Appears like everybody is trucking as of late. And why not? Most people perceive trucks as a improved worth for their money. They just like the size, visibility and utility a truck gives as well as the “outdoorsman” picture conveyed by quite a few sport utility automobiles (SUVs) and sport trucks. Several of today’s trucks also have car-like ride and dealing with and come totally outfitted with each of the amenities, which makes them extra appealing to a wider array of consumers. So it’s no wonder there’s additional trucks within the road these days.

Despite their rugged picture, although, trucks and SUVs are equally as vulnerable to tire wear troubles and misalignment as cars. In reality, alignment is much more of the concern with trucks and SUVs as the tires have a tendency to be greater and more highly-priced than those on most cars. That is why an yearly alignment check out is usually proposed. An alignment check ought to also be performed whenever a automobile includes a tire put on problem or has become encountering a steering pull or other steering or managing related challenge.

TRUCK Techniques

Irrespective of your variety of truck that is certainly staying aligned, you will find some general principles to remember:

As element of the prealignment inspection, spend close consideration to your tires, not merely tread put on and affliction but additionally the inflation stress and comparative tire sizes (and brands) on the car. Mismatched tire sizes, tread patterns or perhaps different brands of tires on opposite sides can often make handling issues no volume of alignment can right.

Worn, bent or broken parts cannot be aligned. So you’ll want to verify the condition of the tie rod ends, idler arm, pitman arm, center hyperlink, suspension bushings, ball joints and axles.

Test ride height front and rear, and on the two sides. Numerous pickups possess a frame angle spec that need to be checked due to its effect on caster.

Observe out for an excessive amount of cross camber and caster. A lot more than half a degree of camber distinction side-to-side might result in a steering pull in direction of the side with the most beneficial camber. Caster angles should also be inside of half a degree side-to-side. A automobile will lead in direction of the side with constructive caster (the left front wheel usually will get a little additional caster to counter road crown).

Optimum tire life and dealing with on lots of pickups is usually accomplished by using 1/8 degree constructive camber to the passenger side and 3/8 degree beneficial to the driver’s side.

Always verify the SAI or KPI angle. The two SAI angles need to be within plus or minus one degree of one a different otherwise the vehicle may pull to one side.

Should you run into an alignment trouble on the “nonadjustable” suspension, don’t quit mainly because you can find commonly aftermarket alignment aids that could supply camber/caster corrections. So verify the auto parts shop and various suppliers to uncover out what is out there.


On GM 2WD light trucks, ride height ought to be measured ahead of anything at all else to establish camber and caster specifications. Typically, the ride height dimension could be the distance involving the back of the jounce bumper bracket as well as bottom in the cross member around the front suspension. Make reference to a shop or reference manual for the exact measuring spot. As being a rule, the side-to-side difference in ride height shouldn’t be much more than 3/8 inch. If ride height is less than specs, the vehicle wants new springs.

GM 4WD trucks with independent front suspensions normally have torsion bars that could be adjusted to maintain appropriate ride height. On older trucks, be sure to test for severe rust or cracks where the torsion bars mount in the frame.

Camber/caster adjustments on automobiles with independent coil spring suspensions involve turning eccentric bolts on the upper manage arm pivot shaft, or changing shims around the shaft.

On trucks that have nonsymmetrical upper manage arms with shims about the pivot shaft, you’ve to add an equal variety of shims to both shim packs about the pivot shaft to alter camber without the need of altering caster. Add shims to both shim packs to increase camber, remove shims to lessen it. To change caster, add shims to the rear shim pack to lessen caster and remove shims to boost it.

In case you should modify camber on a 1977 to 1987 4WD pickup by using a Dana 60 axle, aftermarket tapered shims might be installed amongst the steering knuckle and spindle. The occupation involves getting rid of the wheel, brake caliper, rotor and spindle so the shim can be set up in between the spindle and backing plate. Setting up the shim with the thickest element in the top on the spindle increases camber when positioning it using the thickest portion at the bottom decreases camber. Most shim suppliers never recommend stacking shims. Only one shim per wheel should be used. If extra correction is required, use a thicker shim. You can even use aftermarket kits for the upper and lower trunnions on Dana 60 axles.


One point to constantly test on Ford Twin I-Beam suspensions is ride height. Should the front tires demonstrate camber wear and the ride height is under specs, you can bet the springs are sagging. And since the springs perform a important role in identifying ride height (which impacts camber), it does not make a lot sense to make a camber correction until eventually the underlying issue has been fixed. The trick right here would be to replace or shim the sagging springs. If that fails to bring camber back inside specs, you’ll have to perform the following:

In case the Twin I-Beam axles would be the forged wide range, which had been used from 1965 by way of 1981, camber could be corrected by bending the axle having a hydraulic ram. To make a make a beneficial camber correction, a rigid operate beam is slung beneath the axle from a pair of clevis blocks. A hydraulic ram is then placed beneath the middle from the axle. When strain is utilized, the ram bends the axle upward and tilts the knuckle down to improve camber. A slight quantity of overbending is normally desired to compensate for spring back from the axle. A bad camber correction is manufactured by eliminating the outboard clevis block and inserting a spacer concerning the work beam and axle. The hydraulic ram is then repositioned straight beneath the inner axle bushing. When strain is utilized, the work beam bends the outer end with the axle up which tilts the knuckle and decreases camber.

