SUSPENSION Front Suspension & Wheel Alignment - Ram Pickup

2014 RAM 3500 HD Laramie
2014 SUSPENSION Front Suspension & Wheel Alignment - Ram Pickup
2014 SUSPENSION
Front Suspension & Wheel Alignment - Ram Pickup
SPECIAL TOOLS
SPECIAL TOOLS
10326-1 - Adapter, Tie Rod Alignment
Thursday, November 16, 2017 19:57:48

19:57:45 Page 1
10326-2 - Inclinometer
6761 - Installer, Ball Joint

(Originally Shipped In Kit Number(s)
6745, 8165CC.)
Thursday, November 16, 2017 19:57:45 Page 2

8445-1 - Installer, Cup

8627CC, 8704, 8704CC.)
8445-2 - Installer, Cup

8627CC, 8704, 8704CC.)
8445-3 - Remover, Ball Joint

8627CC, 8704, 8704CC.)

8677 - Remover, Ball Joint

8685, 8685CC, 8712, 9973, 9974, 9975.)
8698-1 - Installer, Ball Joint

8685, 8685CC, 8712.)

8698-2 - Remover, Receiver Cup

8685, 8685CC, 8712.)

8698-3 - Remover/Installer
8685, 8685CC, 8712.)
8836-6 - Remover, Bushing

8715, 8719, 8719CC.)


(Originally Shipped In Kit Number(s).)

8887, 8887CC.)

8975-2 - Cup, Remover

8887, 8887CC.)
8975-3 - Cup, Remover

8887, 8887CC.)

8887, 8887CC.)

8975-5 - Receiver, Ball Joint

8887, 8887CC.)

9360 - Remover, Ball Joint

9329, 9515, 9516, 9516-CAN, 9517,
9517-CAN, 9518, 9519, 9540, 9541.)
9362 - Wrench, Strut Nut

9329, 9515, 9516, 9516-CAN, 9517,
9517-CAN, 9518, 9519, 9540, 9541.)

9652 - Remover/Installer, Ball Joint

9330, 9576, 9576-CAN, 9577, 9787.)
9770-1 - Receiver, Ball Joint

9765.)


9765.)
9859-1 - Cup, Installation

10045.)
9859-2 - Base, Pressing


10045.)
9859-3 - Disc, Balljoint Remover

10045.)

9859-4 - Cup, Receiver

10045.)
10415 - Remover, Front Hub

10415.)

10509 - Installer, Ball Joint

10510 - Receiver, Ball Joint

10511 - Remover/Installer, Bushing


C-3894-A - Puller, Tie Rod

9202, 9202A-CAN, 9202CC, 9299,
9299CC, 9299CC, 9300A-CAN.)
C-4150A - Press, Ball Joint

6672, 6745.)

C-4212F - Press, Ball Joint

6745, 6880, 6881, MLR-C03.)
DD-1278 - Compressor, Front Spring

WHEEL ALIGNMENT
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRE-ALIGNMENT INSPECTION
Before starting wheel alignment, the following inspection and necessary corrections must be completed. Refer
to SUSPENSION AND STEERING SYSTEM DIAGNOSIS for additional information.
1. Inspect tires for size, air pressure and tread wear.

2. Inspect front wheel bearings for wear.
3. Inspect front wheels for excessive radial or lateral runout and balance.
4. Inspect ball studs, linkage pivot points and steering gear for looseness, roughness or binding.
5. Inspect suspension components for wear and noise.
6. Road test the vehicle.
SUSPENSION AND STEERING SYSTEM DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION
FRONT END NOISE 1. Loose or worn wheel bearing. 1. Replace wheel bearing.
2. Loose or worn steering or 2. Tighten or replace components as
suspension components. necessary.
EXCESSIVE PLAY IN 1. Loose or worn wheel bearing. 1. Replace wheel bearing.
STEERING 2. Loose or worn steering or 2. Tighten or replace components as
3. Loose or worn steering gear. 3. Replace steering gear.

FRONT WHEELS 1. Loose or worn wheel bearing. 1. Replace wheel bearing.

SHIMMY 2. Loose or worn steering or 2. Tighten or replace components as
3. Tires worn or out of balance. 3. Replace or balance tires.
4. Alignment. 4. Align vehicle to specifications.
VEHICLE INSTABILITY 1. Loose or worn wheel bearing. 1. Replace wheel bearing.
3. Tire pressure. 3. Adjust tire pressure.
EXCESSIVE STEERING 1. Loose or worn steering gear. 1. Replace steering gear.
EFFORT 2. Column coupler binding. 2. Replace coupler.
3. Tire pressure. 3. Adjust tire pressure.
VEHICLE PULLS TO ONE 1. Tire pressure. 1. Adjust tire pressure.
SIDE 2. Tire. 2. Criss-Cross Front Tires.
5. Radial tire lead. 5. Rotate or replace tire as necessary.
6. Brake pull. 6. Repair brake as necessary.
7. Weak or broken spring. 7. Replace spring.
STANDARD PROCEDURE
ALIGNMENT - RACK AND PINION STEERING SYSTEM
NOTE: All views typical.

Fig. 1: Lower Control Arm

Courtesy of CHRYSLER GROUP, LLC
Camber and caster angle adjustments involve changing the position of the lower control arm (2) with the slots in
the frame brackets (1). Vehicle should be at normal ride height.
CASTER
Moving the front or rear position of the lower control arm in or out, will change the caster angle and camber
angle significantly. To maintain the camber angle while adjusting caster, move one pivot bolt of the lower
control arm in or out. Then move the other pivot bolt of the lower control arm in the opposite direction.
To decrease positive caster angle, move the rear position of the lower control arm inward (toward the engine).
Move the front of the lower control arm outward (away from the engine) slightly until the desired camber angle
is obtained.
CAMBER
Move both pivot bolts of the lower control arm together in or out. This will change the camber angle
significantly and little effect on the caster angle.
After adjustment is made tighten the lower control arm nuts to proper torque specification. Refer to FRONT,
LINK AND COIL, SPECIFICATIONS.
TOE ADJUSTMENT
The wheel toe position adjustment is the final adjustment.
1. Start the engine and turn wheels both ways before straightening the wheels. Secure the steering wheel
with the front wheels in the straight-ahead position.

Fig. 2: Tie Rod End

2. Loosen the tie rod jam nuts (1).
NOTE: Each front wheel should be adjusted for one-half of the total toe position
specification. This will ensure the steering wheel will be centered when the
wheels are positioned straight-ahead.
3. Adjust the wheel toe position by turning the inner tie rod (2) as necessary.
4. Tighten the tie rod jam nut (1) to 127 N.m (94 ft. lbs.). Make sure the toe setting does not change
during tightening.
5. Verify the specifications.
ALIGNMENT - RECIRCULATING BALL STEERING SYSTEM

Fig. 3: Alignment Adjustment Cam

1 - BRACKET REINFORCEMENT
2 - ADJUSTING BOLT
3 - ADJUSTMENT CAM
NOTE: For all EXCEPT late build 4500/5500, if an alignment is being performed
WITHOUT having replaced the LH tie rod end, the Tie Rod Ball Stud Housing
Misalignment Check procedure must be preformed as the first step. The Tie Rod
Ball Stud Housing Misalignment Check procedure will determine if the LH tie
rod end needs to be serviced due to excessive internal stress during turns. For
a description of the late build 4500/5500 difference, refer to LINKAGE, LINK AND
COIL, DESCRIPTION .
Before each alignment reading the vehicle should be jounced (rear first, then front). Grasp each bumper at the
center and jounce the vehicle up and down several times. Always release the bumper in the down position. Set
the front end alignment to specifications while the vehicle is in its NORMALLY LOADED CONDITION.
CAMBER: The wheel camber angle is preset and is not adjustable.
CASTER adjustment: Check the caster of the front axle for correct angle. Be sure the axle is not bent or
twisted. Road test the vehicle and make left and right turns. Observe the steering wheel return-to-center
position. Low caster will cause poor steering wheel returnability.
For 2500/3500, caster can be adjusted by rotating the cams (3) on the lower suspension arm.
For 4500/5500, caster can be adjusted by loosening the bolts on the lower suspension arm, moving the arm
within the slot and tightening the bolt.
TOE POSITION: The wheel toe position adjustment should be the final adjustment.

