SPECIFICATIONS
Note. All alignment specifications are in degrees.
Note. All wheel alignments are to be set with the vehicle at curb height. Refer to Wheel Alignment , Standard Procedure .
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.10° | 0.40° to 0.60° |
| CAMBER - RIGHT | 0.10° | 0.60° to 0.40° |
| CROSS - CAMBER (Maximum Side-To-Side Difference) | 0.20° | 0.30° to 0.70° |
| CASTER -- LEFT | 3.50° | 3.00° to 4.00° |
| CASTER - RIGHT (20 in. Tire) | 3.90° | 3.40° to 4.40° |
| CROSS - CASTER (20 in. Tire) | 0.40° | 0.90° to 0.10° |
| CASTER - RIGHT (17 in. Tire) | 3.75° | 3.25° to 4.25° |
| CROSS - CASTER (17 in. Tire) | 0.25° | 0.75° to 0.25° |
| TOE - TOTAL* | 0.10° | 0.00° to 0.20° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
1500 SERIES - ALL (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.60° to 0.40° |
| CROSS - CAMBER (Maximum Side-To-Side Difference) | 0.00° | 0.50° to 0.50° |
| TOE - TOTAL* | 0.30° | 0.00° to 0.60° |
| THRUST ANGLE | 0.00° | 0.30° to 0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
1500 SERIES - ALL (REAR)
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.00° | 0.50° to +0.50° |
| CAMBER - RIGHT | 0.00° | 0.50° to +0.50° |
| CROSS-CAMBER | 0.00° | 0.50° to +0.50° |
| CASTER - LEFT | +4.15° | +3.65° to +4.65° |
| CASTER - RIGHT | +4.00° | +3.05° to +4.05° |
| CROSS-CASTER | +0.15° | 0.35° to +0.65° |
| TOE - TOTAL* | +0.20° | +0.10° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
2500 SERIES - 4X2 (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.45° to +0.25° |
| CROSS-CAMBER | 0.00° | 0.30° to +0.30° |
| TOE - TOTAL* | +0.10° | 0.20° to +0.40° |
| THRUST ANGLE | 0.00° | 0.30° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
2500 SERIES - 4X2 (REAR)
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.25° | 0.25° to +0.75° |
| CAMBER - RIGHT | 0.25° | 0.25° to +0.75° |
| CROSS-CAMBER | 0.00° | 0.50° to +0.50° |
| CASTER - LEFT | +4.50° | +4.00° to +5.00° |
| CASTER - RIGHT | +4.50° | +4.00° to +5.00° |
| CROSS-CASTER | 0.00° | 0.50° to +0.50° |
| TOE - TOTAL* | +0.20° | +0.10° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
2500 SERIES - 4X4 (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.45° to +0.25° |
| CROSS-CAMBER | 0.00° | 0.30° to +0.30° |
| TOE - TOTAL* | +0.10° | 0.20° to +0.40° |
| THRUST ANGLE | 0.00° | 0.30° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
2500 SERIES - 4X4 (REAR)
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.00° | 0.50° to +0.50° |
| CAMBER - RIGHT | 0.00° | 0.50° to +0.50° |
| CROSS-CAMBER | 0.00° | 0.50° to +0.50° |
| CASTER - LEFT | +4.15° | +3.65° to +4.65° |
| CASTER - RIGHT | +4.00° | +3.50° to +4.05° |
| CROSS-CASTER | +0.15° | 0.35° to +0.65° |
| TOE - TOTAL* | +0.20° | +0.10° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
3500 SERIES - 4X2 (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.45° to +0.25° |
| CROSS-CAMBER | 0.00° | 0.30° to +0.30° |
| TOE - TOTAL* | +0.10° | 0.20° to +0.40° |
| THRUST ANGLE | 0.00° | 0.30° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
3500 SERIES - 4X2 (REAR)
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.25° | 0.25° to +0.75° |
| CAMBER - RIGHT | 0.25° | 0.25° to +0.75° |
| CROSS-CAMBER | 0.00° | 0.50° to +0.50° |
| CASTER - LEFT | +4.50° | +4.00° to +5.00° |
