Fitting caster bolt

[SL350_SWINDON]

Hi guys, just had 4 wheel alignment done and all within mb spec now.

I do have pulling issue to left though, I understand that this is because my caster figures are staggered the wrong way wrong.

I have bought the caster bolt so was going to fit.

Is this as simple a job as it seems?

 

[BlackC55]

No its not.

Its tricky to fit them and you have to get it 100%

 

[wheels-inmotion]

Is it the type of bolt with two groves down it?..... And is the car pulling left, if yes on both counts then your going to need two bolts.

 

[SL350_SWINDON]

Thanks wim, yes the answer both questions is yes. I can't find much documentation on the topic but have been thinking its similar to:



How come I need 2 bolts?

Thanks so much

 

[wheels-inmotion]

Ok here we go...... First up the bolts only offer a fixed amount of adjustment so one bolt won't produce enough geometric energy to stop a pull.

The bolts need to fitted in the track control arms which are longitudinally perpendicular from the lower wishbone and front cross member.

To the tricky part..... Where the control arm meets the front cross member if you remove the OEM bolt and pull the arm down you will see the bushing has four rails, two at the front and two at the rear.

The bushings are deemed as male and the bolts as female of obvious reasons. Here's the bit where you really need to pay attention or wast a lot of time getting now where..... The NSF castor needs to come forward or toward the engine let's say and the OSF castor needs to move toward the boot...... If you face the grooved side of the bolt toward the rear of the NSF bushing rails it will allow the control arm to move forward and the opposite can be said for the OSF control arm.

Problem is your almost fitting these blind hence the reason even MB get it wrong!..... Take your time and once engaged feel resistance up/ down on the adjuster bolt, if up you see the arm move then fine, if down you see the arm move then fine, if it jumps then only one rail is engaged, start over again.

Critical point to note is whilst your tightening the lock nut DO NOT let the bolt turn.

 

[SL350_SWINDON]

Ok here we go...... First up the bolts only offer a fixed amount of adjustment so one bolt won't produce enough geometric energy to stop a pull. The bolts need to fitted in the track control arms which are longitudinally perpendicular from the lower wishbone and front cross member. To the tricky part..... Where the control arm meets the front cross member if you remove the OEM bolt and pull the arm down you will see the bushing has four rails, two at the front and two at the rear. The bushings are deemed as male and the bolts as female of obvious reasons. Here's the bit where you really need to pay attention or wast a lot of time getting now where..... The NSF castor needs to come forward or toward the engine let's say and the OSF castor needs to move toward the boot...... If you face the grooved side of the bolt toward the rear of the NSF bushing rails it will allow the control arm to move forward and the opposite can be said for the OSF control arm. Problem is your almost fitting these blind hence the reason even MB get it wrong!..... Take your time and once engaged feel resistance up/ down on the adjuster bolt, if up you see the arm move then fine, if down you see the arm move then fine, if it jumps then only one rail is engaged, start over again. Critical point to note is whilst your tightening the lock nut DO NOT let the bolt turn.

Excellent post, all is understood there! I understand why you suggested 2 bolts now, 1 for ns and 1 for offside. I will do ns first and then see if I need to do os.

 

[wheels-inmotion]

When you remove the OEM bolt pull the arm down so you have a better idea of the task ahead regarding the bushing rails.

As said your kind of fitting the bolts blind because you need to feed them into an enclosed bushing but as a tip the head of the adjuster bolt has an alignment line on it... It's not a solve all solution but it does instruct you where the female groves are located while the bolt is getting engaged.