1. For all EXCEPT late build 4500/5500 , if an alignment is being performed without having replaced the
LH tie rod end, the Tie Rod Ball Stud Housing Misalignment Check procedure must be performed prior
to loosening any adjustment sleeve . Refer to WHEEL ALIGNMENT, STANDARD PROCEDURE.
If the LH tie rod end has just been replaced, proceed with step 2.
2. Start the engine and turn wheels both ways before straightening the wheels. Center and secure the
steering wheel and turn off engine.
3. Loosen the adjustment sleeve clamp bolts.
NOTE: With the vehicle in a level position, verify the drag link/tie rod ball joints
are not twisted and are centered. Rotate drag link/tie rod until ball joints
are level.
NOTE: Prior to tightening the drag link or tie rod adjuster clamp fasteners, verify:
1. Equal number of threads on both sides of adjuster and clamps cover

male threads.
2. Clamps are in vertical position.
3. Ball joint sockets are aligned with ball studs.
4. Adjust the right wheel toe position with the drag link adjuster sleeve. Turn the sleeve until the right wheel
is at the correct specification. Verify a level drag link ball joint. Position clamp bolts to their original
position and tighten to specifications. Refer to LINKAGE, LINK AND COIL, SPECIFICATIONS .
Make sure the toe setting does not change during clamp tightening.
5. Adjust the left wheel toe position with the tie rod adjuster sleeve. Turn the sleeve until the left wheel is at
the correct specification. Verify a level tie rod ball joint. Position clamp bolts to their original position
and tighten to specifications. Refer to LINKAGE, LINK AND COIL, SPECIFICATIONS . Make
sure the toe setting does not change during clamp tightening.
CAUTION: For all EXCEPT late build 4500/5500, setting the toe can put the tie
rod ball stud alignment out of specifications causing damage to the
LH tie rod. The procedure must be run again to verify or reset.
6. For all EXCEPT late build 4500/5500 , perform the Tie Rod Ball Stud Housing Misalignment Check to
verify it is still within specifications.
NOTE: Toe setting may change during tightening, make sure to verify reading
after tightening.
7. Verify the steering wheel is straight and the toe settings are correct (repeat steps 2-6 if necessary).
TOE ADJUSTMENT - RACK AND PINION STEERING SYSTEM
1. Start the engine and turn wheels both ways before straightening the wheels. Secure the steering wheel

with the front wheels in the straight-ahead position.
Fig. 4: Tie Rod End

2. Loosen the tie rod jam nuts (1).
NOTE: Each front wheel should be adjusted for one-half of the total toe position
specification. This will ensure the steering wheel will be centered when the
wheels are positioned straight-ahead.
3. Adjust the wheel toe position by turning the inner tie rod (2) as necessary.
NOTE: Make sure the toe setting does not change during tightening.
4. Tighten the tie rod jam nut (1) to 97 N.m (72 ft. lbs.).
5. Verify the specifications.
TOE ADJUSTMENT - RECIRCULATING BALL STEERING SYSTEM
NOTE: For all EXCEPT late build 4500/5500, if an alignment is being performed
WITHOUT having replaced the LH tie rod end, the Tie Rod Ball Stud Housing
Misalignment Check procedure must be preformed as the first step. The Tie Rod
Ball Stud Housing Misalignment Check procedure will determine if the LH tie
rod end needs to be serviced due to excessive internal stress during turns. For
a description of the late build 4500/5500 difference, refer to LINKAGE, LINK AND
COIL, DESCRIPTION .
The wheel toe position adjustment is the final adjustment.

1. For all EXCEPT late build 4500/5500 , if an alignment is being performed without having replaced the
LH tie rod end, the Tie Rod Ball Stud Housing Misalignment Check procedure must be performed prior
to loosening any adjustment sleeve . Refer to WHEEL ALIGNMENT, STANDARD PROCEDURE.
If the LH tie rod end has just been replaced, proceed with step 2.
2. Start the engine and turn wheels both ways before straightening the wheels. Center and secure the
steering wheel and turn off engine.
3. Loosen the adjustment sleeve clamp bolts.
NOTE: With the vehicle in a level position, verify the drag link/tie rod ball joints
are not twisted and are centered. Rotate drag link/tie rod until ball joints
are level.
NOTE: Prior to tightening the drag link or tie rod adjuster clamp fasteners, verify:
1. Equal number of threads on both sides of adjuster and clamps cover

male threads.
2. Clamps are in vertical position.
3. Ball joint sockets are aligned with ball studs
4. Adjust the right wheel toe position with the drag link adjuster sleeve. Turn the sleeve until the right wheel
is at the correct specification. Verify a level drag link ball joint. Position clamp bolts to their original
position and tighten to specifications. Refer to LINKAGE, LINK AND COIL, SPECIFICATIONS .
Make sure the toe setting does not change during clamp tightening.
5. Adjust the left wheel toe position with the tie rod adjuster sleeve. Turn the sleeve until the left wheel is at
the correct specification. Verify a level tie rod ball joint. Position clamp bolts to their original position
and tighten to specifications. Refer to LINKAGE, LINK AND COIL, SPECIFICATIONS . Make
sure the toe setting does not change during clamp tightening.
CAUTION: For all EXCEPT late build 4500/5500, setting the toe can put the tie
rod ball stud alignment out of specifications causing damage to the
LH tie rod. The procedure must be run again to verify or reset.
6. For all EXCEPT late build 4500/5500 , perform the Tie Rod Ball Stud Housing Misalignment Check to
verify it is still within specifications.
NOTE: Toe setting may change during tightening, make sure to verify reading
after tightening.
7. Verify the steering wheel is straight and the toe settings are correct (repeat steps 2-5 if necessary).
TIE ROD BALL STUD HOUSING MISALIGNMENT CHECK

NOTE: This procedure describes how to check for parallel alignment of the RH and LH
steering tie rod ball stud housings. It is essential to have these within +/-3
degrees of parallel to prevent ball stud durability issues.
NOTE: All views, left side shown, right side similar.
Fig. 5: Tie Rod Ball Stud Housing Component Location

1. Position the vehicle on a level surface with vehicle weight on the front tires, and place the front wheels in
the straight ahead position
2. Make sure the circular bottom plane (2) of the LH and RH tie rod ball stud housings (1) are free of debris
and burrs.
Fig. 6: Measuring Tie Rod Angle

NOTE: Measure and record the RH tie rod angle first to establish a baseline for
the truck, then measure and record the LH tie rod angle using the same
procedure used on the right tie rod. Measure both the RH and LH tie rod
ball stud housing angles from underneath the truck using the following
steps.
3. Hold the (special tool #10326-1, Adapter, Tie Rod Alignment) (2) securely under the circular bottom
plane of the ball stud housing (1). Make sure the tool makes contact with the entire perimeter of the ball
stud housing (1) and is not resting on the domed cap or grease fitting.
Fig. 7: Mounting The Inclinometer