| CASTER - RIGHT | +4.50° | +4.00° to +5.00° |
| CROSS-CASTER | 0.00° | 0.50° to +0.50° |
| TOE - TOTAL* | +0.20° | +0.10° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
3500 SERIES - 4X4 (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.45° to +0.25° |
| CROSS-CAMBER | 0.00° | 0.30° to +0.30° |
| TOE - TOTAL* | +0.10° | 0.20° to +0.40° |
| THRUST ANGLE | 0.00° | 0.30° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
3500 SERIES - 4X4 (REAR)
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.00° | 0.50° to +0.50° |
| CAMBER - RIGHT | 0.00° | 0.50° to +0.50° |
| CROSS-CAMBER | 0.00° | 0.50° to +0.50° |
| CASTER - LEFT | +3.75° | +3.25° to +4.25° |
| CASTER - RIGHT | +3.75° | +3.25° to +4.25° |
| CROSS-CASTER | 0.00° | 0.50° to +0.50° |
| TOE - TOTAL* | +0.20° | +0.10° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
2500/3500 SERIES - BOX OFF - 4X2 (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.45° to +0.25° |
| CROSS-CAMBER | 0.00° | 0.30° to +0.30° |
| TOE - TOTAL* | +0.10° | 0.20° to +0.40° |
| THRUST ANGLE | 0.00° | 0.30° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
2500/3500 SERIES - BOX OFF - 4X2 (REAR)
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.25° | 0.25° to +0.75° |
| CAMBER - RIGHT | 0.25° | 0.25° to +0.75° |
| CROSS-CAMBER | 0.00° | 0.50° to +0.50° |
| CASTER - LEFT | +3.75° | +3.25° to +4.25° |
| CASTER - RIGHT | +3.75° | +3.25° to +4.25° |
| CROSS-CASTER | 0.00° | 0.50° to +0.50° |
| TOE - TOTAL* | +0.20° | +0.10° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
2500/3500 SERIES - BOX OFF - 4X4 (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.45° to +0.25° |
| CROSS-CAMBER | 0.00° | 0.30° to +0.30° |
| TOE - TOTAL* | +0.10° | 0.20° to +0.40° |
| THRUST ANGLE | 0.00° | 0.30° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
2500/3500 SERIES - BOX OFF - 4X4 (REAR)
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.25° | 0.25° to +0.75° |
| CAMBER - RIGHT | 0.25° | 0.25° to +0.75° |
| CROSS-CAMBER | 0.00° | 0.50° to +0.50° |
| CASTER - LEFT | +3.75° | +3.25° to +4.25° |
| CASTER - RIGHT | +3.75° | +3.25° to +4.25° |
| CROSS-CASTER | 0.00° | 0.50° to +0.50° |
| TOE - TOTAL* | +0.20° | +0.10° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
3500 SERIES - CAB CHASSIS (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.45° to +0.25° |
| CROSS-CAMBER | 0.00° | 0.30° to +0.30° |
| TOE - TOTAL* | +0.10° | 0.20° to +0.40° |
| THRUST ANGLE | 0.00° | 0.30° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
3500 SERIES - CAB CHASSIS (REAR)
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.10° | 0.40° to +0.60° |
| CAMBER - RIGHT | 0.10° | 0.40° to +0.60° |
| CROSS-CAMBER | 0.00° | 0.50° to +0.50° |
| CASTER - LEFT | +3.00° | +2.0° to +4.0° |
| CASTER - RIGHT | +3.50° | +2.50° to +4.50° |
| CROSS-CASTER | 2.83° | 2.83° |
| TOE - TOTAL* | +0.20° | +0.10° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
4500/5500 SERIES - WHEEL BASE 144, 164, 168 (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.45° to +0.25° |
| CROSS-CAMBER | 0.00° | 0.30° to +0.30° |
| TOE - TOTAL* | +0.10° | 0.20° to +0.40° |
| THRUST ANGLE | 0.00° | 0.30° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
4500/5500 SERIES - WHEEL BASE 144, 164, 168 (REAR)
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.10° | 0.40° to +0.60° |
