Posted by jose bagge on September 24, 2009 at 18:45:17 from (12.161.55.61):
In Reply to: ball joints posted by Ben Rauls on September 24, 2009 at 09:04:27:
the cat-and-mouse game with ball joint play is what's acceptable for alignment wear vs what's acceptable for state safety inspection. From an alignment and tire standpoint, any balljoint movement that would create alignment change outside of spec ( usually manifested in camber change) would be a reason to call the part- but safety inspection is notoriously lenient on ball joint movement. Chevy trucks are notorious for LBJ movement- and in some books don't even have a spec. Some ball joints are "indicator ball joints" and wear can be determined by the height of the grease zerk in the ball joint assembly. Others have a movement spec and need to be checked with a dial indicator, BUT ONLY AFTER THE VEHICLE IS PROPERLY SUSPENDED. For example, vehicles suspended by coil spring on the lower control arms should be suspended by the frame rail- the LBJ is designed to operate in tension and exhibits excessive up and down otherwise. On a vehicle with the spring on the upper control arm (Ford, AMC, strut equipped cars), you support the vehicle by the control arm when checking- the LBJ is designed to operate in compression and their should be minimal movement. Good quality ball joints (ex MOOG Problem solvers) will have a spring in them which takes up wear. Crappie ball joints (ie ford oe and cheap chinese) will be rubber filled and as the rubber deteriorates the movement gets out of control. A lot of "ball joint issues" called on modern cars are really sealed wheel bearing issues....also upper strut mounts. the art of checking front end parts has gone all to heck with the new alignment equipment that compensates caster without having to lift and rotate wheels- many "modern" alignment techs don't even get tires off the rack to align these days, and don't even check parts.
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