Chrysler 300M 2002 Service Manual page 79

2 - 56 WHEEL ALIGNMENT
WHEEL ALIGNMENT (Continued)
symmetrical front caster or camber can sometimes
cause a lead condition or can be used to fix a lead
condition. To bias the front suspension caster and
camber alignment settings to correct or minimize a
lead condition, perform the Vehicle Lead/Pull Align-
ment Bias repair procedure (Refer to 2 - SUSPEN-
SION/WHEEL ALIGNMENT
PROCEDURE). If the car still leads after the align-
ment bias procedure, go to step (4) or (5) accordingly.
(4) STEERING GEAR
Steering gear valve imbalance can sometimes cause a
vehicle lead. Although there is no quick test or mea-
surement that can be performed to verify a good or
bad steering gear valve, generally the steering efforts
will feel much lighter in the lead direction and
heavier in the opposite direction with an unbalanced
valve. Replace the steering gear only as a
resort to solve the problem. To replace the steering
gear, (Refer to 19 - STEERING/GEAR - REMOVAL).
STANDARD PROCEDURE
STANDARD PROCEDURE - VEHICLE
LEAD/PULL ALIGNMENT BIAS
This procedure is designed to be used in conjunc-
tion with Diagnosis And Testing - Vehicle Lead/Pull
(Refer to 2 - SUSPENSION/WHEEL ALIGNMENT -
DIAGNOSIS AND TESTING).
Proceed with the Caster Bias procedure before
attempting the Camber Bias procedure.
CASTER BIAS
On a vehicle that leads left, create more caster on
the left than on the right. On a right lead vehicle,
the procedure is opposite. Try to get at least 0.8
degree of cross caster, but do not exceed the maxi-
mum specification of 1.0 degree.
(1) Loosen the four engine cradle to frame bolts.
Rotate the cradle forward on the side that you need
to increase the caster.
(2) Tighten the engine cradle to frame bolts to 163
N·m (120 ft. lbs.).
(3) Center the steering wheel and set toe (toe must
be reset before doing another caster sweep to ensure
accuracy).
(4) Verify that the lead is corrected. If vehicle still
leads, continue with the Camber Bias procedure.
CAMBER BIAS
On a vehicle that leads left, create either more
negative camber on the left or more positive camber
on the right. On a right lead vehicle, the procedure is
opposite. To minimize uneven tire wear, try to
achieve the same amount of camber bias on each
side. For example, if the car leads left, compensate
- STANDARD
VALVE IMBALANCE.
last
by setting the front left camber to -0.3 degrees and
front right camber to +0.3 degrees. Do not exceed
cross camber maximum specification of 0.7 degree, or
individual camber specification of -0.6 to +0.6
degrees.
(1) Raise the front of the vehicle until the front
suspension is not supporting the weight of the vehi-
cle and tires are clearing the floor. Remove the pre-
ferred wheel and tire assembly.
(2) Remove one of the strut clevis to knuckle bolts
and loosely assemble a reduced shank bolt and nut
(Available through the Mopar
place. Loosen the other strut clevis to knuckle bolt to
provide for adjustment. In severe cases where a wide
range of adjustment is required, two reduced shank
bolts should be used per knuckle. Repeat the proce-
dure to the other side strut clevis as necessary.
(3) Install the wheel and tire assembly. Lower the
vehicle until the full weight of the vehicle is resting
on the suspension.
(4) Adjust the front camber to the preferred set-
ting by physically pushing in or pulling out the top of
the wheel and tire assembly as required. When the
camber is correct, tighten both strut clevis to knuckle
bolts to 203 N·m (150 ft. lbs.). Set front toe to speci-
fications.
STANDARD PROCEDURE - WHEEL ALIGNMENT
PRE-WHEEL ALIGNMENT INSPECTION
Before any attempt is made to change or correct
the wheel alignment, the following inspection and
necessary corrections must be made to ensure proper
alignment.
(1) Verify that the fuel tank is full of fuel. If the
tank is not full, the reduction in weight will affect
the curb height of the vehicle and the alignment
angles.
(2) The passenger and luggage compartments of
the vehicle should be free of any load that is not fac-
tory equipment.
(3) Check the tires on the vehicle. All tires must be
the same size and in good condition with approxi-
mately the same amount of tread wear. Inflate all
the tires to the recommended air pressure.
(4) Check the front wheel and tire assemblies for
excessive radial runout.
(5) Inspect lower ball joints and all steering link-
age for looseness, binding, wear or damage. Repair as
necessary.
(6) Check suspension fasteners for proper torque
and retighten as necessary.
(7) Inspect all suspension component rubber bush-
ings for signs of wear or deterioration. Replace any
faulty bushings or components before aligning the
vehicle.
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