSPENSION .
Shudder - occurs during acceleration from a slow speed or stop	Incorrect ride height causing incorrect driveline angle	REFER to DRIVELINE SYSTEM - GENERAL INFORMATION for driveline angle diagnosis.
Shimmy	Loose wheel nut(s)	TIGHTEN the nut(s) to specification. REFER to WHEELS AND TIRES .
	Loose front suspension fastener(s)	TIGHTEN the fastener(s) to specification. Refer to the appropriate information for the procedure.
	Loose front wheel bearing(s)	INSPECT the front wheel bearing(s). INSTALL new bearing(s) as necessary.
	Shock absorber(s)	INSTALL new shock absorbers as necessary.
Shimmy - most noticeable on coast/deceleration. Also hard steering condition	Excessive positive caster	CHECK the front caster and ADJUST as necessary. REFER to CAMBER AND CASTER ADJUSTMENT .
Rough/harsh ride	Shock absorber(s)	INSTALL new shock absorber(s) as necessary.
Rough/harsh ride	Spring(s)	INSTALL new spring(s) as necessary. Refer to the appropriate information for the procedure.

SYMPTOM CHART - NVH

Pinpoint Test A: Vehicle Drifts/Pulls

This pinpoint test is intended to diagnose the following

Unevenly loaded vehicle
Tire pressure
Tire forces
Brake drag
Incorrect vehicle alignment
Steering system

A1 CHECK FOR UNEVENLY LOADED VEHICLE Visually check the vehicle for an uneven loading condition. Is the vehicle unevenly loaded? Yes : ADVISE the customer of uneven loading condition. No : GO to A2.
A2 CHECK THE TIRE PRESSURE Check the tire pressures. Refer to the «VEHICLE CERTIFICATION (VC) CODES»(/ford/econoline-e250/2012-2013/remont/identification/#vin-identification-codes) Vehicle Certification (VC) label located on the driver door jamb. Is the tire pressure OK? Yes : GO to A3. No : ADJUST the tire pressures to the specified pressure.
A3 ISOLATE TIRE PULL CONDITION Cross the front wheel and tire assemblies from left-to-right. REFER to «WHEELS AND TIRES»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires) . Does the vehicle pull/drift? Yes : If the vehicle drifts/pulls in the opposite direction, tire forces are causing the drift/pull. REFER to «WHEELS AND TIRES»(/ford/econoline-e250/2012-2013/remont/wheel-tire-system/#wheels-tires) to diagnose tire drift/pull. If the vehicle drifts/pulls in the same direction, GO to A4. No : Tire forces were causing the drift/pull and the concern has been corrected.
A4 CHECK FOR BRAKE DRAG Spin all 4 wheel and tire assemblies by hand and check for brake drag. Do the wheels spin freely? Yes : GO to A5. No : REFER to «BRAKE SYSTEM - GENERAL INFORMATION»(/ford/econoline-e250/2012-2013/remont/mechanical-hydraulic/#brake-system-general-information) to diagnose brake drag condition.
A5 CHECK FOR STEERING SYSTEM DRIFT/PULL Check the steering system components. Refer to «STEERING SYSTEM»(/ford/econoline-e250/2012-2013/remont/manual-power-steering/#steering-system) to diagnose steering system drift/pull/wander condition. Is the steering system the cause of the drift/pull? Yes : REPAIR the steering system as necessary. No : GO to A6.
A6 CHECK THE WHEEL ALIGNMENT NOTE: A one-quarter degree to one-half degree side-to-side caster difference is usually sufficient to correct a drift/pull concern. Using alignment equipment and the manufacturers instructions, check the wheel alignment. Is the caster total/split and the camber total/split within specification? Yes : ADJUST the caster total/split to counteract the drift/pull concern. REFER to «GENERAL PROCEDURES»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information) . If the concern is vehicle drifts/pulls left, INCREASE the caster total/split towards the upper and of the specification range. If the concern is vehicle drifts/pulls right, DECREASE the caster total/split towards the lower end of the specification range. No : ADJUST the camber and caster total/split as close to the nominal specification as possible. REFER to «GENERAL PROCEDURES»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information) .

Ball Joint Inspection

Prior to inspecting the ball joints for wear, inspect the wheel bearings. Refer to «NOISE, VIBRATION & HARSHNESS»(/ford/econoline-e250/2012-2013/remont/oem-general-information/#noise-vibration-harshness) .
Raise and support the vehicle by the frame or by the axle beams.
Inspect the ball joint and ball joint boot for damage. If the ball joint or ball joint boot is damaged, install a new ball joint. Refer to «FRONT SUSPENSION»(/ford/econoline-e250/2012-2013/remont/suspension-front/#front-suspension) . NOTE: Carry out Steps 4 through 6 to inspect the lower ball joint. Carry out Steps 7 through 9 to inspect the upper ball joint.
Inspect the ball joint for relative movement by alternately pulling outward and pushing inward on the wheel and tire assembly at the 12 o'clock and 6 o'clock positions, by hand. Note any relative movement between the wheel knuckle and the axle at the lower ball joint. If relative movement is not felt or seen, the ball joint is OK. Do not install a new ball joint. If relative movement is found, continue with Step 5.
To measure ball joint deflection, attach a suitable dial indicator with a flexible arm between the axle and the wheel knuckle at the lower ball joint.
Measure the ball joint deflection while an assistant alternately pulls outward and pushes inward on the wheel and tire assembly at the 12 o'clock and 6 o'clock positions, by hand. If the deflection exceeds the specification, a new lower ball joint must be installed. Refer to «FRONT SUSPENSION»(/ford/econoline-e250/2012-2013/remont/suspension-front/#front-suspension) . If the deflection meets the specification, continue with the procedure.
Inspect the ball joint for relative movement by alternately pulling outward and pushing inward on the wheel and tire assembly at the 12 o'clock and 6 o'clock positions, by hand. Note any relative movement between the wheel knuckle and the axle at the upper ball joint. If relative movement is not felt or seen, the ball joint is OK. Do not install a new ball joint. If relative movement is found, continue with Step 8.
To measure ball joint deflection, attach a suitable dial indicator with a flexible arm between the axle and the wheel knuckle at the upper ball joint.
Measure the ball joint deflection while an assistant alternately pulls outward and pushes inward on the wheel and tire assembly at the 12 o'clock and 6 o'clock positions, by hand. If the deflection exceeds the specification, a new upper ball joint must be installed. Refer to «FRONT SUSPENSION»(/ford/econoline-e250/2012-2013/remont/suspension-front/#front-suspension) . If the deflection meets the specification, no further action is required.

