Alignment - Drifts And/Or Pulls While Driving
Article No.96-6-2
03/11/96
ALIGNMENT - DRIFTS AND/OR PULLS WHILE DRIVING - ALIGNMENT PROCEDURES
LINCOLN-MERCURY:
1995-96 CONTINENTAL
ISSUE:
A drift and/or pull condition may be evident on some vehicles. This may be due to the front end alignment values used at the time of vehicle manufacture.
ACTION:
Perform a front end alignment. Refer to the following Service Procedure for alignment details.
FRONT WHEEL ALIGNMENT CHECKS
Tools Required:
New Generation Star (NGS) Tester 007-00500 or equivalent.
NOTE:
STAR TESTER 007-0041B MAY NOT BE USED.
All wheel alignment readings must be performed on an alignment rack leveled to within 1.59 mm (1/16") side-to-side and front-to-rear and calibrated to within +/- 0.1 degrees camber and + 0.03 degrees toe. The instrumentation used must be able to compensate for wheel runout and must be able to read individual (LH and RH) toe measurements.
NOTE:
SET TIRE PRESSURE TO SPECIFICATION.
After vehicle is positioned on alignment rack, the Vehicle Ride Height Setup must be performed before checking or adjusting front end camber and caster alignment, and before alignment machine sensors are compensated.
Refer to Section 04-05 of the 1995/96 Continental Service Manual for full instructions.
1. Position vehicle on alignment rack.
2. The Accurate Trim Test should be used when attempting to measure ride height of the vehicle or before attempting a wheel alignment operation. This test commands the vehicle dynamics control module to adjust the air suspension such that each corner of the vehicle (LF, RF, LR) is within +/- 2 mm of design height as defined by the current height sensor adjustment and ride height calibration. No Diagnostic Trouble Codes (DTCs) are displayed unless a fault is encountered during the accurate trim operation. Upon reaching the nominal ride height, NGS will display "SYSTEM PASSED". The ride height should then be measured or the alignment procedure performed.
Caster and Camber Adjustment
NOTE:
REFER TO SECTION 02-01 OF THE 1995/96 CONTINENTAL SERVICE MANUAL TO CHECK SUBFRAME ALIGNMENT BEFORE CASTER/CAMBER ADJUSTMENTS ARE PERFORMED.
NOTE:
CAMBER/CASTER ADJUSTMENTS CAN BE MADE BY LOOSENING THE SUB FRAME RETAINING BOLTS AND SHIFTING THE SUBFRAME AS REQUIRED. IF FURTHER ADJUSTMENT IS REQUIRED, USE THE FOLLOWING PROCEDURE:
1. Center punch seven (7) spotwelds on alignment plate(s). Refer to Figure 1.
2. Loosen three (3) nuts attaching front strut to vehicle.
CAUTION:
DO NOT CUT DEEPER THAN NECESSARY TO REMOVE ALIGNMENT PLATE.
3. Remove six (6) nuts attaching Noise/Vibration/Harshness (NVH) brace and brackets. Remove brace and brackets. Refer to Figure 2.
4. Use Rotabroach(R) or an equivalent tool to remove seven (7) spotwelds. Refer to Figure 3.
5. Remove three (3) nuts attaching front strut mount to tower.
6. Remove alignment plate.
7. Clean burrs from tower and alignment plate and paint exposed metal on front strut, shock tower and plate. Refer to Figure 4.
8. Install alignment plate.
9. Install three (3) front strut mount nuts, loosely.
NOTE:
CASTER MEASUREMENTS MUST BE MADE ON THE LH SIDE BY TURNING THE LEFT WHEEL THROUGH THE PRESCRIBED ANGLE OF SWEEP, AND ON THE RH SIDE BY TURNING THE RIGHT WHEEL THROUGH THE PRESCRIBED ANGLE OF SWEEP.
NOTE:
DO NOT SWEEP PAST THE PRESCRIBED ANGLE AND COME BACK TO IT, AS THIS WILL PRODUCE LARGER CASTER VALUES. WHEN USING ALIGNMENT EQUIPMENT DESIGNED TO MEASURE CASTER ON BOTH THE RH AND LH SIDES, TURNING ONLY ONE (1) WHEEL WILL RESULT IN A SIGNIFICANT ERROR IN THE CASTER ANGLE FOR THE OPPOSITE SIDE.
10. Make alignment-caster/camber adjustments.
11. Tighten three (3) front strut mount nuts to 30-40 N.m (23-29 lb-ft).
12. Drill three (3) 3.2 mm (1/8") holes through alignment plate and front shock tower and paint exposed metal. Refer to Figure 5.
CAUTION:
DO NOT DRILL DEEPER THAN 9.6 mm (3/8") INTO SHOCK TOWER.
13. Install three (3) pop rivets of 3.2 mm (1/8") diameter x 6.4 mm (1/4") grip range. Refer to Figure 6.
Toe Adjustment
NOTE:
TOE ADJUSTMENT MAY BE PERFORMED AT NORMAL RIDE HEIGHT. RIDE HEIGHT SETUP IS NOT REQUIRED.
1. Make sure alignment equipment is calibrated and in good working condition to obtain accurate results.
2. Start engine and move steering wheel (360 degrees) back and forth several times until it is in straight-ahead or centered position.
3. Turn engine OFF and lock steering wheel in place using a steering wheel holder. Loosen and slide oft small outer clamp from steering gear boot prior to starting toe adjustment. This will prevent boot from twisting.
4. Set up vehicle for alignment and compensate sensors per manufacturer's recommended procedure.
NOTE:
WHEN TIE ROD JAM NUTS ARE LOOSENED FOR TOE ADJUSTMENT, THE NUTS MUST BE TIGHTENED TO 48-68 N.m (35-50 LB-FT). ATTACH STEERING GEAR BOOT CLAMP AFTER SETTING IS COMPLETE AND MAKE SURE BOOT IS NOT TWISTED.
5. Remove steering gear boot clamp. Loosen LH and RH tie rod jam nuts. Refer to Figure 7. Adjust LH and RH tie rod end until each wheel has one-half of the desired total toe specifications. Correct toe is given in Specifications (refer to Figures 8 and 9).
OTHER APPLICABLE ARTICLES: NONE
WARRANTY STATUS: Eligible Under The Provisions Of Bumper To Bumper Warranty Coverage
OPERATION DESCRIPTION TIME
960602A Check And Correct Caster, 1.5 Hrs.
Camber, Toe-In
960602B Check And Correct Caster, 2.2 Hrs.
Camber, Toe-In - With
Subframe Align
DEALER CODING
CONDITION
BASIC PART NO. CODE
FRONT W6
OASIS CODES: 303000, 306000