CAMBER ADJUSTMENT
Note. Prior to performing wheel alignment, perform visual and mechanical inspection of wheels, tires and suspension components. See PRE-ALIGNMENT CHECKS article. For basic wheel alignment theory, refer to WHEEL ALIGNMENT THEORY/OPERATION article in the GENERAL INFORMATION section.
- Camber is the tilting of the wheel, outward at either top or bottom, as viewed from front of vehicle. (Scheme 1)
- When wheels tilts outward at the top (from centerline of vehicle), camber is positive. When wheels tilt inward at top, camber is negative. Amount of tilt is measured in degrees from vertical.
Determining Camber Angle. Scheme 1
Scheme 1: Determining Camber Angle
CASTER ADJUSTMENT
- Caster is the tilting of front steering axis either forward or backward from vertical, as viewed from the side of vehicle. (Scheme 2)
- When axis is tilted backward from vertical, caster is positive. This creates a trailing action on front wheels. When axis is tilted forward, caster is negative, causing a leading action on front wheels.
Determining Caster Angle. Scheme 2
Scheme 2: Determining Caster Angle
TOE-IN ADJUSTMENT
Toe-in is the width measured at the rear of the tires subtracted by the width measured at the front of the tires at about spindle height. A positive figure would indicate toe-in and a negative figure would indicate toe-out. If the distance between the front and rear of the tires is the same, toe measurement would be zero. To adjust
- Measure toe-in with front wheels in straight ahead position and steering wheel centered. To adjust toe-in, loosen clamps and turn adjusting sleeve or adjustable end on right and left tie rods. (Scheme 3)
- Turn equally and in opposite directions to maintain steering wheel in centered position. Face of tie rod end must be parallel with machined surface of steering rod end to prevent binding.
- When tightening clamps, make certain that clamp bolts are positioned so there will be no interference with other parts throughout the entire travel of linkage.
Wheel Toe-In. Scheme 3
TOE-OUT ON TURNS
- Toe-out on turns (turning radius) is a check for bent or damaged parts, and not a service adjustment. With caster, camber, and toe-in properly adjusted, check toe-out with weight of vehicle on wheels. (Scheme 4)
- Use a full floating turntable under each wheel, repeating test with each wheel positioned for right and left turns. Incorrect toe-out generally indicates a bent steering arm. Replace arm, if necessary, and recheck wheel alignment.
| CAUTION | DO NOT attempt to correct by straightening parts. Damaged parts must be replaced. |
Wheel Toe-Out On Turns (Turning Radius). Scheme 4
Scheme 4: Wheel Toe-Out On Turns (Turning Radius)
STEERING AXIS INCLINATION
- Steering axis inclination is a check for bent or damaged parts, and not a service adjustment. Vehicle must be level and camber should be properly adjusted. (Scheme 5)
- If camber cannot be brought within limits and steering axis inclination is correct, steering knuckle is bent. If camber and steering axis inclination are both incorrect by approximately the same amount, the upper and lower control arms are bent.
| CAUTION | DO NOT attempt to correct by straightening parts. Damaged parts must be replaced. |
Checking Steering Axis Inclination. Scheme 5
Scheme 5: Checking Steering Axis Inclination
| Application | Specification |
|---|
| Camber (Degrees) Front | 0 +/- 5 |
| Camber (Degrees) Rear | 0 +/- 2.5 |
| Caster (Degrees) Front | +1.9 +/- 1 |
| Caster (Degrees) Rear | N/A |
| Toe-In (Inches) Front | 0 +/- 3/32 |
| Toe-In (Inches) Rear | +5/23 +/- 3/32 |
| Toe-In (Millimeters) Front | 0 +/- 2 |
| Toe-In (Millimeters) Rear | +4 +/- 2 |
| Toe-In (Degrees) Front | 0 +/- 0.1 |
| Toe-In (Degrees) Rear | +0.3 +/- 0.2 |
| Toe-Out On Turns - Inner (Front) | N/A |
| Toe-Out On Turns - Outer (Front) | N/A |
| Steering Axis Inclination (SAI) | 14 1/2° |
| Wheelbase (Inches) | 104 15/16 |
| Wheelbase (Millimeters) | 2666 |
WHEEL ALIGNMENT SPECIFICATIONS
TORQUE SPECIFICATIONS
| Application | Ft. Lbs. (N.m) |
|---|
| Ball Joint-to-Control Arm Mount Nut/Bolt | 50 (68) |
| Ball Joint-to-Knuckle Pinch Bolt | 40 (54) |
| Brake Caliper Mount Bolt | 38 (52) |
| Control Arm-to-Bracket (Rear) Nut | 78 (106) |
| Control Arm-to-Underbody (Rear) Bolt | 28 (38) |
| Control Arm-to-Crossmember Pivot Bolt (Front) | 66 (90) |
| Hub & Bearing Retainer Bolt |
| With Heavy Duty Power Brakes | 70 (95) |
| All Others | 63 (85) |
| Hub & Bearing Assembly-to-Rear Axle Bolt | 45 (61) |
| Hub-to-Drive Axle Nut | (1) 192 (260) |
| Shock Absorber (Rear) |
| Lower End Nut | 43 (58) |
| Upper End Nut | 16 (22) |
| Stabilizer Bar |
| Bar-to-Control Arm Clamp Nut | 33 (45) |
| Bar-to-Crossmember Mount Bolt | 41 (55) |
| Strut Damper Assembly |
| Piston Rod Top Nut | 65 (85) |
| Strut-to-Knuckle Mounting Bolts | 140 (190) |
| Strut-to-Upper Body Mount Nut | 18 (24) |
| Tie Rod End-to-Knuckle Mount Nut | (2) 41 (56) |
| Track Bar-to-Axle Nut | 44 (60) |
| Track Bar-to-Frame Nut | 34 (46) |
| (1) Tighten to 74 ft. lbs. (101 N.m) during initial assembly. After installing wheels and lowering vehicle to ground, tighten nut to final torque. (2) May be tightened to 52 ft. lbs. (71 N.m) to align cotter pin hole. |
| (1) | Tighten to 74 ft. lbs. (101 N.m) during initial assembly. After installing wheels and lowering vehicle to ground, tighten nut to final torque. |
| (2) | May be tightened to 52 ft. lbs. (71 N.m) to align cotter pin hole. |