NOTE: The angle on the inclinometer is POSITIVE WHEN THE NEEDLE IS

FORWARD of the zero degree mark (pointing toward the front of the truck
on both the LH or RH sides) and NEGATIVE WHEN AFTER the zero
(pointing toward the rear of the truck). The tie rod angle readings should
always be positive unless castor is significantly out of specifications.
4. Mount the (special tool #10326-2, Inclinometer) (2) on the flat bottom surface of (special tool #10326-1,
Adapter, Tie Rod Alignment) (1) in the fore-aft orientation. Record the tie rod angle, then repeat steps 3,
4 on the LH tie rod end.
5. Determine the offset of the RH and LH tie rod ball stud housings by calculating the difference between
the LH and RH ball stud angles. For example, if one side is +3 degrees and the other side is -4 degrees
then the difference is 7 degrees.
Equal to or less than 3 degree difference - no further action needs to be taken, return to the
previous procedure step and continue that procedure.
Over 3 degree difference with a new LH tie rod end - Loosen the LH tie rod adjustment sleeve

bolts and rotate the tie rod end to adjust the ball stud housing to within 3 degrees of the RH side,
then proceed with alignment or toe adjustment. Refer to WHEEL ALIGNMENT, STANDARD
PROCEDURE.
Over 3 degree difference without a new LH tie rod end - Replace the LH tie rod end. Refer to
END, TIE ROD, LINK AND COIL, REMOVAL .
NOTE: Any future alignment process on a recirculating ball steering systems should
use this procedure.
CURB HEIGHT MEASUREMENT
The wheel alignment is to be checked and all alignment adjustments made with the vehicle at its required curb
height specification.
Vehicle height is to be checked with the vehicle on a flat, level surface, preferably a vehicle alignment rack. The
tires are to be inflated to the recommended pressure. All tires are to be the same size as standard equipment.
Vehicle height is checked with the fuel tank full of fuel, and no passenger or luggage compartment load.
Inspect the vehicle for bent or weak suspension components. Compare the parts tag on the suspect coil spring(s)
to the parts book and the vehicle sales code, checking for a match. Once removed from the vehicle, compare the
coil spring height to a correct new or known good coil spring. The heights should vary if the suspect spring is
weak.
Fig. 8: Jounce Bumper Cup/Axle Striker Plate (4x2)

1. Front 4X2 On each side of the vehicle, measure the distance from the rear side of the jounce bumper

cup/axle striker plate (1).
Fig. 9: Jounce Bumper Cup/Axle Striker Plate (4x4)

2. Front 4X4 On each side of the vehicle, measure the distance from the rear side of the jounce bumper
cup/axle striker plate (1).
Fig. 10: Curb Height Measurement (HD) - Rear

3. Rear - On each side of the vehicle, measure the distance at the top of the axle tube (2) to the bottom of the

frame rail (1).
Fig. 11: Curb Height Measurement

4. Rear Air Suspension - On each side of the vehicle, measure and record the distance (B) from the bottom
of the frame to alignment rack/lift runway surface. It may be necessary to measure to the bottom of a
straight edge placed from lift runway to runway, to get an accurate measurement.
On each side of the vehicle, measure and record the distance (A) from the center of the rear spindle
to the same surface that was used to measure from the frame.
Subtract the frame height (B) from the spindle height (A) to obtain the curb height value (C).
Compare the curb height value (2) to specifications listed in the following CURB HEIGHT
SPECIFICATIONS chart. Maximum left-to-right differential is not to exceed 10 mm (0.39 in.).
5. Rear- ALL Compare the measurements to the specifications listed in the following Curb height
Specifications chart.
FRONT CURB HEIGHT SPECIFICATIONS

MODEL FRONT
4X2
93 mm ± 10 mm
NOTE:
When the vehicle has been up-fitted and ride height has
been altered, vehicle toe must be reset. Refer to 3.6 in. ± 0.40 in
WHEEL ALIGNMENT, STANDARD PROCEDURE.
4X4
94 mm ± 10 mm
NOTE:
When the vehicle has been up-fitted and ride height has 3.7 in. ± 0.40 in

been altered, vehicle toe must be reset. Refer to

REAR CURB HEIGHT SPECIFICATIONS

MODEL REAR
200.9 mm
4x4 3500
7.90 in
167.8 mm
4x2 3500
6.60 in
SPECIFICATIONS
SPECIFICATIONS
NOTE: All alignment specifications are in degrees.
NOTE: All wheel alignments are to be set with the vehicle at curb height. Refer to
1500 SERIES - NON-AIR SUSPENSION (17, 20, AND 22 IN. TIRE)

FRONT ALIGNMENT PREFERRED SETTING ACCEPTABLE RANGE
CAMBER - LEFT 0.10° -0.30° to 0.50°
CAMBER - RIGHT -0.10° 0.30° to -0.50°
CROSS - CAMBER (Maximum 0.20° -0.20° to 0.60°
Side-To-Side Difference)
CASTER -- LEFT 3.50° 3.00° to 4.00°
CASTER - RIGHT (20 and 22 in. 3.90° 3.40° to 4.40°
Tire)
CROSS - CASTER (20 and 22 in.
-0.40° -0.80° to 0.00°
Tire)
CASTER - RIGHT (17 in. Tire) 3.75° 3.25° to 4.25°
CROSS - CASTER (17 in. Tire) -0.25° -0.65° to 0.15°
TOE - TOTAL* 0.10° 0.00° to 0.20°
Positive toe (+) is toe-in and negative toe (?) is Toe-out.
* TOTAL TOE is the sum of both the left and right wheel toe settings. TOTAL TOE should be equally
split between each wheel on the same axle to ensure the steering wheel is centered after setting toe.
1500 SERIES - AIR SUSPENSION (17 AND 20 IN. TIRE)

CAMBER - LEFT (DS Air NRH) -0.24° 0.16° to -0.64°
**
CAMBER - RIGHT (DS Air NRH)
-0.44° -0.84° to -0.04°
**

CAMBER - LEFT (DS Air Aero) -1.00° -1.40° to -0.60°

***
CAMBER - RIGHT (DS Air Aero)
-1.20° -1.60° to -0.80°
***
CROSS - CAMBER (Maximum 0.20° 0.60° to -0.20°
CASTER -- LEFT (DS Air NRH)
3.67° 4.17° to 3.17°
**
CASTER -- LEFT (DS Air Aero)
4.10° 4.60° to 3.60°
***
CASTER - RIGHT (DS Air (NRH) 4.07° 4.57° to 3.57°
**(20 in. Tire)
CASTER - RIGHT (DS Air NRH)
3.92° 4.42° to 3.42°
**(17 in. Tire)
CASTER - RIGHT (DS Air Aero)
4.50° 5.00° to 4.00°
***(20 in. Tire)
CASTER - RIGHT (DS Air Aero)
4.35° 4.85° to 3.85°
***(17 in. Tire)
CROSS - CASTER (20 in. Tire) -0.40° 0.00° to -0.80°
CROSS - CASTER (17 in. Tire) -0.25° 0.15° to -0.65°
TOE - TOTAL* (DS Air NRH) 0.47° 0.57° to 0.37°
TOE - TOTAL* (DS Air Aero) 0.10° 0.20° to 0.00°
** All Air Ride vehicles are to be aligned at NRH (Normal Ride Height) setting
*** Aero is vehicle lowered 27 mm from NRH
SPECIFICATIONS
REAR ALIGNMENT PREFERRED SETTING ACCEPTABLE RANGE
CAMBER -0.10° -0.60° to 0.40°
CROSS - CAMBER (Maximum
0.00° -0.50° to 0.50°
TOE - TOTAL* 0.30° 0.00° to 0.60°
THRUST ANGLE 0.00° -0.30° to 0.30°
2500 SERIES - 4X2

CAMBER - LEFT 0.00° -0.50° to +0.50°
CAMBER - RIGHT 0.00° -0.50° to +0.50°

CROSS-CAMBER 0.00° -0.50° to +0.50°

CASTER - LEFT +4.15° +3.65° to +4.65°
CASTER - RIGHT +4.00° +3.50° to +4.50°
CROSS-CASTER +0.15° -0.35° to +0.65°
TOE - TOTAL* +0.20° +0.10° to +0.30°
SPECIFICATIONS
CAMBER -0.10° -0.45° to +0.25°
CROSS-CAMBER 0.00° -0.30° to +0.30°
TOE - TOTAL* +0.10° -0.20° to +0.40°
THRUST ANGLE 0.00° -0.40° to +0.40°
2500 SERIES - 4X4

CAMBER - LEFT 0.25° -0.25° to +0.75°
CAMBER - RIGHT 0.25° -0.25° to +0.75°
CROSS-CAMBER 0.00° -0.50° to +0.50°
CASTER - LEFT +4.50° +4.00° to +5.00°
CASTER - RIGHT +4.80° +4.30° to +5.30°
CROSS-CASTER -0.30° -0.80° to +0.20°
TOE - TOTAL* +0.20° +0.10° to +0.30°
SPECIFICATIONS
CAMBER -0.10° -0.45° to +0.25°
CROSS-CAMBER 0.00° -0.30° to +0.30°
TOE - TOTAL* +0.10° -0.20° to +0.40°
THRUST ANGLE 0.00° -0.40° to +0.40°

