Curing Shock, Strut and Suspension Noise

Servicing Tires With 18-In.-Plus Rims

Curing Shock, Strut and Suspension Noise

Servicing Tires With 18-In.-Plus Rims

Sponsored By BCA Bearings by NTN

This webinar is part of "AAPEX Repair Shop HQ Webinar Series: An 8-Part Webinar Series." Sponsored by AAPEX.

The typical repair shop is busier than ever – but what happens when the going gets rough? Many of today’s shop owners have never experienced a significant economic downturn. Has your shop prepared to weather any storms that are on the horizon, or have you just been keeping up with current demands? During this webinar you’ll hear real shops share a “just in case” safety briefing.

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Don't be afraid to work on battery packs. However, you should be mindful of the potential damage high voltages can cause.

The secret to this job is building the total package that optimizes the chassis, springs and ride control components.

Brake & Front End serves repair shops conducting a high volume of undercar repairs by providing application-specific technical information and solutions to address emerging trends in the undercar repair segment. By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Brake & Front End and the Brake & Front End eNewsletter (twice weekly). Access to digital editions, contests, news, and more are ready for you today!

Brake & Front End serves repair shops conducting a high volume of undercar repairs by providing application-specific technical information and solutions to address emerging trends in the undercar repair segment. By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Brake & Front End and the Brake & Front End eNewsletter (twice weekly). Access to digital editions, contests, news, and more are ready for you today!

Rock Auto's VP of Marketing shares the company's history as a Dot Com and as a player in the automotive aftermarket.

Don’t settle for “almost” - it matters where the engine is manufactured or remanufactured. Sponsored by ACDelco.

GM transmissions and transfer cases are unique to each individual vehicle. This video is sponsored by ACDelco.

Don’t settle for “almost” - it matters where the engine is manufactured or remanufactured. Sponsored by ACDelco.

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The Mustang uses a live rear axle mounted on the vehicle with three links and a Panhard rod.

In 2005, Ford introduced a new Mustang with an all-new platform and clean-sheet design. While the formula of a live axle rear and MacPherson strut front end were the same from the previous model, Ford refined the design. These changes made for a vehicle that is easier to align and diagnose compared to the previous generation. AdvertisementRear Suspension This live axle rear suspension provides the benefits of reduced cost and weight over heavier, more expensive independent rear suspensions.  The Mustang uses a live rear axle mounted on the vehicle with three links and a Panhard rod. None of the angles are adjustable, but this does not mean that this is a “two wheel” alignment. The thrust angle is critical to aligning the front suspension. Also, it is an indication of the health of the bushings in the control arms.  Front Control Arms Mustang makes use of an independent MacPherson-strut  front suspension with reverse “L” lower control arms. On this generation of Mustang, the control and steering arms are designed to deform in the event of contact with a curb or other obstruction. Compare measurements like setback.AdvertisementThe ball joint on these Mustangs is non-serviceable and the entire control arm must be replaced. The ball joint has a deflection limit of 0.3 mm  (0.012”). These loaded ball joints can be tested by pulling up and down on the control arm while the suspension is loaded. If you can feel any movement, chances are the joint is worn out. Control Arm Bushings The front lower control arms also use a “Hydro” or hydraulic rubber bushing in the rear mount. Bushings in the front control arms can change the camber and caster by ± 1.0º or more if they are worn. Visually inspect the bushings, looking for any cracks or separation of the rubber from the shaft and shells.AdvertisementDrivers may comment they hear a grunt, creak or chirp noise while driving over bumps. This is a sign of a bad lower control arm bushing. This noise is different than a noise caused by a worn sway bar or upper strut mount. Strut mounts and sway bars will make a clicking or popping noise on these Mustangs.  Upper Strut Mounts Stock upper strut mounts are non-adjustable, but there are aftermarket strut mounts that are adjustable. Some aftermarket mounts can give an additional ±2.0º of caster or camber. These parts are helpful when aligning vehicles that have been lowered up to 3”.AdvertisementCamber Adjustment – Front If camber adjustment is necessary to resolve an alignment issue, slotting the strut at the lower mounting hole and installing a cam bolt is recommended. This should give ±1.75º of adjustability. Remove the wheel speed sensor bolt and brake line bracket bolt before pulling the strut. Don’t enlarge the holes any more than indicated by the etchings on the strut mount, and clean and paint the exposed metal. The bolts should be tightened to 200 Nm (148 ft/lbs.) after the adjustment is made. Caster Front To adjust front caster, it is necessary to elongate the mounting holes in the front control arm mounting bracket on the subframe. Do not elongate the holes any more than indicated by the etchings on the subframe. This modification will yield about ±1.0º of caster. Tighten the nuts to 175 Nm (129 ft. lbs.). Adjustable upper strut mounts can be used to give ±2.00º of adjustability. But, this requires modification of the strut tower. 

This live axle rear suspension provides the benefits of reduced cost and weight over heavier, more expensive independent rear suspensions. 

The Mustang uses a live rear axle mounted on the vehicle with three links and a Panhard rod. None of the angles are adjustable, but this does not mean that this is a “two wheel” alignment. The thrust angle is critical to aligning the front suspension. Also, it is an indication of the health of the bushings in the control arms. 

Mustang makes use of an independent MacPherson-strut  front suspension with reverse “L” lower control arms. On this generation of Mustang, the control and steering arms are designed to deform in the event of contact with a curb or other obstruction. Compare measurements like setback.

The ball joint on these Mustangs is non-serviceable and the entire control arm must be replaced. The ball joint has a deflection limit of 0.3 mm  (0.012”). These loaded ball joints can be tested by pulling up and down on the control arm while the suspension is loaded. If you can feel any movement, chances are the joint is worn out.

The front lower control arms also use a “Hydro” or hydraulic rubber bushing in the rear mount. Bushings in the front control arms can change the camber and caster by ± 1.0º or more if they are worn. Visually inspect the bushings, looking for any cracks or separation of the rubber from the shaft and shells.

Drivers may comment they hear a grunt, creak or chirp noise while driving over bumps. This is a sign of a bad lower control arm bushing. This noise is different than a noise caused by a worn sway bar or upper strut mount. Strut mounts and sway bars will make a clicking or popping noise on these Mustangs. 

Stock upper strut mounts are non-adjustable, but there are aftermarket strut mounts that are adjustable. Some aftermarket mounts can give an additional ±2.0º of caster or camber. These parts are helpful when aligning vehicles that have been lowered up to 3”.

If camber adjustment is necessary to resolve an alignment issue, slotting the strut at the lower mounting hole and installing a cam bolt is recommended. This should give ±1.75º of adjustability.

Remove the wheel speed sensor bolt and brake line bracket bolt before pulling the strut.

Don’t enlarge the holes any more than indicated by the etchings on the strut mount, and clean and paint the exposed metal. The bolts should be tightened to 200 Nm (148 ft/lbs.) after the adjustment is made.

To adjust front caster, it is necessary to elongate the mounting holes in the front control arm mounting bracket on the subframe. Do not elongate the holes any more than indicated by the etchings on the subframe. This modification will yield about ±1.0º of caster. Tighten the nuts to 175 Nm (129 ft. lbs.). Adjustable upper strut mounts can be used to give ±2.00º of adjustability. But, this requires modification of the strut tower. 

Chassis:  Hydraulic Suspension Bushings

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Chassis:  Automotive Suspensions: Replacing Weak Springs

Chassis:  Mercedes-Benz Air Suspension

Technical Resources for diagnosing and servicing undercar components