Lincoln Mark VIII Alignment Sequence

Alignment, Front

Do not attempt to check and adjust wheel alignment without first making a preliminary inspection of the front end parts.

Check all the factors of wheel alignment, except the turning angle, before making any adjustments. Check the turning angle only after caster, camber and toe have been adjusted to specification. Check the wheel alignment under the following curb load conditions:

  1. Vehicle must be leveled by performing the air suspension system auto test diagnosis prior to measuring alignment.

  1. All tires inflated to specified pressure (cold).

Refer to Specifications for wheel alignment specifications.

NOTE: Adjusting the camber affects caster and toe. Adjusting the caster affects toe. The recommended adjustment sequence is to first set camber, set caster, and then set toe. Prior to resetting toe, camber should always be checked and reset if necessary.

 

 

The front suspension is fully adjustable for caster, camber and toe.

After the front-wheel alignment factors have been checked, make the necessary adjustments. Do not attempt to adjust front-wheel alignment by bending the suspension or steering parts.

 

Equipment Installation

Equipment used for wheel alignment inspection must be accurate and capable of 4-wheel alignment. All wheel alignment readings must be performed on an alignment rack level to within 1.59 mm (1/16 inch) side-to-side and front-to-rear. The instrumentation used must have a means of compensating for wheel runout.

Install the wheel alignment equipment on the vehicle and follow the installation and inspection instructions provided by the manufacturer.

 

Caster

Caster is the forward or rearward tilt of the top of the front wheel spindle. If the top of the spindle tilts to the rear, caster is positive. For correct caster angle, refer to Specifications.

Caster is adjusted by moving the front suspension lower arm strut (3468) relative to the front sub-frame (5C145). Loosen the nuts securing the front suspension lower arm strut to the front sub-frame and adjust the caster by turning the nuts in the appropriate direction until the desired setting is achieved. The setting should be locked by holding the rear nut used to adjust and tightening the opposite front nut to 140-160 Nm (103-118 lb-ft).

The maximum caster difference (side-to-side) is shown in Specifications.

 

Camber

Camber is the amount that the centerline of the wheel is tilted inward or outward from the true vertical. If the top of the wheel is tilted outward, away from the vehicle, the camber is positive. If the top of the wheel is tilted inward, toward the vehicle, the camber is negative. For correct camber angle, refer to Specifications.

Camber is adjusted by rotating a front suspension lower arm adjustment cam bolt at the lower arm inner pivot. Loosen the nut securing the adjustment and adjust by rotating the head of the bolt. Lock the adjustment by holding the bolt and tightening the nut to 133-155 Nm (98-114 lb-ft).

The maximum camber difference (side-to-side) is shown in Specifications.

 

Toe

NOTE: Toe should only be checked and adjusted after the caster and camber have been adjusted to specification.

 

 

Toe-in and toe-out is the difference in the distance between the extreme front and extreme rear of the tires. Toe-in occurs when the dimension taken at the front of the tires is less than that taken at the rear of the tires— positive toe. Toe-out occurs when the dimension taken at the front of the tires is greater than that taken at the rear of the tires— negative toe.

Start the engine and move the steering wheel (3600) back and forth several times until it is in the straight-ahead or centered position so that the power steering control valve will be in the center (neutral) position. Lock the steering wheel in place using a steering wheel holder.

NOTE: Whenever the jam nuts are loosened for toe adjustment, the nut and tie rod threads must be cleaned and lubricated and the jam nut tightened to 58-67 Nm (43-50 lb-ft).

 

 

Adjust the LH and RH tie rod lengths until each wheel has one-half of the desired total toe specification.



For correct toe setting, refer to Specifications.

Reference Definitions




 

Wheel/Tire Runout

Check wheel and tire runout with the tires inflated to the normal load inflation pressure. To ensure accurate results, make the checks with a dial indicator or Rotunda Radial Runout Gauge 007-0056A or equivalent immediately after the road test. If time is allowed to pass between the road test and the runout checks, the tires may develop slight flat spots which can affect the accuracy of the tire runout checks.

