Money can be saved by properly assessing both assemblies before buying unneeded replacement parts. The two kingpins just pictured came off the same axle. When assessing kingpins, it is best to completely disassemble both sides. If the kingpin looks like the one pictured below, it should not require replacement. While a new bushing will allow grease to get to the pitted kingpin face the bushing will be quickly worn out by the sharp edges of the corroded portion. Beware of only replacing the bushing during a rebuild. After the grooves wear out of the plastic bushing, grease is prevented from flowing to the critical portion of this kingpin face, accelerating wear and allowing corrosion pitting. The pitted kingpin pictured above (Spicer Part Number 37302) is a result of lack of grease. The bushing above is in perfect condition, but not for long if the upper kingpin looks like the one pictured below This bushing usually wears on the outboard side, causing the tires to wear on the inboard edge.īelow is an example of a new Spicer kingpin bushing (Spicer Part Number 41886) In the picture below, the grease grooves are worn completely through. The upper bushings are plastic and are indexed in a slot, to keep them from rotating in relation to the steering knuckle. The solution might be as simple as replacing the upper king pin bushing. Also note increased, but even wear on the insides of the tires. If increased vibration and tire noise is noticed, check for chopping or scalloping of the inner treads. This picture reflects proper tire wear: Note the shoulders are on an even plane. This picture above is improper tire wear: Note the uneven shoulders or chop. In a truck with tires inflated to 60 or 80 PSI, it reduces the footprint (road contact surface) of the tire and causes the inside of the tire to wear prematurely. Negative camber can provide some cornering advantages on cars with lower tire pressures. It can often be spotted by simply walking from one side of the truck to the other, while looking at it from the front at some distance. Negative camber is a situation in which the top of the wheel tips in towards the centerline of the vehicle. ![]() The common issue with a Dana sixty is negative camber, and on the higher mileage axles it can be quite obvious. No play can be detected, even after considerable mileage and wear, so there is less incentive for an average owner to look into his steering geometry and replace components causing uneven tire wear. While this is a drivability advantage, it is not an advantage for tire wear. In a Dana 60, heavy internal spring tension keeps everything tight, even as components wear. This allows the steering knuckle to wobble as ball joints wear out, affecting steering heavily over bumps. Dana 44 ball joints are a unitized press-in type with no large tension spring. This eliminates the typical disadvantage posed with light duty ball joints used in the Dana 44. Pictured above, this spring, when bolted down under the upper king pin cap, pulls the lower king pin bearing up against the lower axle tube housing while bearing directly on the upper kingpin bushing.Įven with significant wear, this design allows the system to maintain zero play by forcing the upper bushing farther down on the upper kingpin as it wears. This assembly is tensioned by a heavy spring. The upper king pin is a tapered stud that threads into the upper axle housing with a mating white plastic bushing that rotates with the steering knuckle. The lower king pin on a Dana 60 utilizes a taper bearing with a corresponding race.Īs long as the lower bearing is greased, it will never go bad. ![]() Inspections of axles on plow trucks that have over 250,000 miles on them, show only minor wear in the upper king pin bushing. It is present in both high and low speeds.Mopar Truck Parts :: Dodge Truck Technical InformationĪ Dana 60 front end is a nearly bulletproof design. And yes, it gets louder the harder I brake, especially when going downhill. Is the caliper supposed to sit really tight? It has a tiny little bit of movement when I rock it with my hand.ħ) The noise is present only when brakes are applied. But then, the bracket is fastened to the dust shield, so how could you correct this?Ħ) I think they are fine, the swing arms seem tight. I actually even broke one of them, and had to replace the original bolt with a longer one, but I don't think this is of importance?ĥ) The spacing on each side of the disc is not identical, but it isn't touching the disc. I don't have torque measurement tools, so I just dragged them as hard as I could. But I gathered this is normal because of the "oval hole" in the back of the pad?ģ) I think so. however, the inner pad, the one at the cylinder side, moves a little bit when the wheel is turned backwards and forwards. ![]() 1) Yes I think this is a normal king pin frond end:Ģ) how do you measure this? The pads looks like they fit nice.
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