| CAMBER - RIGHT | 0.10° | 0.40° to +0.60° |
| CROSS-CAMBER | 0.00° | 0.50° to +0.50° |
| CASTER - LEFT | +3.50° | +2.50° to +4.50° |
| CASTER - RIGHT | +4.00° | +3.00° to +5.00° |
| CROSS-CASTER | 2.83° | 2.83° |
| TOE - TOTAL* | +0.20° | +0.10° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
4500/5500 SERIES - WHEEL BASE 188, 192 (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.45° to +0.25° |
| CROSS-CAMBER | 0.00° | 0.30° to +0.30° |
| TOE - TOTAL* | +0.10° | 0.20° to +0.40° |
| THRUST ANGLE | 0.00° | 0.30° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
4500/5500 SERIES - WHEEL BASE 188, 192 (REAR)
| FRONT ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER - LEFT | 0.10° | 0.40° to +0.60° |
| CAMBER - RIGHT | 0.10° | 0.40° to +0.60° |
| CROSS-CAMBER | 0.00° | 0.50° to +0.50° |
| CASTER - LEFT | +3.80° | +2.80° to +4.80° |
| CASTER - RIGHT | +4.00° | +3.00° to +5.00° |
| CROSS-CASTER | 2.83° | 2.83° |
| TOE - TOTAL* | +0.20° | +0.10° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
4500/5500 SERIES - WHEEL BASE 204 (FRONT)
| REAR ALIGNMENT | PREFERRED SETTING | ACCEPTABLE RANGE |
|---|---|---|
| CAMBER | 0.10° | 0.45° to +0.25° |
| CROSS-CAMBER | 0.00° | 0.30° to +0.30° |
| TOE - TOTAL* | +0.10° | 0.20° to +0.40° |
| THRUST ANGLE | 0.00° | 0.30° to +0.30° |
| Positive toe (+) is toe-in and negative toe (-) is Toe-out. | ||
| * TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally split between each wheel on the same axle to ensure the steering wheel is centered after setting toe. | ||
4500/5500 SERIES - WHEEL BASE 204 (REAR)
| DESCRIPTION | N.m | Ft. Lbs. | In. Lbs. |
|---|---|---|---|
| Shock Absorber Upper Nut - 4X4 | 61 | 45 | |
| Shock Absorber Lower Bolt - 4X4 | 210 | 155 | |
| Shock Absorber Upper Nut - 4X2 | 54 | 40 | |
| Shock Absorber Lower Bolt - 4X2 | 26 | 19 | 250 |
| Lower Control Arm Frame Nuts | 210 | 155 | |
| Lower Control Arm Ball Joint Nut | 51, Then an additional 90° | 37.5, Then an additional 90° | |
| Upper Control Arm Frame Nuts | 176 | 130 | |
| Upper Control Arm Ball Joint Nut | 54, Then an additional 200° | 40, Then an additional 200° | |
| Stabilizer Bar Frame Bolt | 59 | 43.5 | |
| Stabilizer Link Lower Control Arm Nut | 102 | 75 | |
| Stabilizer Link Stabilizer Bar Nut | 27 | 20 | |
| Hub/Bearing Bolts | 163 | 120 | |
| Half Shaft Nut | 251 | 185 | |
| Tie Rod End Jamb Nut | 75 | 55 | |
| Tie Rod End Nut | 61, Then an additional 90° | 45, Then an additional 90° |
1500 - 4x2 and 4x4
| DESCRIPTION | N.m | Ft. Lbs. | In. Lbs. |
|---|---|---|---|
| Shock Absorber Upper Nut | 61 | 45 | |
| Shock Absorber Lower Bolt | 28 | 21 | 250 |
| Lower Control Arm Frame Nuts | 258 | 190 | |
| Lower Control Arm Ball Joint Nut | 157 | 116 | |
| Upper Control Arm Frame Nuts | 149 | 110 | |
| Upper Control Arm Ball Joint Nut | 125 | 92 | |
| Stabilizer Bar Frame Bolt | 64 | 47 | |
| Stabilizer Link Lower Control Arm Nut | 111 | 82 | |
| Stabilizer Link Stabilizer Bar Nut | 27 | 20 | |
| Hub/Bearing Bolts | 174 | 128 | |
| Tie Rod End Jamb Nut | 75 | 55 | |
| Tie Rod End Nut | 108 | 80 |
2500/3500 - 4x2
Scheme 1
Scheme 2
Scheme 3
Scheme 4
Scheme 5
- Raise and support the vehicle.
- Remove the tire and wheel assembly.
- Support the lower control arm at the outboard side of the lower control arm to support vehicle weight.
