Mustang GT V8-4.6L SOHC VIN X (1998)
Alignment: Service and Repair
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.
Camber is adjusted by removing the pop-rivet in the front suspension camber adjusting plate. Loosen the two nuts and one bolt which hold the strut
mount to the body apron. Camber is adjusted by moving the top of the shock strut to the desired position. It is not necessary to replace the pop-rivet.
Caster
NOTE: The caster is preset at the factory and should not be adjusted unless necessary. Toe and camber are adjustable.
The caster is the forward or rearward tilt of the top of the front wheel spindle. If the top of the front wheel spindle tilts to the rear, caster is positive. If
the top of the spindle tilts to the front, caster is negative.
If caster adjustment is necessary to resolve a pull or out of specification cross caster split, slotting the strut tower at the upper strut mounting point is
an acceptable method. First, set the camber adjustment and mark the position of the upper strut adjustment plate. Determine how much caster
adjustment is needed. If no more than 0.6 degree is needed, slotting one tower is all that is required. Moving the top of the strut to the back of the
vehicle will increase the caster reading for that side. As a guideline for adjustment, each 1 mm of adjustment should yield about 0.12 degree. The slots
should be cut perpendicular to the existing camber adjustment slots. Do not cut slots any longer than 5 mm in any direction. This adjustment method
should not be routinely performed with all alignments. Use of this method should be utilized only as a last alternative.
Centering Steering Wheel
Center the steering wheel as follows:
1. Lock the steering wheel in the straight ahead position.
2. Adjust the front toe-in.
3. Road test the vehicle to verify that the steering wheel is centered.
Pull or Drift
NOTE:
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Side-to-side ride height variation can cause side-to-side camber variation.
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When trying to correct for pull/drift refer to the following conditions.
Vehicle will pull/drift:
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toward the side with the most positive camber.
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toward the side with the least positive caster.
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toward the low side if vehicle is leaning.
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:
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Incorrect wheel alignment.
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Uneven or incorrect tire inflation pressures.
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Damaged or worn tire construction.
The way in which a tire is constructed can produce 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 in diameter than the other, the tire will tend
to roll to one side. This will develop a side force which can produce lead.
Switching directional tires front to rear or side to side may be done when attempting to diagnose a tire lead, pull or drift condition. After the test
procedure, the tires must be returned to their original position.
Equipment Installation
NOTE: Do not attempt to adjust front-wheel alignment by bending the suspension or steering parts.
Equipment used for front-wheel alignment inspection must be accurate. 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.
After front-wheel alignment factors have been checked, make the necessary adjustments.
Prechecks
Do not attempt to check and adjust front-wheel alignment without first making a preliminary inspection of the front end parts.
Check all the factors of front-wheel alignment, except the turning angle before making any adjustments. Check the turning angle only after camber and
toe have been adjusted to specification. Check the front-wheel alignment under the following curb load conditions:
