Dodge Viper SRT-10 (ZB). Manual — part 20
ASSEMBLY - ISOLATOR BUSHINGS
NOTE: The following procedure can be used for
either upper control arm isolator bushing.
(1) Squarely position isolator bushing into control
arm pivot end bore from outboard side.
NOTE: Before using Special Tool 6969B, lubricate
threads of Screw Assembly 6969-3 with appropriate
lubricant.
(2) Assemble
pieces
of
Remover,
Special
Tool
6969B, through bushing and arm as shown (Fig. 50).
CAUTION: Do not use any type of impact wrench on
Special Tool 6969B. Use only hand tools.
(3) Hold Screw, Special Tool 6969-3, stationary
while rotating Nut, Special Tool 6969-4 clockwise.
This action will draw isolator bushing into control
arm.
(4) Continue to rotate Nut until bushing metal
flange squarely contacts control arm. Do not over-
tighten Screw.
(5) Remove tools.
(6) Install upper control arm on vehicle. (Refer to 2
- SUSPENSION/REAR/UPPER CONTROL ARM -
INSTALLATION)
INSTALLATION
Attach the upper control arm to the knuckle, then
install the parts together on the vehicle. (Refer to 2 -
SUSPENSION/REAR/KNUCKLE - INSTALLATION)
Fig. 50 Tool 6969B Installed For Bushing Installation
1 - DOUBLE THREADED NUT 6969-4
2 - CUP 6969-7
3 - INSTALLER 6969-8
4 - SCREW ASSEMBLY 6969-3
5 - NEW BUSHING
6 - CONTROL ARM
7 - BEARING
2 - 54
REAR SUSPENSION
ZB
UPPER CONTROL ARM (Continued)
WHEEL ALIGNMENT
TABLE OF CONTENTS
page
page
WHEEL ALIGNMENT
. . . . . . . . . . . . . . . . . . . 55
. . . . . . . . . . . . . . . . . . . . . . . 58
. . . . . . . . . . . . . . . . . . . . . . 58
DIAGNOSIS AND TESTING - SUSPENSION
. . . . . . . . . . . . . . . . . . . . . . 59
PRE-WHEEL ALIGNMENT INSPECTION
. . . . . . . . . . . . . . . . . . . 65
ADJUSTMENTS - DYNAMIC TOE PATTERN
. . . . . . . . . . . . . . . . . . . 75
. . . . . . . . . . . . . . . 75
. . . . . . . . . . . . . . . . . . . 76
WHEEL ALIGNMENT
DESCRIPTION
WHEEL ALIGNMENT
Vehicle wheel alignment is the positioning of all
interrelated front and rear suspension angles. These
angles affect the handling and steering of the vehicle
when it is in motion. Proper wheel alignment is
essential for efficient steering, good directional stabil-
ity, and proper tire wear.
The method of checking a vehicle’s front and rear
wheel alignment varies depending on the manufac-
turer and type of equipment used. The manufactur-
er’s instructions should always be followed to ensure
accuracy
of
the
alignment,
except
when
DaimlerChrysler Corporation’s wheel alignment spec-
ifications differ.
On this vehicle, the suspension angles that can be
adjusted are as follows:
Front
• Camber
• Caster
• Toe
Rear
• Camber
• Caster
• Toe
Check the wheel alignment and make all wheel
alignment adjustments with the vehicle standing at
its Design Height specification. For information on
design height, (Refer to 2 - SUSPENSION/WHEEL
ALIGNMENT - DESCRIPTION - DESIGN HEIGHT).
Typical wheel alignment angles and measurements
are described in the following paragraphs.
ZB
WHEEL ALIGNMENT
2 - 55
CAMBER
Camber is the inward or outward tilt of the top of
the tire and wheel assembly (Fig. 1). Camber is mea-
sured in degrees of angle relative to a true vertical
line. Camber is a tire wearing angle.
• Excessive negative camber will cause tread wear
at the inside of the tire.
• Excessive positive camber will cause tread wear
on the outside of the tire.
CROSS CAMBER
Cross camber is the difference between left and
right camber. To achieve the cross camber reading,
subtract the right side camber reading from the left.
For example, if the left camber is +0.3° and the right
camber is 0.0°, the cross camber would be +0.3°.
CASTER
Caster is the forward or rearward tilt of the steer-
ing knuckle in reference to the position of the upper
and lower ball joints. Caster is measured in degrees
of angle relative to a true vertical center line. This
line is viewed from the side of the tire and wheel
assembly (Fig. 2).
• Forward tilt (upper ball joint ahead of lower)
results in a negative caster angle.
• Rearward tilt (upper ball joint trailing lower)
results in a positive caster angle.
Although caster does not affect tire wear, a caster
imbalance between the two front wheels may cause
the vehicle to lead to the side with the least positive
caster.
Fig. 1 Camber
1 - WHEELS TILTED OUT AT TOP
2 - WHEELS TILTED IN AT TOP
Fig. 2 Caster
2 - 56
WHEEL ALIGNMENT
ZB
WHEEL ALIGNMENT (Continued)
CROSS CASTER
Cross caster is the difference between left and
right caster.
TOE
Toe is the inward or outward angle of the wheels
as viewed from above the vehicle (Fig. 3).
• Toe-in is produced when the front edges of the
wheels on the same axle are closer together than the
rear edges.
• Toe-out is produced when the front edges of the
wheels on the same axle are farther apart than the
rear edges.
Toe-in and toe-out can occur at the front wheels
and the rear wheels.
Toe is measured in degrees or inches. The mea-
surement identifies the amount that the front of the
wheels point inward (toe-in) or outward (toe-out). Toe
is measured at the spindle height. Zero toe means
the front and rear edges of the wheels on the same
axle are equally distant.
TOE-OUT ON TURNS
Toe-out on turns is the relative positioning of the
front wheels while steering through a turn (Fig. 4).
This compensates for each front wheel’s turning
radius. As the vehicle encounters a turn, the out-
board wheel must travel in a larger radius circle
than the inboard wheel. The steering system is
designed to make each wheel follow its particular
radius circle. To accomplish this, the front wheels
must progressively toe outward as the steering is
turned from center. This eliminates tire scrubbing
and undue tire wear when steering a vehicle through
a turn.
DYNAMIC TOE PATTERN
Dynamic toe pattern is the inward and outward toe
movement of the front and rear tires through the
suspension’s jounce and rebound travel. As the vehi-
cle’s suspension moves up and down, the toe pattern
varies. Toe pattern is critical in controlling the direc-
tional stability of the vehicle while in motion. Front
and rear dynamic toe pattern is preset by the factory
at the time the vehicle is assembled.
It is not necessary to check or adjust front or rear
dynamic toe pattern when doing a normal wheel
alignment. The only time dynamic toe pattern needs
to be checked or adjusted is if the frame of the vehi-
cle has been damaged.
STEERING AXIS INCLINATION (S.A.I.)
Steering axis inclination is the angle between a
true vertical line starting at the center of the tire at
the road contact point and a line drawn through the
Fig. 3 Toe
1 - TOE-IN
2 - TOE-OUT
Fig. 4 Toe-Out On Turns
1 - TOE-OUT ON TURNS
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WHEEL ALIGNMENT
2 - 57
WHEEL ALIGNMENT (Continued)
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