Death Wobble
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Death Wobble
Before the flames start, I have read other posts regarding this, BUT they were all pretty messy.
I have a fairly severe case of the wobble, and I have my plan sorted out on how to get rid of it. I just wanted to see if there is anything else that yall can think of that I should do.
2005 F250SD 6.0L FX4 Package --> aka horrible shocks
My Parts List
That's my plan for now, unless anyone thinks that I should get anything else also.
Now I'm off to work, and I have duty today so I won't be able to answer any questions yall might have for me until tomorrow evening.
I have a fairly severe case of the wobble, and I have my plan sorted out on how to get rid of it. I just wanted to see if there is anything else that yall can think of that I should do.
2005 F250SD 6.0L FX4 Package --> aka horrible shocks
My Parts List
- WC Trackbar
- Bilstein Shocks All Around
- New Bushings For Entire Front End
- Adjust Camber From Factory Settings
- Dual Steering Stabilizer
That's my plan for now, unless anyone thinks that I should get anything else also.
Now I'm off to work, and I have duty today so I won't be able to answer any questions yall might have for me until tomorrow evening.
Last edited by Drake430; Oct 8, 2012 at 04:34 AM. Reason: added item
Cargo Master
Joined: Jun 2011
Posts: 2,272
Likes: 208
From: Cincy area
Replacing all of that better fix it. It's mostly parts that wear out anyway, but I wouldn't count on it being a perfect fix. It seems like there are many causes and solutions out there with no absolute fix for every situation. If there were, it would be well known and there would be no conversation about it.
I got death wobble once, it was on the highway at 65 MPH during a turn. I had to slow down to 35 MPH before the shaking would stop. Luckily there was noone behind me. The front end alway felt bouncy stock. I got new wheels and tires and havent had the death wobble since. The front seems to bounce alot less now as well. Maybe the smaller stock wheels and tires are just too light for the suspension?
Take my comment for what its worth.
Please be sure to post your results.
I got death wobble once, it was on the highway at 65 MPH during a turn. I had to slow down to 35 MPH before the shaking would stop. Luckily there was noone behind me. The front end alway felt bouncy stock. I got new wheels and tires and havent had the death wobble since. The front seems to bounce alot less now as well. Maybe the smaller stock wheels and tires are just too light for the suspension?
Take my comment for what its worth.
Please be sure to post your results.
Fleet Mechanic
Joined: Nov 2011
Posts: 1,825
Likes: 43
From: Land of Taxes
Quad Racer… you make an interesting observation about unsprung weight. I have not heard anyone mention that one before. I wonder if you’re on to something. These 250s do behave differently when loaded down for sure. Mine rides real nice with 4 people verses one.<O
</O
When I look at the stock 265/16s they look small. I almost can’t wait until they wear out so I can step up to 305s /18 or so. I do know mine sometimes feels like it’s on the verge of “wobble” going around a sweeping overpass with bumps. Mines got 56K on Ford issued parts. I will be installing Bilsteins 5100s soon.<O</O
I have a 95 Jeep GC with one size over stock tires on stock rims. It did the death wobble at highway speeds going straight over the expansion joints on the NYS thruway. I drove this thing for 150K before experiencing this. Prior the problem I completely rebushed the front end and installed all new tie rods, both hubs etc…all new up front. I also replaced the stock stabilizer. Fortunately I kept the original stabilizer. I reinstalled it and problem solved. The aftermarket- no-name, I'm sure made in china, was junk. I later installed a Rancho single stabilizer. All’s good so far as my Kid is still driving it with 217K. So I believe if all the suspension parts are known to be good it has to be bad stabilizers, bad alignment/wrong settings and the tire /wheel combo’s thus unsprung weight, or a combo of any of these.<O</O
I wonder does anyone with significantly larger tire/rim combos experience the wobble????<O</O
</OWhen I look at the stock 265/16s they look small. I almost can’t wait until they wear out so I can step up to 305s /18 or so. I do know mine sometimes feels like it’s on the verge of “wobble” going around a sweeping overpass with bumps. Mines got 56K on Ford issued parts. I will be installing Bilsteins 5100s soon.<O
</OI have a 95 Jeep GC with one size over stock tires on stock rims. It did the death wobble at highway speeds going straight over the expansion joints on the NYS thruway. I drove this thing for 150K before experiencing this. Prior the problem I completely rebushed the front end and installed all new tie rods, both hubs etc…all new up front. I also replaced the stock stabilizer. Fortunately I kept the original stabilizer. I reinstalled it and problem solved. The aftermarket- no-name, I'm sure made in china, was junk. I later installed a Rancho single stabilizer. All’s good so far as my Kid is still driving it with 217K. So I believe if all the suspension parts are known to be good it has to be bad stabilizers, bad alignment/wrong settings and the tire /wheel combo’s thus unsprung weight, or a combo of any of these.<O
</OI wonder does anyone with significantly larger tire/rim combos experience the wobble????<O
</O
Last edited by droldsmorland; Oct 8, 2012 at 12:38 PM. Reason: MS word doesnt play nicely with this site when I copy/paste from a word doc.