2500 SERIES - AIR SUSPENSION - 4X2, 4X4

CAMBER - LEFT ** 0.25° -0.50° to +0.50°
CAMBER - RIGHT ** 0.25° -0.50° to +0.50°
CROSS - CAMBER (Maximum 0.20° 0.00° to 0.50°
CASTER -- LEFT ** 5.0° -0.50° to +0.50°
CASTER - RIGHT ** 5.30° -0.50° to +0.50°
CROSS-CAMBER -0.30° -0.50° to +0.50°
TOE - TOTAL* 0.10° -0.10° to 0.30°
** All Air Ride vehicles are to be aligned at NRH (Normal Ride Height) setting
SPECIFICATIONS
CAMBER -0.10° -0.50° to +0.50°
CROSS-CAMBER 0.00° -0.50° to +0.50°
TOE - TOTAL* +0.15° -0.30° to +0.30°
THRUST ANGLE 0.00° -0.40° to +0.40°
3500 SERIES - 4X2

CAMBER - LEFT 0.00° -0.50° to +0.50°
CAMBER - RIGHT 0.00° -0.50° to +0.50°
CROSS-CAMBER 0.00° -0.50° to +0.50°
CASTER - LEFT +4.15° +3.65° to +4.65°
CASTER - RIGHT +4.00° +3.50° to +4.50°
CROSS-CASTER +0.15° -0.35° to +0.65°
TOE - TOTAL* +0.20° +0.10° to +0.30°
SPECIFICATIONS
CAMBER -0.10° -0.45° to +0.25°
CROSS-CAMBER 0.00° -0.30° to +0.30°

TOE - TOTAL* +0.10° -0.20° to +0.40°

THRUST ANGLE 0.00° -0.40° to +0.40°
3500 SERIES - 4X4

CAMBER - LEFT 0.25° -0.25° to +0.75°
CAMBER - RIGHT 0.25° -0.25° to +0.75°
CROSS-CAMBER 0.00° -0.50° to +0.50°
CASTER - LEFT +4.50° +4.00° to +5.00°
CASTER - RIGHT +4.80° +4.30° to +5.30°
CROSS-CASTER -0.30° -0.80° to +0.20°
TOE - TOTAL* +0.20° +0.10° to +0.30°
SPECIFICATIONS
CAMBER -0.10° -0.45° to +0.25°
CROSS-CAMBER 0.00° -0.30° to +0.30°
TOE - TOTAL* +0.10° -0.20° to +0.40°
THRUST ANGLE 0.00° -0.40° to +0.40°
2500/3500 SERIES - BOX OFF - 4X2

CAMBER - LEFT 0.00° -0.50° to +0.50°
CAMBER - RIGHT 0.00° -0.50° to +0.50°
CROSS-CAMBER 0.00° -0.50° to +0.50°
CASTER - LEFT +3.75° +3.25° to +4.25°
CASTER - RIGHT +3.75° +3.25° to +4.25°
CROSS-CASTER 0.00° -0.50° to +0.50°
TOE - TOTAL* +0.20° +0.10° to +0.30°

SPECIFICATIONS
CAMBER -0.10° -0.45° to +0.25°
CROSS-CAMBER 0.00° -0.30° to +0.30°
TOE - TOTAL* +0.10° -0.20° to +0.40°
THRUST ANGLE 0.00° -0.40° to +0.40°
2500/3500 SERIES - BOX OFF - 4X4

CAMBER - LEFT 0.25° -0.25° to +0.75°
CAMBER - RIGHT 0.25° -0.25° to +0.75°
CROSS-CAMBER 0.00° -0.50° to +0.50°
CASTER - LEFT +3.75° +3.25° to +4.25°
CASTER - RIGHT +3.75° +3.25° to +4.25°
CROSS-CASTER -0.00° -0.50° to +0.50°
TOE - TOTAL* +0.20° +0.10° to +0.30°
SPECIFICATIONS
CAMBER -0.10° -0.45° to +0.25°
CROSS-CAMBER 0.00° -0.30° to +0.30°
TOE - TOTAL* +0.10° -0.20° to +0.40°
THRUST ANGLE 0.00° -0.40° to +0.40°
3500 SERIES - CAB CHASSIS

CAMBER - LEFT 0.25° -0.25° to +0.75°
CAMBER - RIGHT 0.25° -0.25° to +0.75°
CROSS-CAMBER 0.00° -0.50° to +0.50°
CASTER - LEFT +3.75° +3.25° to +4.25°
CASTER - RIGHT +3.75° +3.25° to +4.25°
CROSS-CASTER -0.00° -0.50° to +0.50°
TOE - TOTAL* +0.20° +0.10° to +0.30°


SPECIFICATIONS
CAMBER -0.10° -0.45° to +0.25°
CROSS-CAMBER 0.00° -0.30° to +0.30°
TOE - TOTAL* +0.10° -0.20° to +0.40°
THRUST ANGLE 0.00° -0.40° to +0.40°
4500/5500 SERIES - WHEEL BASE 144.5, 164.4, 168.5, 173.4

CAMBER - LEFT 0.10° -0.40° to +0.60°
CAMBER - RIGHT 0.10° -0.40° to +0.60°
CROSS-CAMBER 0.00° -0.50° to +0.50°
CASTER - LEFT +7.80° +7.30° to +8.30°
CASTER - RIGHT +8.10° +7.60° to +8.60°
CROSS-CASTER -0.30° +0.20° to -0.80°
TOE - TOTAL* +0.20° +0.10° to +0.30°
SPECIFICATIONS
CAMBER -0.10° -0.45° to +0.25°
CROSS-CAMBER 0.00° -0.30° to +0.30°
TOE - TOTAL* +0.10° -0.20° to +0.40°
THRUST ANGLE 0.00° -0.40° to +0.40°
4500/5500 SERIES - WHEEL BASE 192.5, 197.4

CAMBER - LEFT 0.10° -0.40° to +0.60°
CAMBER - RIGHT 0.10° -0.40° to +0.60°
CROSS-CAMBER 0.00° -0.50° to +0.50°

CASTER - LEFT +8.30° +7.80° to +8.80°

CASTER - RIGHT +8.60° +8.10° to +9.10°
CROSS-CASTER 0.30° +0.20° to -0.80°
TOE - TOTAL* +0.20° +0.10° to +0.30°
SPECIFICATIONS
CAMBER -0.10° -0.45° to +0.25°
CROSS-CAMBER 0.00° -0.30° to +0.30°
TOE - TOTAL* +0.10° -0.20° to +0.40°
THRUST ANGLE 0.00° -0.40° to +0.40°
4500/5500 SERIES - WHEEL BASE 204.5

CAMBER - LEFT 0.10° -0.40° to +0.60°
CAMBER - RIGHT 0.10° -0.40° to +0.60°
CROSS-CAMBER 0.00° -0.50° to +0.50°
CASTER - LEFT +8.60° +7.60° to +9.60°
CASTER - RIGHT +8.90° +7.90° to +9.90°
CROSS-CASTER 0.30° -0.20° to +0.80°
TOE - TOTAL* +0.20° +0.10° to +0.30°
SPECIFICATIONS
CAMBER -0.10° -0.45° to +0.25°
CROSS-CAMBER 0.00° -0.30° to +0.30°
TOE - TOTAL* +0.10° -0.20° to +0.40°
THRUST ANGLE 0.00° -0.40° to +0.40°
FRONT, LINK AND COIL