Measure tire radial runout at the center and outside ribs of the tread face. It may be necessary to put tape on the tire tread to keep the dial indicator roller from falling into tread block grooves in the tread. Measure the lateral runout just above the letters identifying the tire size.

Measure wheel radial runout at the wheel rim along the inside edge of the flange.

 

Tire Lead

Lead is the movement or wander of the vehicle from a straight path on a level road with no pressure on the steering wheel.

Lead is usually caused by:

  • Incorrect wheel alignment.
  • Uneven brake adjustment.
  • Uneven or incorrect tire inflation pressures.
  • Damaged or worn tire construction.

The way a tire is constructed can produce tire lead. An example of this is placement of the radial belts. Off-center belts on a radial tire can cause the tire to develop a side force while rolling straight down the road. If one side of the tire is a little larger diameter than the other, the tire will tend to roll to one side. This will develop a side force which can produce tire lead.  

TIRE WEAR CONDITION CHART
ConditionPossible SourceAction
  • Rapid Wear at the Shoulders
  • Tires under-inflated.
  • INFLATE tires to recommended pressure—rotate tires.
 
  • Worn suspension components. i.e., ball joints, upper strut mounts, lower control arm bushings.
  • REPLACE worn components.
 
  • Excessive cornering speeds.
  • ROTATE tires.
  • Rapid Wear at Center of Tread
  • Tires overinflated.
  • INFLATE tires to recommended pressure—rotate tires.
  • Wear at One Shoulder
  • Toe out of adjustment.
  • ADJUST toe to specifications.
 
  • Camber out of specification.
  • CHECK for worn or damaged suspension components.
 
  • Bent front suspension lower arm RH/front suspension lower arm LH.
  • REPLACE front suspension lower arm.
 
  • Bent front shock absorbers.
  • REPLACE front shock absorber.
  • Feather Edge
  • Toe out of adjustment.
  • ADJUST toe to specifications.
 
  • Bent or worn rear suspension tie rods.
  • REPLACE rear suspension tie rods.
 
  • Damaged spindle.
  • REPLACE spindle.
  • Bald Spots or Tire Cupping
  • Unbalanced wheel.
  • BALANCE tire and wheel.
 
  • Excessive radial runout.
  • CHECK runout and REPLACE tire if necessary.
 
  • Front shock absorber worn.
  • REPLACE front shock absorber.
  • Tire Scalloped
  • Toe-out adjustment.
  • ADJUST toe to specifications.
 
  • Camber out of specification.
  • CHECK for worn or damaged suspension components.
 
  • Worn suspension components, i.e., ball joints, weak front suspension lower arm strut.
  • REPLACE worn suspension components.
  • Vehicle Speed Sensitive Vibration. Vibration at Speeds Above 88 km/h (55 mph).
  • Tire and wheel lateral runout.
  • REPLACE tire(s). ROAD TEST vehicle.
  • Speed Required to Cause Vibration Increases as Runout Decreases. Vehicle Speed Sensitive Vibration. Vibration at Speeds Above 32 km/h (20 mph).
  • Tire and wheel radial runout.
  • REPLACE tire(s). ROAD TEST vehicle.
  • Up-down Movement in Steering Wheel and Instrument Panel Along With Mechanical Vibration. Most Noticeable Between 32-64 km/h (20-40 mph). Vehicle speed sensitive vibration.
  • Wheel hop. Caused by tires having radial runout of more than 1.14 mm (0.045 inch). Do not attempt to correct by balancing.
  • REPLACE tire(s). ROAD TEST vehicle.
  • Steering Vibration Vehicle Speed Sensitive
  • Tire balance. Static unbalance not a cause of vibration below 48 km/h (30 mph). Dynamic unbalance not a cause under 64 km/h (40 mph).
  • BALANCE tires. ROAD TEST vehicle.
  • Tire Wear. May generate whine at high speed changing to growl at low speed. Vehicle speed sensitive vibration.
  • Worn/damaged suspension components or tires. Vehicle out of alignment. Tires out of balance.
  • BALANCE tires. SERVICE tires and vehicle as required. ROAD TEST vehicle.
 

Bearing, Front Wheel

The front wheel bearings are of a hub unit design and are pre-greased and require no scheduled maintenance.

Front wheel bearings that need replacing may be indicated by a noise that occurs only when turning.

  1. Road test the vehicle on a smooth road. Make sharp turns to the right and left.

    • If the vehicle makes noises on right turns, the left front brake anti-lock hub and indicator (2C202) assembly may need to be replaced.
    • If the vehicle makes noises on the left turns, the right front brake anti-lock hub and indicator assembly may need to be replaced.

  1. NOTE: Be careful not to confuse lower ball joint looseness with front wheel bearing looseness.

     

     

    Raise the front of the vehicle and check for loose wheel bearing by rocking the tires at top and bottom.

  1. Spin the tire quickly by hand and make sure the tire turns smoothly without noise from the front brake anti-lock hub and indicator assembly.

  1. Remove the wheel and disc brake caliper (2B120).

  1. Position Dial Indicator with Bracketry TOOL-4201-C or equivalent against the front brake anti-lock hub and indicator , then push and pull the front brake anti-lock hub and indicator. Measure the end play of the front brake anti-lock hub and indicator assembly. The maximum allowable end play is: 0.05 mm (0.002 inch). If the end play exceeds the specified limit, replace the front brake anti-lock hubs and indicators. Check front axle wheel hub retainer (3B477) torque. Tighten nut to 255-345 Nm (188-254 lb-ft).

 

Bearing, Rear Wheel

  1. NOTE: The rear wheel bearing (1225) are of a cartridge design and are pre-greased, sealed and require no scheduled maintenance. The bearings are preset and cannot be adjusted. If a rear wheel bearing is disassembled for any reason, it must be replaced as a unit. No individual service seals, rollers or races are available. The rear axle wheel hub retainer torque of 255-345 Nm (188-254 lb-ft) restricts bearing/hub relative movement and maintains axial position of the rear hub (1109). Due to the importance of the hub nut torque/tension relationship, take the following precautions during service.

     

     

    Since the bearing cannot be adjusted, the rear axle wheel hub retainer (4B477) must not be backed off after reaching the required torque of 255-345 Nm (188-254 lb-ft) during installation.

  1. The rear axle wheel hub retainer assembly must be replaced with a new rear axle wheel hub retainer assembly whenever the rear axle wheel hub retainer is backed off or removed. Never reuse the rear axle wheel hub retainer.

  1. Power tools must not be used to tighten the rear axle wheel hub retainer or bearing damage will result. Use a torque wrench.

  1. The rear hub and CV joint splines have an interference fit requiring special tools for disassembly. The rear axle wheel hub retainer can be used to accomplish assembly.

     

    Alignment, Rear

    NOTE: The recommended adjustment sequence for rear alignment is to set camber and then toe. Toe should be rechecked prior to final tightening.

     

     

     

    Toe, Rear

    Rear toe is set by rotating a rear suspension arm adjusting cam bolt at the lower arm inner pivot. Loosen the nut securing the adjustment and set toe by rotating the head of the bolt. Lock the adjustment by holding the bolt and tightening the nut to 230 Nm (170 lb-ft).

     

    Camber, Rear

    Camber is adjusted by rotating a rear suspension arm adjusting cam kit bolt at the upper arm inner pivot. Loosen the nut securing the adjustment and set camber by rotating the head of the bolt. Lock the adjustment by holding the bolt and tightening the nut to 80 Nm (59 lb-ft).