Posting Guru
Joined: Oct 2012
Posts: 1,777
Likes: 4
From: Des Moines, IA
From what I have seen with this issue across any make is that usually you find it after installing oversized wheels and tires and the steering stabilizer can't handle it. Generally any upgraded steering stabilizer solves the issue, otherwise it can also be because your tires are worn badly or just worn out. Seems like most of the time those are usually the culprits, but if you have worn out shocks it can cause the issue as well. It seems to be good practice to replace all 4 shocks and the steering stabilizer at the same time.
Fleet Mechanic
Joined: Nov 2011
Posts: 1,825
Likes: 43
From: Land of Taxes
From what I have seen with this issue across any make is that usually you find it after installing oversized wheels and tires and the steering stabilizer can't handle it. Generally any upgraded steering stabilizer solves the issue, otherwise it can also be because your tires are worn badly or just worn out. Seems like most of the time those are usually the culprits, but if you have worn out shocks it can cause the issue as well. It seems to be good practice to replace all 4 shocks and the steering stabilizer at the same time.
</O
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I recommend you follow the TSB,and not just the first part about the tire pressure (although that is important).
https://www.ford-trucks.com/tsb/full...p?tsb=06-22-14
TSB
06-22-14
STEERING WHEEL OSCILLATION
Publication Date: October 25, 2006
FORD:
2005-2007 F-Super Duty
This article supersedes TSB 06-15-1 to update the service labor operations.
ISSUE:
Some 2005-2007 F-Super Duty vehicles may exhibit steering wheel oscillation (back and forth motion), immediately following front or rear wheel impacts (i.e. pavement joints, frost heaves, rough roads, etc.). Steering wheel motion is typically in the range of ± 5 degrees, and typically dampens out in fewer than five oscillations. This condition occurs mostly on 4X4 vehicles, and is more evident on trucks equipped with a gas engine.
ACTION:
Refer to the following Service Procedure to minimize the steering wheel oscillations on impacts, however, there may be some remaining minor oscillation which would be considered normal.
SERVICE PROCEDURE SUMMARY
Set tire pressure and road test vehicle to evaluate vehicle before proceeding with further repairs. If issue is resolved, do not proceed with the rest of this TSB
If concern still exists, check steering damper for leaks; torque steering and suspension fasteners per Workshop Manual
If concern still exists, check front alignment and reduce front caster
Replacement of redundant control steering wheel (if equipped and vehicle built prior to 10/8/2004)
VEHICLE INSPECTION - TIRE PRESSURE
Set tire pressures as indicated on the vehicle label (located on driver's door label).
NOTE: SETTING TIRE PRESSURE TO DOOR SPECIFICATION IS ONE OF THE SINGLE MOST IMPORTANT MEASURES IN RESOLVING THIS ISSUE. LOWERING TIRE PRESSURE WILL MAKE THIS ISSUE WORSE.
ROAD TEST
Ask customer what type of road surface and speed generates the steering wheel oscillation.
Road test vehicle on similar road surface and speed, to gain a feel for the customer's issue.
If no issues are identified during the road test, do not proceed with the rest of this TSB.