SPECIFICATIONS
SPECIFICATIONS
NOTE: Suspension components with rubber/urethane bushings should be tightened

with the vehicle at normal ride height. It is important to have the springs
supporting the weight of the vehicle when the fasteners are torqued. If springs
are not at their normal ride position, vehicle ride comfort could be affected and
premature bushing wear may occur.
SPECIFICATIONS
DESCRIPTION N.m Ft. Lbs. In. Lbs.
Shock Absorber Upper Nut 36 27 -
Shock Absorber Lower Bolt 120 89 -
Lower Ball Joint Nut Initial
47 35 -
Torque
Lower Ball Joint Nut Final
200 148 -
Torque
Upper Ball Joint Nut 94 70 -
Control Arm to Frame Nuts 180 Plus 90° 133 Plus 90° -
Control Arm to Axle Nut 180 Plus 90° 133 Plus 90° -
Stabilizer Bar Frame Bolt 58 43 -
Stabilizer Link Axle Bracket 149 110 -
Stabilizer Link Stabilizer Bar 82 60 -
Nut
Hub/Bearing Bolts 202 149 -
Axle Nut 179 Beginning Torque, 132 Beginning Torque, -
Then Rotate 5 to 10 Then Rotate 5 to 10
Times With a Final Times With a Final
Torque of 356 Torque of 263
Track Bar to Frame 439 324
Track Bar to Axle 387 285
Tie Rod End Nut 60 Plus 105° 44 Plus 105° -
BUSHING(S)
REMOVAL
AXLE BUSHING
1. Remove the control arm from the axle. Refer to ARM, CONTROL, REMOVAL.
2. Install the special tool (special tool #10511, Remover/Installer, Bushing).
3. Press the bushing out of the axle housing.

CONTROL ARM BUSHING
1. Remove the control arm from the vehicle. Refer to ARM, CONTROL, REMOVAL.
2. Install the special tool (special tool #10511, Remover/Installer, Bushing).
3. Press the bushing out of the control arm.
INSTALLATION
AXLE BUSHING
1. Using special tool (special tool #10511, Remover/Installer, Bushing) press the bushing into the axle
housing.
2. Remove the special tools and install the control arm. Refer to ARM, CONTROL, INSTALLATION.
CONTROL ARM BUSHING
1. Using special tool (special tool #10511, Remover/Installer, Bushing) press the bushing into the control
arm.
2. Remove the special tools and install the control arm. Refer to ARM, CONTROL, INSTALLATION.
ARM, CONTROL
REMOVAL
REMOVAL
1. Raise and support the vehicle.

2. Paint or scribe alignment marks on the cam adjusters and control arm for installation reference.
NOTE: Discard the nuts and bolts and do not reuse, New nuts and bolts should be
used when replacing or servicing the control arms.
3. Support the front axle by placing a jack stand under the side of the axle that is being worked on.

Fig. 12: Shock & Fasteners

4. Remove the lower shock fastener (4, 5) and position shock out of mounting bracket.
Fig. 13: Upper Control Arm Nut And Bolts

5. Remove the lower control arm nut, cam and cam bolt from the axle and loosen the upper control arm nut
and bolt (2).

Fig. 14: Frame Rail Bracket, Nut & Bolt

6. Remove the nut and bolt from the frame rail bracket (1).
7. Remove the upper control arm nut and bolt and remove the control arm.
INSTALLATION
INSTALLATION
NOTE: Discard the nuts and bolts and do not reuse. New nuts and bolts should be
used when replacing or servicing the control arms.


1. Position the control arm (2) at the axle brackets and frame rail bracket (1).
2. Install the rear bolt (1) and finger tighten the nut.

3. Install the cam bolt (2), cam and nut in the axle and align the reference marks.
4. Install the upper control arm bolt and nut.

5. Position the lower shock (6) into the mounting bracket.

6. Install the lower shock bolt and fastener (4, 5) and tighten to specifications. Refer to FRONT, LINK
AND COIL, SPECIFICATIONS.
7. Remove jack stand from axle.
8. Remove support and lower the vehicle.


9. Tighten the upper bolt fastener to axle bracket to specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.
10. Tighten cam nut at the axle bracket to specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.


11. Tighten the rear nut at the frame bracket to specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.
BALL JOINT, SUSPENSION, LOWER
DIAGNOSIS AND TESTING - LOWER BALL JOINT - LINK AND COIL
To properly diagnose the lower ball joint two readings from the dial indicator are necessary, The two readings
must be added together to find a total ball joint movement as identified in the steps below.
Fig. 20: Dial Indicator Position

1 - STEERING KNUCKLE
2 - DIAL INDICATOR
2. Attach a dial indicator (2) with the indicator resting on the flat part of the steering knuckle (1) by the
lower ball stud.
3. Set the dial indicator (2) to zero.

Fig. 21: First Reading

1 - PRY BAR
2 - UPPER BALL JOINT
3 - GREASE SEAL
NOTE: Use care not to damage the upper ball joint grease seal (3).
4. Pry between the knuckle (4) and the axle tube yoke next to the upper ball joint (2), Record the reading on
the dial indicator. This will be the first reading .
Fig. 22: Identifying Pry Bar, Dial Indicator & Jack Stand
1 - PRY BAR

2 - DIAL INDICATOR
3 - JACK STAND
5. Set the dial indicator (2) back to zero.

6. Set up a jack stand (3) and use a long pry bar (1) to lift the knuckle assembly.
Fig. 23: Identifying Pry Bar, Upper Ball Joint, Axle Yoke, Grease Seal & Steering Knuckle
1 - PRY BAR
3 - AXLE YOKE
4 - GREASE SEAL
7. Pry upwards on the flat part of the steering knuckle (5) next to the ball joint stud and nut (2) using the
jack stand as leverage. Record the reading on the dial indicator. This will be the second reading .
8. Add the two reading together for a total lower ball joint movement, If this reading is above 2.29 mm
(0.090 in) then replacement of the lower ball joint is necessary. Refer to BALL JOINT, SUSPENSION,
LOWER, REMOVAL.
REMOVAL
2500, 3500

Fig. 24: Lower Snap Ring

1. Remove the steering knuckle. Refer to KNUCKLE, STEERING, REMOVAL.

2. Remove the axle shaft from the axle, refer to the appropriate Service Information .
3. Remove lower snap ring from the lower ball joint.
Fig. 25: Lower Ball Joint Removal

4. Position Ball Joint Remover/Installer (special tool #10510, Receiver, Ball Joint) (RECEIVER) (2) and
Ball Joint Remover/Installer (special tool #8975-4, Remover, Ball Joint) (DRIVER) (4) with Ball Joint
Press (special tool #C-4212F, Press, Ball Joint) (1) as shown to remove lower ball stud.
INSTALLATION
2500, 3500

Fig. 26: Lower Ball Joint Installation

1. Position Ball Joint Remover/Installer (special tool #10509, Installer, Ball Joint) (2) and Ball Joint
Remover/Installer (special tool #8975-3, Cup, Remover) (5) with Ball Joint Press (special tool #C-4212F,
Press, Ball Joint) (1) as shown to install lower ball stud (3).
2. Install the axle shaft into the axle, refer to the appropriate Service Information .
3. Install the steering knuckle. Refer to KNUCKLE, STEERING, INSTALLATION.
BALL JOINT, SUSPENSION, UPPER
DIAGNOSIS AND TESTING - UPPER BALL JOINT - LINK AND COIL
To properly diagnose the upper ball joint two readings from the dial indicator are necessary, The two readings
must be added together to find a total ball joint movement as identified in the steps below.

