Thuren .5'' springs

[OffroadTreks]

Mine is leaning to the drivers. Looked at the cam nuts, one is going forward, the other pointing backward.

.11 Toe!! I've got -0.2 front left & 0.3 front right Camber and get this 4.6 front left and 5.4 front right CASTER!! I'd make them fix it, but F that, I'm going to find a good shop and use Thurens specs.

[Rodeoflyer]

Both at 6 oclock. Exactly the same.

[Rodeoflyer]

I knew these trucks came with some wacky alignment from the dealer/factory one of the first things i checked.+

[Reloaderguy]

A little bow on the passenger side is fine.

When you say bumpsteer are you saying the truck changes directions in bumps or the steering wheel moves side to side but the truck keeps going straight?

[Rodeoflyer]

Both. I'm well versed in bumpsteer . I know where you're going with this.

[olyelr]

I have noticed with my truck during decent sized bumps on the highway at speed, the wheel turns back and forth but the truck keeps going straight. Bump steer?

[Reloaderguy]

I have noticed with my truck during decent sized bumps on the highway at speed, the wheel turns back and forth but the truck keeps going straight. Bump steer?

No, it's just how the linked steering on a solid axle truck works. Bump steer is when the trackbar and draglink travel on different radii so as the suspension cycles the drag link is pulled to one side.

[Rodeoflyer]

Generally, if the​ wheel whips and your head smacks the side window when the truck changes direction it's bumpsteer. If the wheel just whips it's bushing, steering linkage, tires, alignment issues. It can also be affected by swaybar rate and suspension issues. Clear as mud.

Sent from my XT1585 using Tapatalk

[olyelr]

I have noticed with my truck during decent sized bumps on the highway at speed, the wheel turns back and forth but the truck keeps going straight. Bump steer?

No, it's just how the linked steering on a solid axle truck works. Bump steer is when the trackbar and draglink travel on different radii so as the suspension cycles the drag link is pulled to one side.

Im no engineer, but I always thought that if the track bar and drag link were the same length and at the same angle then the wheel wouldnt move at all... no? Arnt they at the same length/angle from the factory?

[olyelr]

Generally, if the​ wheel whips and your head smacks the side window when the truck changes direction it's bumpsteer. If the wheel just whips it's bushing, steering linkage, tires, alignment issues. It can also be affected by swaybar rate and suspension issues.

Sent from my XT1585 using Tapatalk

Its not severe at all. Just something I have noticed.

[Rodeoflyer]

These are large, heavy vehicles with soft bushings. I've noticed it as well. I plan to get a good alignment this week and go from there. I'll definitely post my thoughts after the alignment. From eyeballing it I can tell my caster changed. My tires were closer to the front wheel wells and now they are perfectly centered.

Sent from my XT1585 using Tapatalk

[Reloaderguy]

I have noticed with my truck during decent sized bumps on the highway at speed, the wheel turns back and forth but the truck keeps going straight. Bump steer?

No, it's just how the linked steering on a solid axle truck works. Bump steer is when the trackbar and draglink travel on different radii so as the suspension cycles the drag link is pulled to one side.

Im no engineer, but I always thought that if the track bar and drag link were the same length and at the same angle then the wheel wouldnt move at all... no? Arnt they at the same length/angle from the factory?

If the track bar and drag link are the same length and angle you won't get bumpsteer (from unequal trackbar and drag link). However, when your suspension cycles up the axle moves to the passenger side and now the draglink and trackbar are effectively longer. The steering compensates by turning the wheel slightly.

[RustyPW]

If the track bar and drag link are the same length and angle you won't get bumpsteer (from unequal trackbar and drag link). However, when your suspension cycles up the axle moves to the passenger side and now the draglink and trackbar are effectively longer. The steering compensates by turning the wheel slightly.

Agree! 2X

[olyelr]

Well as the suspension is cycling, weather or not the axle is swinging several inches from one side to the other, if the drag link is the same length and angle as the track bar, why would the steering wheel be moving at all?

[Reloaderguy]

Well as the suspension is cycling, weather or not the axle is swinging several inches from one side to the other, if the drag link is the same length and angle as the track bar, why would the steering wheel be moving at all?

They don't travel on the exact same path and the knuckles move independently of the axle (left to right). The track bar can push the axle to one side or the other, the drag link would move the knuckles. What's greater, the force needed to move the axle or the force needed to turn the steering box?

[Chromolykid]

I consider any movement of the steering wheel during equal suspension cycling to be bumpsteer. Solid axle trucks will always have bumpsteer, it's simple geometry. Learn to anticipate it and all is right in the world. I typically keep a loose grip over known rough spots and let the wheel do it's thing, no point in adding more stress to the bushings and joints if the truck stays straight and comes back to center.

This is where independent fronts have a distinct advantage (high speed oscillations). Especially center pivot A-Arms that can be designed with center-mounted tie rods to have zero bumpsteer with a lot of travel. But the front locker, strength, and simplicity of a solid axle are more appropriate for a PW. Personally I've grown to like the bumpsteer on my truck, it's another form of feedback that lets me know what the truck is doing.

As far as alignments, weight plays a factor. I typically drive my truck alone, with anywhere from 1/2 tank to full, loaded with gear. I align it to drive down the road straight, steering wheel centered, at 3/4 tank, because that's how it will be driven most often. With extra passengers, or less fuel, or more gear, the steering wheel orientation changes. Not a big deal as long as I know why, nothing is coming loose or bent, the suspension is just compressed or decompressed changing the steering angle slightly and inducing a little bumpsteer. Again, a good indicator of what the truck is "feeling" to adapt your driving style to.

[olyelr]

Well as the suspension is cycling, weather or not the axle is swinging several inches from one side to the other, if the drag link is the same length and angle as the track bar, why would the steering wheel be moving at all?

They don't travel on the exact same path and the knuckles move independently of the axle (left to right). The track bar can push the axle to one side or the other, the drag link would move the knuckles. What's greater, the force needed to move the axle or the force needed to turn the steering box?

Ah, yea makes sense. So essentially, no matter how close they are, the track bar/drag link are not perfectly aligned.

[OffroadTreks]

Thuren springs are def stiffer than the PW springs. That's been established. I think the rate is better, however.

[TheDirtRoad]

So did some measurements today, I think my front bumper is weighing things down. I'm 2 inches on that front bump stop right now with the stock setup. See what happens when I add the Thuren 1.5 inch springs tomorrow.

Did you measure to see how much the bumper was weighing it down? I'm considering the .5" springs.