STEERING DAMPER INSPECTION AND STEERING/SUSPENSION FASTENER TORQUE CHECK
Wipe down and inspect the steering damper. Turn the steering wheel from lock to lock several times to cycle the steering damper and inspect for leaks.
If leaks are present, install a new steering damper.
Check torques on the following steering and suspension fasteners and adjust to specification as required (see following Table).
Torque Specification
Description Lb-ft Nm
Damper nuts (4X2) 59 80
Damper-to-bracket (F-250, F-350 4X4) 26 35
Damper-to-drag link 67 91
Drag link-to-pitman arm nut 148 201
Inner tie-rod end nuts 85 115
Outer tie-rod end nuts 85 115
Track bar bracket-to-frame nuts and bolts 129 175
Track bar-to-track bar bracket bolt 406 550
Track bar-to-axle nut 185 250
Radius arm to axle bolts 222 300
Radius arm to bracket nut 222 300
NOTE: ADJUSTING TORQUE ON STEERING AND SUSPENSION FASTENERS IS VERY IMPORTANT IN RESOLVING THIS ISSUE. FASTENERS THAT ARE IMPROPERLY TORQUED WILL MAKE THIS ISSUE WORSE.
FRONT WHEEL ALIGNMENT AND REDUCE FRONT CASTER
NOTE: OSCILLATION ISSUES RESOLVED BY WHEEL ALIGNMENT ARE WARRANTED FOR 12/12 ONLY, REGARDLESS OF OTHER STEPS PERFORMED.
Measure wheel alignment. Verify that Front Caster, Camber, and Total Toe are within specification. Adjust as required. Refer to the Workshop Manual, Section 204-00 for complete alignment specifications.
REDUCE FRONT CASTER
Note the current front caster
Use alignment adjustment bushings to reduce front caster by 0.5 to 0.75 degrees. The caster setting may be at the lower end of the specification as long as the vehicle drives smoothly. Do not put caster setting below the lower specification limit. Use alignment adjustment bushings
F-250/350 4X4:
5C3Z-3B440-CCC (0.5 degree bushing)
5C3Z-3B440-DDD (0.75 degree bushing)
5C3Z-3B440-EEE (1.0 degree bushing)
F-450/550 4X4 and 4X2:
5C3Z-3B440-HHH (0.5 degree bushing)
5C3Z-3B440-JJJ (0.75 degree bushing)
5C3Z-3B440-KKK (1.0 degree bushing)
F-250/350 4X2:
5C3Z-3B440-C (0.5 degree busing)
5C3Z-3B440-D (0.75 degree bushing)
5C3Z-3B440-E (1.0 degree bushing)
For All 4X4 and for F-450/550 4X2:
Rotate the alignment adjustment bushing so that the bushing hole is in the 45 degree forward and inboard position (See Figure 1)
Figure 1 - Article 06-22-14
This should lower the caster, while keeping the camber within the specification range. If the camber is not in the specification range than rotate the alignment adjustment bushing as needed
The final caster and camber settings must be within the specification limits
Maintain the current front camber, cross-camber and cross-caster settings as close as you possibly can
Adding weight behind the rear axle lowers the rear of the vehicle, which decreases the frame angle, which in effect increases caster
For All F-250/350 4X2:
Observe the camber position of the alignment bushing that is currently in the truck and attempt to maintain that position while moving the caster position forward in the truck
The final caster and camber settings must be within the specification limits
NOTE: CASTER SETTING IS VERY IMPORTANT IN RESOLVING THIS ISSUE. INCREASING THE CASTER SETTING WILL MAKE THIS ISSUE WORSE.
REPLACEMENT OF REDUNDANT CONTROL STEERING WHEEL - Vehicles Built Prior To 10/8/2004 Only
NOTE: THE REPLACEMENT STEERING WHEEL WILL CONTAIN THE REDUNDANT CONTROLS.
Remove driver air bag assembly. Refer to Workshop Manual, Section 211-04 for complete instructions.
Remove the steering wheel.
Install new steering wheel.
Reinstall driver air bag assembly.
Re-set clear vision as required.