Fig. 27: Upper Ball Joint Movement


2 - AXLE YOKE
3 - DIAL INDICATOR
4 - STEERING KNUCKLE FLAT
2. Attach a dial indicator (3) with the indicator resting on either the front or back sides of the steering
knuckle (4) as close to the upper ball joint (1) as possible.
3. Set the dial indicator (3) to zero.
4. Grab the tire by pushing in on the top of the tire and pulling out on the bottom of the tire. Record the
reading on the dial indicator (3). This will be the first reading .
5. Set the dial indicator (3) back to zero.
6. Grab the tire by pulling out on the top of the tire and pushing in on the bottom of the tire. Record the
reading on the dial indicator (3). This will be the second reading .
7. Add the two readings together for a total upper ball joint movement. If this reading is above 1.52 mm
(0.060 in) then replacement of the upper ball joint is necessary. Refer to BALL JOINT, SUSPENSION,
UPPER, REMOVAL.
REMOVAL
2500, 3500

Fig. 28: Upper Ball Joint Removal

1. Remove the steering knuckle. Refer to KNUCKLE, STEERING, REMOVAL.

2. Remove the axle shaft from the axle, refer to the appropriate Service Information .
3. Position Ball Joint Installer (special tool #6761, Installer, Ball Joint) (RECEIVER) (2) and Remover/
Installer (special tool #8445-3, Remover, Ball Joint) (DRIVER) (4) with Ball Joint Press (special tool #C-
4212F, Press, Ball Joint) (1) as shown to remove upper ball stud.
4500 AND 5500
NOTE: The upper ball joints screw in and out (they are not pressed in).
Fig. 29: Upper Ball Joint Nut

1. Remove the wheel and tire assembly.

2. Support the lower part of the steering knuckle.

3. Remove the upper ball joint nut (1).
Fig. 30: Upper Ball Joint

4. Disconnect the wheel speed sensor wire from the bracket (3).
5. Install a 60 mm socket (1) and unscrew the upper ball joint (2) from the steering knuckle.
6. Remove the wheels speed sensor wire bracket (3).
INSTALLATION
3500 PICKUP
Fig. 31: Installing Upper Ball Joint


1. Position Remover/ Installer (special tool #8445-2, Installer, Cup) (2) Ball Joint Remover/Installer (special
tool #8859-3, Installer, Ball Joint) and (special tool #8975-5, Receiver, Ball Joint) (5) with Ball Joint
Press (special tool #C-4212F, Press, Ball Joint) (1) as shown to install upper ball stud (3).
2500, 3500
Fig. 32: Installing Upper Ball Joint

1. Position Remover/ Installer (special tool #8445-2, Installer, Cup) (DRIVER) (2) and Ball Joint
Remover/Installer (special tool #8975-5, Receiver, Ball Joint) (RECEIVER) (5) with Ball Joint Press
(special tool #C-4212F, Press, Ball Joint) (1) as shown to install upper ball stud (3).
4500 AND 5500


1. Install the wheel speed sensor bracket (3) to the upper ball joint (2).
2. Screw the upper ball joint (2) into the steering knuckle and tighten to specifications. Refer to FRONT,
3. Reconnect the wheel speed sensor wire into the bracket (3).

4. Install the upper ball joint mounting nut and tighten to specifications. Refer to FRONT, LINK AND
COIL, SPECIFICATIONS.
5. Remove the support from the steering knuckle.
6. Install the tire and wheel assembly.

HUB AND BEARING
DIAGNOSIS AND TESTING - HUB AND BEARING - NOISE
NOTE: The wheel bearing is designed to last for the life of the vehicle and requires no
type of periodic maintenance.
Bearings will produce noise if worn or damaged. The noise will generally change when the bearings are loaded.
A road test of the vehicle is normally required to determine if there is a bearing noise, or if it may be some other
component, and to assist in finding the location. The following procedure, together with the DIAGNOSTIC
CHART , should help determine the proper cause. Note that if a particular vehicle road test maneuver, steering
to the right for instance, results in noise only part of the time, it is not likely a faulty bearing. Bearing noises are
not typically intermittent.
NOTE: Damaged bearing seals and the resulting excessive grease loss may also
require bearing replacement. Moderate grease seepage from the bearing is
considered normal and should not require replacement of the wheel bearing.
Wheel bearings are designed to last the life of the vehicle and require no type of
periodic maintenance. To diagnose the hub, measure hub runout. Refer to
ROTOR, BRAKE, DIAGNOSIS AND TESTING .
DIAGNOSTIC PROCEDURE:
1. Perform drive evaluation. Find a smooth level road surface void of traffic or obstructions. Turn off any
accessories which may cause background noise. Evaluate for noise at 50 km/h (30 mph) and 100 km/h
(60 mph) and with vehicle in neutral to eliminate potential drivetrain noises. With vehicle at a constant
speed, steer back and forth to left and right (approximately 45 degree steering input each way). This will
load and unload the bearings and may change the noise level. When bearing damage is slight, the noise is
sometimes noticeable at lower speeds and at other times is more noticeable at higher speeds.
2. Drive evaluation results: Noise increase when turning right may indicate a problem with the left bearing.
Noise increase when turning left may indicate a problem with the right bearing.
3. Put vehicle up on hoist. Grab the tire by pushing in on the top center and pulling out on the bottom center
to check for excessive movement in the bearing.
4. Check for potential rubbing on rotating components, such as rotor splash shields, heat shields touching
propshaft or halfshaft, wheel well liners contacting tire, wheel cover on wheel, etc. Any cyclic noise
(once per wheel revolution for example) is not likely a wheel bearing fault.
5. Remove the wheel and tire assembly, disc brake caliper and brake rotor. Refer to ROTOR, BRAKE,
DIAGNOSIS AND TESTING .
6. Rotate the wheel hub, checking for resistance or roughness.
7. Any roughness or resistance to rotation may indicate dirt intrusion or a failed hub bearing. If the bearing
exhibits any of these conditions, the hub & bearing will require replacement. Do not attempt to
disassemble the bearing for repair.
8. Rotate the wheel hub, utilize Chassis Ears (or equivalent) to check for noise.

9. If none of the above checks indicate a bearing failure, refer to the HUB & BEARING for other possible
causes.
HUB & BEARING

CONDITION POSSIBLE CAUSES POTENTIAL
CORRECTIONS
1. Fill power steering fluid
1. Low Power Steering reservoir to proper level,
Fluid Level (if applicable) check for leaks (make sure all
air is bled from system fluid)
FRONT END WHINE ON TURNS 2. Worn Tires and/or 2. Replace Tires, Check And
Incorrect Wheel Alignment Reset Wheel Alignment
3. Defective Wheel Bearing 3. Replace Wheel Bearing
4. Wrong Power Steering 4. Replace With Correct
Fluid (if applicable) Power Steering Fluid
1. Verify Wheel Lug Nut
1. Loose Wheel Lug Nuts
Torque
2. Check For Engine Mount
2. Engine Mount Grounding
Hitting Frame Rail And
Against Frame Or Body Of
Reposition Engine As
Vehicle
Required
FRONT END GROWL OR GRINDING ON 3. Worn Tires and/or 3. Replace Tires, Check and
TURNS Incorrect Wheel Alignment Reset Wheel Alignment
5. Worn or Broken C/V
5. Replace C/V Joint
Joint
6. Engine Not Centered,
Causing Axle Half Shaft to 6. Center the Engine
Bottom Out
1. Insufficient Hub Nut
1. Torque Hub Nut to Spec
Torque
2. Separate Half Shaft From
POPPING/CLICKING/SNAPPING Hub and Bearing and Wipe
DURING ACCELERATION AFTER 2. Insufficient Grease on
Mating Surfaces Clean. Apply
DRIVE-TO-REVERSE SHIFT, REVERSE- Mating Surface of Axle Light Coating of Wheel
TO-DRIVE SHIFT OR WHILE TURNING Half Shaft Outer C/V Joint Bearing Grease to C/V Joint
to Wheel Hub/Bearing, or
Surface and Reassemble, or
Worn/Damaged Gasket
Replace Gasket. Torque Hub
Nut to Spec
WHINE/HUM/ROAR WITH VEHICLE 1. Worn Tires and/or 1. Replace Tires and Reset
GOING STRAIGHT AT A CONSTANT Incorrect Wheel Alignment Wheel Alignment
SPEED 2. Defective Wheel Bearing 2. Replace Wheel Bearing
1. Engine Mount Grinding 1. Check and Reposition
Against Frame or Body Engine as Required
GROWL OR GRINDING WITH VEHICLE
GOING STRAIGHT AT A CONSTANT

