Alignment Specs: 2002-2010 Jeep Liberty

Alignment Specs: 2002-2010 Jeep Liberty

The control arms are robust, but the stock ball joints proved to be this vehicle's weak link early in its life.

Article courtesy BRAKE & FRONT END.

Overall, the 2002-2010 Jeep Liberty is an easy vehicle to align, but you do have to pay attention during the initial inspection. Instead of having to install offset ball joints and shims to adjust camber and caster in the 2002-2010 Jeep Liberty, the adjustments are performed with the cam bolts in the lower control arms. The rear is not adjustable. 

Front Suspension

The Liberty’s front suspension uses upper and lower control arms. The replacement of the upper control arms can be tedious and require the removal of the battery tray, power distribution center and other components to get at the passenger-side upper control arm.

The control arms are robust, but the stock ball joints proved to be this vehicle’s weak link early in its life. Jeep issued five recalls concerning ball joint failure for various 2002-2006 models. Most of the recall documents cite corrosion of the joint as the cause of the failure. The culprit was water intrusion, which was often blamed on poor sealing of the boot and/or a missing heat shield on early models that allowed the boot to be degraded.

Rear Suspension

The rear suspension on the Liberty is non-adjustable, and the only specification is for the thrust angle. When taking the initial readings, pay attention to the thrust angle. If the thrust angle is greater than specifications, inspect the rear suspension for damage or worn bushings.

On 2002-2007 models, the single upper control link looks like a boomerang and utilizes a single ball joint mounted to the axle. There should be no play in this joint.

On 2008 and up KK models, Jeep changed the rear suspension to a four-link setup with a lateral link.

Ride Height

Front ride height is defined by the vertical distance between the spindle and the rear pivot point of the front lower control arm bolt. When the car rolls off the line, the two points should parallel, -/+10 mm.

Rear ride height is defined by the vertical distance between the top of the lower spring seat strike surface and the bottom of the jounce cup (true metal-to-metal jounce travel). This is to be measured vertically inside the coil from the point intersecting the inboard edge and the fore/aft center of the jounce cup down to the strike surface. The distance should be 97 mm -/+ 10 mm.

Adjustments

Jeep has gone back and forth on whether or not they should install cams on the lower control arms, but every Liberty has the fences for the cams. Before you quote the price of the alignment, make sure to check for the cams.

Camber and caster angle adjustments involve changing the position of the lower suspension arm cam bolts. Moving the rear position of the cam bolt in or out will change the caster angle significantly and camber angle only slightly. To increase positive caster angle, move the rear position of the cam bolt outward (from the engine). Move the front of the cam bolt inward (toward the engine) slightly until the original camber angle is obtained.

To adjust the camber, move both of the cam bolts together. This will change the camber angle significantly and caster angle slightly. The torque spec for the lower control arm bolts is 125 ft/lbs..

You May Also Like

Wheel Speed Sensors and Bearings

The only way to diagnose the sensor and circuit is with a scan tool or scope. 

When wheel speed sensors (WSS) were first installed on cars and trucks, they were typically mounted on the CV joints or differentials. These sensors were not the most accurate and didn’t start working until the vehicle reached 5 to 7 mph. These are called passive wheel speed sensors. 

As vehicles and ABS systems advanced, the wheel speed sensors moved to the knuckles and wheel bearings. These advanced sensors can detect small amounts of movement in the wheels when the vehicle is barely moving. They are called active sensors. But, with active sensors, the inspection and diagnostic process is more challenging. Why? Because the encoder ring is moved to the wheel bearing inboard seal, and the sensor is moved to the knuckle. The only way to diagnose the sensor and circuit is with a scan tool or scope. 

Threadlocking Compounds For Vehicle Corners

To get the most out of these “liquid” tools, you first need to know how they work.

Check TPMS, Save on Fuel for Your Next Road Trip

Discover the benefits of TPMS for enhancing safety, fuel efficiency and peace of mind during long road trips.

Brake Pad Errors and Mismatches

In order to make the right selection, you must do your homework while still remaining skeptical.

Chassis Parts and Alignment Angles

Knowing why the adjustment is required is critical to performing the total alignment.

Other Posts

Ball Joint Inspection

It’s important to remember not to miss a worn joint. If a ball joint fails, the driver loses control of the vehicle.

Brake Pad Edge Codes – What Can They Tell You?

The “Edge Code” can tell you information about a brake pad’s friction material.

Steering Angle Sensor Service

Ninety percent of the time when a steering angle sensor code is active, it means the sensor needs to be calibrated.

Wheel Bearing Service Tips

When faced with any noise complaint, take the time to test-drive the car.