- Remove the shock (3). Refer to «SHOCK ABSORBER, Suspension , Removal»(ref-457771-S25413292092012030200000) . NOTE: Do not allow the caliper to hang freely, support the caliper assembly.
- Remove the disc brake caliper adapter. Refer to «ADAPTER, Disc Brake Caliper , Removal»(ref-457773-S33358142482012030200000) .
- Remove the rotor.
- Remove the upper ball joint nut.
- Install Front Spring Compressor (special tool #DD-1278, Compressor, Front Spring) (3) up through the lower control arm, coil spring (2) and shock hole in the frame. The bell-shaped adapter goes against the lower control arm. Install the nut on top of the tool at the shock hole.
- Tighten the spring compressor nut against bell-shaped adapter finger tight then loosen 1/2 turn to hold the spring in place.
- Separate the upper ball joint (4) from the knuckle (6) using Ball Joint Remover (special tool #9360, Remover, Ball Joint) (5).
- Remove the knuckle from the vehicle.
- Remove the lower stabilizer link nut. 1 - STEERING KNUCKLE 2 - SPECIAL TOOL 8677
- Remove the lower ball joint nut at the steering knuckle (1).
- Separate the ball joint from the knuckle using Ball Joint Remover (special tool #8677, Remover, Ball Joint) (2). NOTE: Do not allow the upper control arm to rebound downward, it must be supported.
- Remove the lower control arm support.
- Tighten the spring compressor tool to allow clearance for the lower ball joint to be removed out of the knuckle.
- Loosen the tension on the spring compressor tool (2) slowly allowing the lower control arm to pivot downward.
- Remove the spring compressor tool (2).
- Remove coil spring (1) and isolator pad from the vehicle.
- Remove the front and rear pivot bolts.
- Remove the lower control arm.
Scheme 6
Scheme 7
Scheme 8
Scheme 9
Scheme 10
Scheme 11
- Raise and support the vehicle.
- Remove the wheel and tire assembly.
- Remove half shaft nut (1) from the shaft (2).
- Compress the disc brake caliper (6).
- Remove the caliper adapter bolts (1) CAUTION: Never allow the disc brake caliper to hang from the brake hose. Damage to the brake hose will result. Provide a suitable support to hang the caliper securely.
- Remove the disc brake caliper (1) and the caliper adapter (2) as an assembly.
- Remove the rotor from the hub/bearing.
- If equipped with ABS, remove the wheel speed sensor wiring clips and disconnect the electrical connector.
- Remove the upper ball joint nut (7).
- Separate the ball joint from the steering knuckle using Ball Joint Remover (special tool #9360, Remover, Ball Joint) (5).
- Disengage inner C/V joint (1) from axle shaft with two pry bars between the C/V housing and axle housing.
- Remove the front halfshaft.
- Remove the shock absorber lower nut/bolt (7).
- Remove the stabilizer bar link lower nut (8). 1 - STEERING KNUCKLE 2 - SPECIAL TOOL 8677
- Using a suitable tie strap, support the knuckle. Remove the lower ball joint nut. Separate ball joint from the steering knuckle using Ball Joint Remover (special tool #8677, Remover, Ball Joint) (2).
- Remove the two control arm pivot bolts (1) and control arm (2) from frame rail brackets.
Note. Suspension components with rubber/urethane bushings should be tightened with the vehicle at normal ride height. It is important to have the springs supporting the weight of the vehicle when the fasteners are torqued. If springs are not at their normal ride position, vehicle ride comfort could be affected and premature bushing wear may occur.
