2nd Gen Non-Engine/Transmission Alignment after lift

[AClayton]

Took truck to what I thought was a reputable alignment center after installing a lift kit. Truck was lifted only 3 inches and new control arms came with kit. I installed the Solid Steel Ind's track bar ... . nice piece... . in hopes of getting rid of the death wobble I experienced. New springs and arms do well and the shocks,although a little soft,seemed to have solved the problem;I occasionally still felt the truck trying to do the death wobble.



Shop said that caster was way off at 6. 0*,but could only adjust cam bolts to 4. 5* max. From reading posts here from DaveM and others... I need at least 3. 2. to 3. 5*. The only way I see to solve this is to obtain longer lower control arms. ... interesting to note though;the truck seems to be much better and I could not force it into a death wobble. Would you guys let it go and see if it solves it or get the longer arms to get my caster where it should be



The toe-in was at . 49 which we all agreed to what wore my front tires down in only 14K miles. Rear tires were bald from being immature so I installed new tires all the way around and the truck seems to be better all around. What do you guys think??





Alan

 

[jelag]

Remember that caster is not a tire wearing angle... caster is built into the truck to keep it tracking straight ahead... more caster, the faster it pulls back straight when you turn the wheel loose in a turn and how hard it tracks straight...



I'm stating this so you won't be worried about tire wear... . on the other hand, camber and toe both are tire wearing angles and need to be brought back to the correct spec... .



The theroy on toe is compression of the parts at speed... so the vehicle has either postive or neg toe, based on weither the tie rods are in front of the axle or behind it... and the toe allow for the compression of the parts so at speed where excessive tire wear can occur, the toe will move close to zero... . under that compression... . or at least this is what I was taught 35 years ago...

 

[DIESELWRKS]

adjust track bar

I had the same bar when I lifted my truck to 6 inches I had to fab the mount plate from this and the lift kit mount weld/morph together. due to my track bar isonly good up to 3 or so inches. after I did this things were good except for some reason my steering will slowly loosing on the adjustment bar off the steering and my wheel would be turned to the left going down the road. I go and readust it again and 4months later again it slowly turns to the left. I had the death wobble lite. befor with just 2 inch spacer and stock shocks. now with the full kit and dds kits. have had a problem except the wheel turning to the left over time





2002 HO 6-SPD LB 4X4 QC HTT 62/14 SB-FE TST PM3/*REVO-BETA*SMARTY MACH 4'S, RINGED AND STUDS, AFE/2 " 4"EXHAUST D/PRICOL GAUGES, FASS 150, VULCAN 1/2 DRAW-STRAW, 3/8 FUEL LINE, DSS-TRAC-BAR STEER-BOX, AIR BAGS,17'' KMC BLACK HOSS, 315/70/17 MICKTHOM MTZ'S 6" RCD LONG ARM LIFT AND DE-BADGED FOR FUEL MILEAGE. :-laf... THANKS RIP Source Automotive Performance Diesel - Home

 

[AClayton]

Remember that caster is not a tire wearing angle... caster is built into the truck to keep it tracking straight ahead... more caster, the faster it pulls back straight when you turn the wheel loose in a turn and how hard it tracks straight...



I'm stating this so you won't be worried about tire wear... . on the other hand, camber and toe both are tire wearing angles and need to be brought back to the correct spec... .



The theroy on toe is compression of the parts at speed... so the vehicle has either postive or neg toe, based on weither the tie rods are in front of the axle or behind it... and the toe allow for the compression of the parts so at speed where excessive tire wear can occur, the toe will move close to zero... . under that compression... . or at least this is what I was taught 35 years ago...

I went out and looked at my truck again and don't understand how compression of the front suspension will change toe-in or out. Unless I misinterpeted your post of course.



I took it over the weekend for a long ride and could not initiate a death wobble so it may be fixed for now.



Alan

 

[jkalchik]

Look at the draglink from the pitman arm to the passenger side knuckle. The tierod connects from a point on the draglink near the passenger knuckle to the driver's knuckle.

There is a triangle formed by TRE at the passenger knuckle, the TRE at the driver's knuckle, and the intersection of the draglink and the tierod.

As the suspension compresses, the angle at the intersection of the draglink and tierod increases. As a result of this, the knuckles get forced apart. That side of the triangle opens up as the length of 2 sides of the triangle are fixed.

 

[Bob4x4]

Dodge has addressed this issue on the 3rd gens with a new linkage package. I doubt they will go back and spend the money to fix the 2nd gens



Bob