In 1982, Ford introduced lighter stamped steel axle Twin I-Beam suspensions around the F100 and F150 pickups. The identical axle is likewise employed on 1989 and up Ranger pickups. These axles should not be bent for the reason that doing so could weaken them. Camber corrections around the stamped steel Twin I-Beam axles might be created by setting up an offset bushing in the upper ball joint. Before you substitute this bushing, though, note its position and quantity of offset (if any). This can enable you figure out just how much additional offset is needed. Numerous aftermarket makers provide zero degree sleeves which could be installed to zero out the ball joint stud area to a nominal centered place. Just after replacing the bushing, steer the wheel by hand to create confident the ball joint just isn’t binding.

Caster corrections on Ford Twin I-Beam suspensions may be completed one of three means: by replacing precisely the same upper ball joint bushing as above about the 1987 and later applications, by replacing the radius arm bushing wherever the radius arm connects towards the frame with an offset bushing, or by putting in offset cam bushings exactly where the by means of bolts attach the radius arms for the axles.

One more point to observe out for on Ford F150 2WD pickups together with the Twin I-Beam front suspension is rear ride height. Ford says any deviation in rear ride height with respect to stock ride height should really be taken into consideration just before aligning the front wheels. In the event the bed in the pickup sits higher or lower than stock as a result of helper or overload springs, or due to modifications that have been created to the automobile (a wrecker, dumpster, towing a fifth wheel trailer, and so on.), then the change in ride height and frame angle should be computed to compensate for its influence on front caster and camber. Refer to a Ford manual for the ride height and frame angle caster/camber correction chart.

Ford says that modified trucks such as wreckers, dumpsters, trucks utilised for towing, and so on should really be aligned to an “average” setting half way involving a loaded and unloaded ailment. To do this, ride height needs to be measured with all the truck loaded and unloaded. Subtract the loaded ride height from your unloaded ride height, divide the difference by two, add this quantity to your loaded ride height, and after that compare the quantity to the stock ride height to calculate the amount of compensation for camber and caster settings. Or, measure rear ride height loaded and unloaded, split the main difference, then load the truck with just sufficient fat or tie down the rear suspension so rear ride height is on the mid-point. Then align the front wheels for the preferred specs.

When aligning a Ford truck that has rubber bonded socket (RBS) tie rod ends, loosen the tie rod stud, break the taper and allow the tie rod to center itself in the event you modify toe in excess of 1/16 inch, otherwise you will get memory steer.

On 1980 to 1992 Ford Broncos and F150s, and 1989 to 1992 Ford F250s, a issue often known as “recession steer” could be encountered. A left drift or pull that happens although braking but produces no torque or pull from the steering wheel may be caused by the left radius arm front pivot bushings. It is vital to create sure the pull isn’t thanks to a sticky brake caliper or contaminated brake linings. If the brakes seem to become operating typically but there is a definite pull to the left when braking, the radius arm pivot bushings have to be replaced. Ford says it can be okay to reuse the unique nylon rear bushing spacer and rear bushing unless of course extreme wear is uncovered. Torque the radius arm nuts to 80-120 lb. ft. Toe should really be also be checked and reset to 1/32 inch toe-in.

If a pull even now exists right after replacing the radius arm pivot bushings, a lot of aftermarket makers promote offset radius arm bushings which allow you to modify caster to reduce the pull.

The newer Ford truck suspensions have pinch bolts which simplifies removal from the ball joint bushings. But do not presume the OE bushing includes a zero degree offset. Numerous have 1 to 1-1/2 degrees of offset, generally within the camber course. So if camber/caster corrections are necessary, note the marking stamped to the OE bushing when it is removed so you can identify how much more correction is needed. The first set of numbers stamped on the sleeve indicate the quantity of caster, and the 2nd set of numbers indicates camber. Subtract the numbers from the alignment readings to determine just how much extra correction is required.

An additional technique to figure simply how much correction camber/caster correction is really needed on these applications is to pull out the OE bushing, install a zero offset bushing, then recheck the camber/caster readings to determine how far they can be off from the preferred specs. Any corrections would then be created by putting in an aftermarket bushing together with the needed amount of degrees of offset.


On 1989-90 Dodge Ramcharger 4WD, Power Ram Cab 4WD and Ram Pickup 4WD trucks, spring sag may well bring about a ride height difficulty that impacts wheel alignment. Dodge says the left front spring could be the one that most frequently sags. If ride height is much less than specs, Dodge suggests putting in a 1-inch spacer under the spring, unless of course sag exceeds one inch in which case the springs need to be replaced. Dodge says to not stack shims, and also to be certain the front finish is correctly aligned soon after setting up the shim. The camber specs for these trucks is -1 to +1, using a preferred setting of 0 degrees.

Around the 1994 and newer Dodge Ram two-wheel drive trucks (except the 3500 Cab Chassis), camber/caster corrections are created employing the slotted pivot bar on the upper management arms. Within the 4WD trucks, camber is preset in the factory. Around the Dana 60 axle, the ball joints have a zero degree steel bushing, but about the Dana 44 axles there’s no bushing. Though Dodge says no camber adjustment is accessible on either the Dana 44 or Dana 60 front axles, there are aftermarket offset bushings for that Dana 60 axle and offset ball joints for the Dana 44 axle. Caster adjustments are provided, though, by a cam on the front from the reduced suspension arm.