SPEED 3. Worn or Broken C/V

3. Replace C/V Joint
Joint
REMOVAL
2500, 3500

Fig. 35: Hub Extension

3. Remove the hub extension (1) mounting nuts and remove the extension from the rotor if equipped.

Fig. 36: Hub Nut

4. Remove the brake caliper. Refer to CALIPER, DISC BRAKE, REMOVAL .

5. Remove the hub nut (1) from the axle shaft.
6. Remove the caliper adapter. Refer to ADAPTER, DISC BRAKE CALIPER, REMOVAL .
7. Remove the disc brake rotor. Refer to ROTOR, BRAKE, REMOVAL .
8. Disconnect the wheel speed sensor wire.
Fig. 37: Hub/Bearing Bolts


9. Loosen the hub/bearing 4 mounting bolts (1).
Fig. 38: Special Tool, Pry Bar & Hub/Bearing Mounting Bolt
10. Using (special tool #10415, Remover, Front Hub) and a pry bar (2), place the tool (1) onto the
hub/bearing mounting bolts to separate the hub/bearing from the knuckle assembly.
11. Remove the hub/bearing 4 mounting bolts and remove the hub/bearing.
INSTALLATION
2500, 3500

Fig. 39: Brake Shield

1. Position the brake shield (1) on bolts.

2. Install the hub/bearing to the knuckle and tighten the hub/bearing bolts (2) to specifications. Refer to
FRONT, LINK AND COIL, SPECIFICATIONS.
Fig. 40: Hub Nut

3. Install the hub nut (1) and tighten to specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.
4. Install the wheel speed sensor to the hub. Refer to SENSOR, WHEEL SPEED, FRONT,
INSTALLATION .
5. Install the disc brake rotor. Refer to ROTOR, BRAKE, INSTALLATION .
6. Install the brake caliper adapter with the caliper. Refer to ADAPTER, DISC BRAKE CALIPER,
INSTALLATION .
7. If equipped, install the hub extension and nuts to the front rotor and tighten nuts to specifications. Refer to
8. Install the wheel and tire assemblies. Refer to WHEELS, STANDARD PROCEDURE .
9. Remove the support and lower the vehicle.
10. Apply the brakes several times to seat the brake shoes and caliper piston. Do not move the vehicle until a
firm brake pedal is obtained.
KNUCKLE, STEERING
REMOVAL
2500, 3500
1. Remove the hub bearing. Refer to HUB AND BEARING, REMOVAL.

2. Remove tie-rod or drag link end from the steering knuckle arm.
3. Remove the wheel speed sensor. Refer to SENSOR, WHEEL SPEED, FRONT, REMOVAL .
4. Loosen the upper ball stud nut.Do not remove the nut at this time.
5. Remove the lower ball joint nut.
Fig. 41: Identifying Lower Ball Joint And Steering Knuckle

6. Separate the lower ball joint (4) using Ball Joint Press (special tool #C-4150A, Press, Ball Joint) (3).
7. Remove the upper ball joint nut.
8. Remove the steering knuckle (2).
4500 AND 5500
1. Remove tie-rod or drag link end from the steering knuckle arm.
Fig. 42: Caliper

2. Remove the disc brake caliper bolts (1) and the disc brake caliper (2).

Fig. 43: Disc Brake Pads

3. Remove the disc brake caliper adapter bolts (1) and remove the adapter (2).
Fig. 44: Identifying Axle Shaft Nut, Hub Extension, And Disc Brake Rotor
4. Remove the disc brake rotor (1) and the hub extension (2).
Fig. 45: Identifying Wheel Speed Sensor And Mounting Bolt

5. Remove the wheel speed sensor (2). Refer to SENSOR, WHEEL SPEED, FRONT, REMOVAL .


6. Remove the hub bearing bolts (1) and the hub/bearing. Refer to HUB AND BEARING, REMOVAL.
7. Remove the axle shaft nut (3) if equipped.


8. Remove the upper ball stud nut (1).

9. Remove the upper ball joint (2). Refer to BALL JOINT, SUSPENSION, UPPER, REMOVAL.

Fig. 50: Identifying Lower Ball Joint Nut

10. Remove the lower ball joint nut (3).
Fig. 51: Identifying Lower Ball Joint, Separator, And Steering Knuckle
11. Separate the lower ball joint (3) from the knuckle (2) using special tool (special tool #8677, Remover,
Ball Joint) separator (4).
12. Remove the steering knuckle (2).

Fig. 52: Dust Shield

13. Remove the dust shield (2) from the knuckle if needed.
INSTALLATION
2500, 3500
1. Position the steering knuckle on the ball studs.

2. Install and tighten lower ball stud nut to initial torque specifications. Refer to FRONT, LINK AND
3. Install and tighten upper ball stud nut to specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.
4. Re-torque lower ball stud nut to final torque specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.
5. Install the hub bearing. Refer to HUB AND BEARING, INSTALLATION.
6. Install tie-rod or drag link end onto the steering knuckle arm and tighten to specifications. Refer to
7. Install the wheel speed sensor. Refer to SENSOR, WHEEL SPEED, FRONT, INSTALLATION .
4500 AND 5500

Fig. 53: Identifying Lower Ball Joint Nut

1. Position the steering knuckle (1) on the ball stud.

2. Install and tighten the lower ball stud nut (3) to specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.

NOTE: Make sure the wheel speed sensor bracket (3) for the wire is installed
between the knuckle and ball joint (2).
3. Install the upper ball joint (2) into the steering knuckle and tighten to specifications. Refer to FRONT,


4. Install and tighten the upper ball stud nut (1) to specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.
5. Retorque the lower ball stud nut to specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.

6. Install the hub bearing and tighten the bolts (1) to specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.

Fig. 57: Identifying Wheel Speed Sensor And Mounting Bolt

7. Install the wheel speed sensor (2). Refer to SENSOR, WHEEL SPEED, FRONT, INSTALLATION .
Fig. 58: Dust Shield

8. Install the dust shield (2) if removed.

9. Install the disc brake rotor (1) and extension (2) to the hub/bearing.
Fig. 60: Disc Brake Pads

10. Install the disc brake caliper adapter (2) and bolts (1).

Fig. 61: Caliper

11. Install the disc brake caliper (2) and tighten the bolts (1).
12. Install tie-rod or drag link end onto the steering knuckle arm.
LINK, STABILIZER BAR
REMOVAL
STABILIZER LINK

Fig. 62: Stabilizer Bar Link & Nuts


2. Hold the stabilizer link (3) shafts with a wrench and remove the link nuts at the stabilizer bar (1).
3. Remove the retainers and grommets from the stabilizer bar links (3).
4. Hold the stabilizer link (3) shafts with a wrench and remove the link nuts at the axle brackets (2).
5. Remove the links (3) from the axle brackets with Puller (special tool #C-3894-A, Puller, Tie Rod).
INSTALLATION
STABILIZER LINK

1. Install links (3) to the axle bracket and tighten nut to specifications. Refer to FRONT, LINK AND
2. Install links (3), retainers, grommets and nuts to the stabilizer bar. Hold the link shaft with a wrench and
tighten the nuts to specifications. Refer to FRONT, LINK AND COIL, SPECIFICATIONS.
3. Remove the supports and lower the vehicle.
SHOCK ABSORBER, SUSPENSION

DIAGNOSIS AND TESTING - SHOCK ABSORBER

A knocking or rattling noise from a shock absorber (6) may be caused by movement between mounting
grommets (1, 3) or attaching components. These noises can usually be stopped by tightening the attaching nuts.
If the noise persists, inspect for damaged and worn bushings, and attaching components. Repair as necessary if
any of these conditions exist.
A squeaking noise from the shock absorber may be caused by the hydraulic valving and may be intermittent.
This condition is not repairable and the shock absorber must be replaced.
The shock absorbers are not refillable or adjustable. If a malfunction occurs, the shock absorber must be
replaced. To test a shock absorber, hold it in an upright position and force the piston in and out of the cylinder
four or five times. The action throughout each stroke should be smooth and even.
The shock absorber bushings do not require any type of lubrication. Do not attempt to stop bushing noise by
lubricating them. Grease and mineral oil-base lubricants will deteriorate the bushing.
REMOVAL
REMOVAL



3. Remove the inner wheel house splash shield. Refer to SHIELD, SPLASH, FRONT WHEELHOUSE,
REMOVAL .
4. Remove the nut, retainer and grommet (1, 2, 3) from the upper stud.
5. Remove the lower nut and bolt (4, 5) from the axle bracket and remove the shock absorber (6).
INSTALLATION
INSTALLATION


1. Insert the shock absorber (6) through the shock bracket hole. Install the grommet, retainer and nut (3, 2,
1) on the upper stud and tighten to 36 N.m (27 ft. lbs.).
2. Install the lower part of the shock (6) into the bracket.
3. Install the lower bolt and nut (4, 5). Tighten nuts to 120 N.m (89 ft. lbs.).
4. Install the front inner wheel house splash shield. Refer to SHIELD, SPLASH, FRONT
WHEELHOUSE, INSTALLATION .
5. Install the wheel and tire assembly. Refer to STANDARD PROCEDURE .
Remove the support and lower the vehicle.
SPRING, FRONT COIL
REMOVAL
REMOVAL

Fig. 67: Coil Spring & Shock


2. Remove the wheel and tire.
3. Remove the front wheel house splash shield. Refer to SHIELD, SPLASH, FRONT WHEELHOUSE,
REMOVAL .
4. Position a hydraulic jack under the axle to support it.