Scheme 7

Scheme 7: Front Ride Height Measurement

Item	Description
1	Ride height
2	Jounce bumper flange
3	Top of axle at casting parting line

Note. Make sure that the vehicle is positioned on a flat, level surface and the tires are inflated to the correct pressure. Vehicle should have a full tank of fuel.

Measure the distance between the jounce bumper flange (Item 2) and the top of the axle at the casting parting line (Item 3) to obtain the ride height (Item 1). For additional information, refer to «SPECIFICATIONS»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information__specifications) .

Scheme 8

Scheme 8: Rear Ride Height Measurement

Item	Description
1	Ride height
2	Frame flange turn down lip at jounce bumper
3	Top of axle tube

Note. Make sure that the vehicle is positioned on a flat, level surface and the tires are inflated to the correct pressure. Vehicle should have a full tank of fuel.

Measure the distance between the frame flange turn down lip at the jounce bumper (Item 2) and the top of the axle tube (Item 3) to obtain the ride height (Item 1). For additional information, refer to «SPECIFICATIONS»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information__specifications) .

Camber and Caster Adjustment

SPECIAL TOOLS CHART Remover, Steering Arm 211-003 (T64P-3590-F)

Scheme 9

Scheme 9: Camber and Caster Adjustment

Scheme 10

Scheme 11

Scheme 12

Scheme 13

Using alignment equipment and the manufacturer's instructions, measure the caster and camber. Refer to «Alignment Specifications»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information) in the Specifications portion of this section for optimal alignment settings. If the caster and camber values are not within specification, go to the next step.
Remove and discard the upper ball joint pinch bolt.
Remove the existing adjuster sleeves. All vehicles are built by the assembly plant with a non-adjustable camber/caster sleeve. Service adjusters have a 6-sided flange with the camber/caster adjustment range stamped into the top (0 degree, 1/4 degree, 1/2 degree, 3/4 degree or 1 degree, 1-1/4 degree and 1-1/2 degree). Production adjusters have a round flange with a side tab. The amounts of pre-set camber and caster are stamped into the top of the adjuster.
Install interim 0 degree service adjusters to both sides of the vehicle.
Install the upper ball joint pinch bolt. Tighten to 103 Nm (76 lb-ft).
Install the front wheel(s) and check caster and camber readings with the 0 degree service adjusters installed.
Calculate the maximum amount of camber and/or caster adjustment required to achieve the optimal settings, as provided in the Alignment Specifications table, by subtracting the measured values from the optimal target values. Example: for an E-150, Optimal camber spec target = 0.5 ± 0.75 Optimal caster LH spec target = 3.5 ± 1.3. Measured camber = 1.80 (out-of-spec). Measured caster = 3.3 (within spec). Required camber adjustment = 0.5 - 1.80 = -1.3. Preferred caster adjustment = 3.5 - 3.3 = 0.2, however not required.
Using the Camber/Caster Service Adjuster table, determine the appropriate replacement service adjuster needed to correct alignment. There is usually more than one combination of service adjuster and orientation that can be chosen to achieve alignment measurements within specifications. If a compromise is required, choose the adjuster and orientation which optimizes the camber value and maximizes the caster value. Example: continuing the above example, choose an adjuster with a 1.25 degree adjustment circle. set the adjuster to the 180 degree position to achieve a -1.25 degree camber and 0 degree caster shift setting. NOTE: When selecting a replacement service adjuster to achieve the desired amount of camber and caster offsets, caution is required to make sure that all other alignment characteristics (camber split, caster split and individual caster) are maintained to within their specified ranges. When in doubt which service adjuster to choose, make the selection which achieves measured results closest to the optimal targets in the following order of priority: Caster split Individual camber Camber split Individual caster
Remove the 0 degree service adjusters and install the appropriate replacement service adjusters to the correct rotational orientation specified in the Camber/Caster Service Adjuster table.
Install a new pinch bolt and tighten to 103 Nm (76 lb-ft).
Verify the camber and caster settings, adjust as necessary. Once the optimal caster/camber has been achieved, check the total toe and adjust as necessary. For additional information, refer to «TOE ADJUSTMENT»(/ford/econoline-e250/2012-2013/remont/suspension-front/#suspension-system-general-information) .

Scheme 14

Scheme 14: Toe Adjustment

Scheme 15

Start the engine and center the steering wheel.
Turn the engine off and, using a suitable steering wheel holding device, lock the steering wheel in the straight-ahead position.
Loosen the steering linkage adjusting sleeve nuts.
Rotate the adjusting sleeves to obtain the correct toe setting.
Position both adjusting sleeve clamp openings downward within 45 degrees of vertical. Tighten the nuts to 55 Nm (41 lb-ft).
Verify the toe settings and adjust as necessary.

Front and rear lean correction

Pinpoint Test A

A8 Front lean correction

Front lean correction

A15 Rear lean correction

Rear lean correction

Suspension System - General Information Ford Econoline E250