Maverick and Comet Repair
Suspension
Front End Alignment
NOTE: The procedure for checking and adjusting front wheel alignment
requires specialized equipment and professional skills. The following
descriptions and adjustment procedures are for general reference only.
Front wheel alignment is the position of the front wheels relative to each other and to the vehicle. It is determined, and must be maintained to provide safe, accurate steering with minimum tire wear. Many factors are involved in wheel alignment and adjustments are provided to return those that might change due to normal wear to their original value. The factors which determine wheel alignment are dependent on one another; therefore, when one of the factors is adjusted, the others must be adjusted to compensate.
Descriptions of these factors and their affects on the car are provided
below.
NOTE: Due not attempt to check and adjust the front wheel alignment without
first making a thorough inspection of the front suspension components.
Camber
Camber angle is the number of degrees that the centerline of the wheel is
inclined from the vertical. Camber reduces loading of the outer wheel bearing
and improves the tire contact patch while cornering.
Caster
Caster angle is the number of degrees that a line drawn through the steering
knuckle pivots is inclined from the vertical, toward the front or rear of the
car. Caster improves directional stability and decreases susceptibility to cross
winds or road surface deviations.
Steering Axis Inclination
Steering axis inclination is the number of degrees that a line drawn through the
steering knuckle pivots is inclined to the vertical, when viewed from the front
of the car. This, in combination with caster, is responsible for directional
stability and self-centering of the steering. As the steering knuckle swings
from lock to lock, the spindle generates an arc, the high point being the
straight-ahead position of the wheel. Due to this arc, as the wheel turns, the
front of the car is raised. The weight of the car acts against this lift and
attempts to return the spindle to the high point of the arc, resulting in
self-centering, when the steering wheel is released, and straight-line
stability.
Toe-In
Toe-in is the difference of the distance between the centers of the front and
rear of the front wheels. It is most commonly measured in inches, but is
occasionally referred to as an angle between the wheels. Toe-in is necessary to
compensate for the tendency of the wheels to deflect rearward while in motion.
Due to this tendency, the wheels of a vehicle, with properly adjusted toe-in,
are traveling straight forward when the vehicle itself is traveling straight
forward, resulting in directional stability and minimum tire wear.
ADJUSTMENT PROCEDURES
Caster
Check the caster angle at each front wheel. The caster angle is the fore-aft
tilt of the top of the wheel spindle, as shown in the accompanying diagram.
Positive caster exists when the spindle tilts towards the rear; negative caster
is present when the spindle tilts towards the front. The correct caster angle
should be between -1-1/2° and + 1/2°. When checking, the maximum caster
difference between the two front wheels should not exceed 1°. However, if the
caster is to be set, the wheels should be set within 1/2° of each other, with
both being in the negative 1-1/2° to positive 1/2° range.
NOTE: Because the front suspension angles are interdependent, the preceding
specifications assume that camber is also within permissible limits.
Caster is adjusted by the position of the front suspension strut, shown in the
accompanying illustration, Positive caster is obtained by loosening the strut
rear nut and tightening the front nut against the bushing. To obtain negative
caster, loosen the strut front nut and tighten the rear nut against the bushing.
After the caster has been adjusted, always recheck the camber angles.
Camber
Check the camber angle at each front wheel. Camber is the angle at which the
front wheels are tilted at the top (see accompanying diagram). Positive camber
exists when the top of the wheel tilts outward; negative camber is present when
the top of the wheel tilts inward. Camber angle should be within the range -1/2°
to +1°, with the maximum camber difference between the front wheels being 1° for
checking purposes and 1/2° for setting purposes. In other words, when setting
the camber angles, the two wheels should be within 1/2° of each other with both
being in the range of negative 1/2° to positive 1°.
The camber adjustment is controlled by the eccentric cam located at the lower arm attachment to the side rail (see accompanying illustration. To adjust the camber, loosen the camber adjustment bolt nut at the rear of the body bracket and spread the body bracket at the camber adjustment bolt area just enough to allow lateral movement of the arm when the adjusting bolt is turned. The bolt and eccentric are rotated clockwise from the high position to increase camber or counterclockwise to decrease camber.
After the caster and camber angles have been adjusted to the proper specifications, tighten the lower arm eccentric bolt nut and the strut front nut securely. Recheck the angles to be sure that they have remained within specifications.
Toe-In
Before checking and adjusting the toe-in, remove the alignment height spacers
used in the caster and camber checks and adjustments. Toe-in should only be
checked and adjusted when the caster and camber are within specifications. The
toe-in is checked with the front wheels in the straight-ahead position. If the
car is equipped with power steering, run the engine so that the power steering
control valve will be in the center position. Measure the distance between the
extreme front points of the front wheels, then compare this to the distance
between the two extreme rear points. The difference between the distances is the
amount of toe-in or toe-out of the front wheels. The front wheels should be
toed-in (front measurement less than rear measurement) by 1/16 in. to 5/16 in.
Adjustment of the toe-in and the steering wheel spoke position can be accomplished at the same time. When the front wheels are in the straight-ahead position, the steering wheel spokes should be horizontal. Loosen the two clamping bolts on each spindle connecting rod sleeve (see accompanying illustration). If the toe-in is incorrect and the steering wheel spokes are in the proper position, lengthen or shorten both rods equally until the correct toe-in is obtained. If the toe-in is incorrect and the steering wheel position is also incorrect, adjust the rods as necessary to obtain correct toe-in and steering wheel alignment. Check the toe-in and steering wheel position again. If the toe-in is correct, but the steering wheel position is incorrect, turn both connecting rod sleeves upward or downward the same number of turns in order to move the steering wheel to the proper position. When both the toe-in and the steering wheel position are correct, lubricate the clamps, bolts and nuts and tighten the clamping bolts on both sleeves to a torque of 9-15 ft. lbs. Be sure that the sleeve position is not changed when the clamping bolts are tightened. Recheck the toe-in and steering wheel position.