5. Disconnect the stabilizer bar links (2) and shock absorbers from the axle.
Fig. 69: Electrical Connector, Retainer & Axle Actuator


6. Disconnect the electrical connector (1) and retainer (3) from the axle actuator (2).
7. Lower the axle until the spring is free from the upper mount.
NOTE: Rotation of the spring and prying down slightly on the axle will aid in
removal.
8. Remove the upper and lower spring isolators. (if needed)
INSTALLATION
INSTALLATION
Fig. 70: Locating Part Number Label Tag

NOTE: When installing the front coil springs, the part number label tag (1) must be
positioned down closest to the axle spring seat.

Fig. 71: Coil Spring & Shock

1. Install the upper and lower spring isolators (if needed).
NOTE: Rotation of the spring and prying down slightly on the axle will aid in
installation.
2. Position the coil spring into the upper isolator mount. It may be necessary to rotate the spring while
installing.
3. Raise the axle into position until the spring seats in the lower axle isolator mount.


4. Install the stabilizer bar links (2) and shock absorbers at the axle and tighten fasteners to specifications.
Refer to FRONT, LINK AND COIL, SPECIFICATIONS.
Fig. 73: Electrical Connector, Retainer & Axle Actuator


5. Connect the electrical connector (1) and retainer (3) to the axle actuator (2).
6. Remove the hydraulic jack from under the axle.
7. Install the front wheel house splash shield Refer to SHIELD, SPLASH, FRONT WHEELHOUSE,
INSTALLATION .
8. Install the wheel and tire. Refer to WHEELS, STANDARD PROCEDURE .
STABILIZER BAR, FRONT
DESCRIPTION
STABILIZER BAR
The bar extends across the front underside of the chassis and connects to the frame crossmember. The ends of
the bar mount to the lower suspension arm. All mounting points of the stabilizer bar are isolated by bushings.
OPERATION
STABILIZER BAR
The stabilizer bar is used to minimize vehicle front sway during turns. The bar helps to maintain a flat attitude
to the road surface.
REMOVAL
STABILIZER BAR



2. Hold the stabilizer link (3) shafts with a wrench and remove the link nuts at the stabilizer bar (1).
3. Remove the retainers and grommets from the stabilizer bar links.
4. Remove the stabilizer bar clamps from the frame rails and remove the stabilizer bar.
INSTALLATION
STANDARD STABILIZER BAR

1. Position the stabilizer bar on the frame rail and install the clamps and bolts. Ensure the bar is centered
with equal spacing on both sides.
2. Tighten the clamp bolts to specifications. Refer to FRONT, LINK AND COIL, SPECIFICATIONS.
3. Install links retainers, grommets and nuts (1) to the stabilizer bar. Hold the link shaft with a wrench and
tighten the nuts to specifications. Refer to FRONT, LINK AND COIL, SPECIFICATIONS.
TRACK BAR, FRONT
REMOVAL

REMOVAL
Fig. 76: TRACK BAR REMOVAL/INSTALLATION

1. Raise and support the axle.

2. Remove the track bar bolts and nuts (1).
3. Remove the track bar (2).
INSTALLATION
INSTALLATION

Fig. 77: TRACK BAR REMOVAL/INSTALLATION

1. Install the track bar (2).

2. Install the new bolts and nuts (1) and torque to specifications. Refer to FRONT, LINK AND COIL,
SPECIFICATIONS.
3. Remove the supports under the axle and lower the vehicle to the ground.

SUSPENSION Front Suspension &amp; Wheel Alignment - Ram Pickup

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SUSPENSION Front Suspension &amp; Wheel Alignment - Ram Pickup

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2014 RAM 3500 HD Laramie

2014 SUSPENSION Front Suspension & Wheel Alignment - Ram Pickup

Front Suspension & Wheel Alignment - Ram Pickup

10326-1 - Adapter, Tie Rod Alignment

Thursday, November 16, 2017 19:57:48

6761 - Installer, Ball Joint

Thursday, November 16, 2017 19:57:45 Page 2

8445-1 - Installer, Cup

8445-2 - Installer, Cup

8445-3 - Remover, Ball Joint

Thursday, November 16, 2017 19:57:45 Page 3

8677 - Remover, Ball Joint

8698-1 - Installer, Ball Joint

Thursday, November 16, 2017 19:57:45 Page 4

8698-2 - Remover, Receiver Cup

Thursday, November 16, 2017 19:57:45 Page 5

8836-6 - Remover, Bushing

Thursday, November 16, 2017 19:57:45 Page 6

8859-3 - Installer, Ball Joint

8975-1 - Installer, Ball Joint

Thursday, November 16, 2017 19:57:45 Page 7

8975-2 - Cup, Remover

8975-3 - Cup, Remover

8975-4 - Remover, Ball Joint

Thursday, November 16, 2017 19:57:45 Page 8

8975-5 - Receiver, Ball Joint

Thursday, November 16, 2017 19:57:45 Page 9

9360 - Remover, Ball Joint

9362 - Wrench, Strut Nut

Thursday, November 16, 2017 19:57:45 Page 10

9652 - Remover/Installer, Ball Joint

9770-1 - Receiver, Ball Joint

Thursday, November 16, 2017 19:57:45 Page 11

9770-2 - Remover, Ball Joint

9859-1 - Cup, Installation

9859-2 - Base, Pressing

Thursday, November 16, 2017 19:57:45 Page 12

9859-3 - Disc, Balljoint Remover

Thursday, November 16, 2017 19:57:45 Page 13

9859-4 - Cup, Receiver

10415 - Remover, Front Hub

Thursday, November 16, 2017 19:57:45 Page 14

10509 - Installer, Ball Joint

10510 - Receiver, Ball Joint

10511 - Remover/Installer, Bushing

Thursday, November 16, 2017 19:57:45 Page 15

C-3894-A - Puller, Tie Rod

C-4150A - Press, Ball Joint

Thursday, November 16, 2017 19:57:45 Page 16

C-4212F - Press, Ball Joint

DD-1278 - Compressor, Front Spring

Thursday, November 16, 2017 19:57:45 Page 17

DIAGNOSIS AND TESTING - PRE-ALIGNMENT INSPECTION

1. Inspect tires for size, air pressure and tread wear.

SUSPENSION AND STEERING SYSTEM DIAGNOSIS

Thursday, November 16, 2017 19:57:45 Page 18

FRONT WHEELS 1. Loose or worn wheel bearing. 1. Replace wheel bearing.

ALIGNMENT - RACK AND PINION STEERING SYSTEM

NOTE: All views typical.

Thursday, November 16, 2017 19:57:45 Page 19

Fig. 1: Lower Control Arm

The wheel toe position adjustment is the final adjustment.

Thursday, November 16, 2017 19:57:45 Page 20

Fig. 2: Tie Rod End

SUSPENSION Front Suspension & Wheel Alignment - Ram Pickup

SUSPENSION Front Suspension & Wheel Alignment - Ram Pickup