| DESCRIPTION | N.m | Ft. Lbs. | In. Lbs. |
|---|---|---|---|
| Shock Absorber Upper Nut | 54 | 40 | |
| Shock Absorber Lower Bolt | 136 | 100 | |
| Shock Tower to Frame | 75 | 55 | |
| Lower Ball Joint Nut Initial Torque | 47 | 35 | |
| Lower Ball Joint Nut Final Torque | 200 | 148 | |
| Upper Ball Joint Nut | 94 | 70 | |
| Lower Control Arm Frame Nuts | 271 | 200 | |
| Lower Control Arm Axle Nut | 271 | 200 | |
| Upper Control Arm Frame Nuts | 163 | 120 | |
| Upper Control Arm Axle Nut | 163 | 120 | |
| Stabilizer Bar Frame Bolt | 61 | 45 | |
| Stabilizer Link Axle Bracket | 149 | 110 | |
| Stabilizer Link Stabilizer Bar Nut | 38 | 27 | |
| Stabilizer Link Axle Bracket (Power Wagon) | 149 | 110 | |
| Stabilizer Link Stabilizer Bar Nut (Power Wagon) | 149 | 110 | |
| Hub/Bearing Bolts | 202 | 149 | |
| Axle Nut | 179 Beginning Torque, Then Rotate 5 to 10 Times With a Final Torque of 356 | 132 Beginning Torque, Then Rotate 5 to 10 Times With a Final Torque of 263 | |
| Track Bar to Frame | 300 | 221 | |
| Track Bar to Axle | 300 | 221 | |
| Tie Rod End Nut | 75 | 55 |
2500/3500 - 4X4
| DESCRIPTION | N.m | Ft. Lbs. | In. Lbs. |
|---|---|---|---|
| Shock Absorber Upper | 54 | 40 | |
| Shock Absorber Lower Bolt | 136 | 100 | |
| Shock Tower to Frame | 75 | 55 | |
| Lower Ball Joint Nut Initial Torque | 47 | 35 | |
| Lower Ball Joint Nut Final Torque | 200 | 148 | |
| Upper Ball Joint Nut | 94 | 70 | |
| Lower Control Arm Frame Nuts | 230 | 170 | |
| Lower Control Arm Axle Nut | 190 | 140 | |
| Upper Control Arm Frame Nuts | 163 | 120 | |
| Upper Control Arm Axle Nut | 163 | 120 | |
| Stabilizer Bar Frame Bolt | 61 | 45 | |
| Stabilizer Link Axle Bracket | 150 | 110 | |
| Stabilizer Link Stabilizer Bar Nut | 38 | 27 | |
| Hub/Bearing Bolts | 202 | 149 | |
| Hub Extension Bolts | 130 | 96 | |
| Axle Nut, (9 1/4 Axle) | 179 Beginning Torque, Then Rotate 5 to 10 Times With a Final Torque of 356 | 132 Beginning Torque, Then Rotate 5 to 10 Times With a Final Torque of 263 | |
| Axle Nut (275 FBI Axle) | 330 | 243 | |
| Tie Rod End Nut | 54, Then an additional 90° | 40, Then an additional 90° | |
| Track Bar to Frame | 300 | 221 | |
| Track Bar to Axle | 300 | 221 |
3500 CAB CHASSIS
| DESCRIPTION | N.m | Ft. Lbs. | In. Lbs. |
|---|---|---|---|
| Shock Absorber Upper Nut | 54 | 40 | |
| Shock Absorber Lower Bolt | 136 | 100 | |
| Shock Tower to Frame | 75 | 55 | |
| Upper Ball Joint to Knuckle | 400 | 295 | |
| Lower Ball Joint Nut | 200 | 148 | |
| Upper Ball Joint Nut | 200 | 148 | |
| Lower Control Arm Frame Nuts | 415 | 306 | |
| Lower Control Arm Axle Nut | 415 | 415 | |
| Upper Control Arm Frame Nuts | 250 | 184 | |
| Upper Control Arm Axle Nut | 250 | 184 | |
| Stabilizer Bar Frame Bolt | 58 | 43 | |
| Stabilizer Link Axle Bracket | 150 | 110 | |
| Stabilizer Link Stabilizer Bar Nut | 60 | 44 | |
| Hub/Bearing Bolts | 202 | 149 | |
| Hub Extension Bolts | 130 | 96 | |
| Axle Nut, (9 1/4 Axle) | 179 Beginning Torque, Then Rotate 5 to 10 Times With a Final Torque of 356 | 132 Beginning Torque, Then Rotate 5 to 10 Times With a Final Torque of 263 | |
| Axle Nut (275 FBI Axle) | 330 | 243 | |
| Tie Rod End Nut | 164 | 121 | |
| Track Bar to Frame | 370 | 273 | |
| Track Bar to Axle | 370 | 273 |
4500/5500
Scheme 12
The actuator (1) is a motor driven unit that engages and disengages the disconnecting stabilizer bar (4).
This system allows greater front suspension travel in off-road situations. It consists of a disconnecting unit (3), electronic actuator (1), stabilizer bar (4).