NOTE: FOR ADDITIONAL INFORMATION, PLEASE REFER TO SECTION 211-04 OF THE WORKSHOP MANUAL FOR COMPLETE REMOVAL AND INSTALLATION PROCEDURES FOR THE STEERING COLUMN.
https://www.ford-trucks.com/tsb/full...p?tsb=06-22-14
TSB
06-22-14
STEERING WHEEL OSCILLATION
Publication Date: October 25, 2006
FORD:
2005-2007 F-Super Duty
This article supersedes TSB 06-15-1 to update the service labor operations.
ISSUE:
Some 2005-2007 F-Super Duty vehicles may exhibit steering wheel oscillation (back and forth motion), immediately following front or rear wheel impacts (i.e. pavement joints, frost heaves, rough roads, etc.). Steering wheel motion is typically in the range of ± 5 degrees, and typically dampens out in fewer than five oscillations. This condition occurs mostly on 4X4 vehicles, and is more evident on trucks equipped with a gas engine.
ACTION:
Refer to the following Service Procedure to minimize the steering wheel oscillations on impacts, however, there may be some remaining minor oscillation which would be considered normal.
SERVICE PROCEDURE SUMMARY
Set tire pressure and road test vehicle to evaluate vehicle before proceeding with further repairs. If issue is resolved, do not proceed with the rest of this TSB
If concern still exists, check steering damper for leaks; torque steering and suspension fasteners per Workshop Manual
If concern still exists, check front alignment and reduce front caster
Replacement of redundant control steering wheel (if equipped and vehicle built prior to 10/8/2004)
VEHICLE INSPECTION - TIRE PRESSURE
Set tire pressures as indicated on the vehicle label (located on driver's door label).
NOTE: SETTING TIRE PRESSURE TO DOOR SPECIFICATION IS ONE OF THE SINGLE MOST IMPORTANT MEASURES IN RESOLVING THIS ISSUE. LOWERING TIRE PRESSURE WILL MAKE THIS ISSUE WORSE.
ROAD TEST
Ask customer what type of road surface and speed generates the steering wheel oscillation.
Road test vehicle on similar road surface and speed, to gain a feel for the customer's issue.
If no issues are identified during the road test, do not proceed with the rest of this TSB.
STEERING DAMPER INSPECTION AND STEERING/SUSPENSION FASTENER TORQUE CHECK
Wipe down and inspect the steering damper. Turn the steering wheel from lock to lock several times to cycle the steering damper and inspect for leaks.
If leaks are present, install a new steering damper.
Check torques on the following steering and suspension fasteners and adjust to specification as required (see following Table).
Torque Specification
Description Lb-ft Nm
Damper nuts (4X2) 59 80
Damper-to-bracket (F-250, F-350 4X4) 26 35
Damper-to-drag link 67 91
Drag link-to-pitman arm nut 148 201
Inner tie-rod end nuts 85 115
Outer tie-rod end nuts 85 115
Track bar bracket-to-frame nuts and bolts 129 175
Track bar-to-track bar bracket bolt 406 550
Track bar-to-axle nut 185 250
Radius arm to axle bolts 222 300
Radius arm to bracket nut 222 300
NOTE: ADJUSTING TORQUE ON STEERING AND SUSPENSION FASTENERS IS VERY IMPORTANT IN RESOLVING THIS ISSUE. FASTENERS THAT ARE IMPROPERLY TORQUED WILL MAKE THIS ISSUE WORSE.
FRONT WHEEL ALIGNMENT AND REDUCE FRONT CASTER
NOTE: OSCILLATION ISSUES RESOLVED BY WHEEL ALIGNMENT ARE WARRANTED FOR 12/12 ONLY, REGARDLESS OF OTHER STEPS PERFORMED.
Measure wheel alignment. Verify that Front Caster, Camber, and Total Toe are within specification. Adjust as required. Refer to the Workshop Manual, Section 204-00 for complete alignment specifications.
REDUCE FRONT CASTER
Note the current front caster
Use alignment adjustment bushings to reduce front caster by 0.5 to 0.75 degrees. The caster setting may be at the lower end of the specification as long as the vehicle drives smoothly. Do not put caster setting below the lower specification limit. Use alignment adjustment bushings
F-250/350 4X4:
5C3Z-3B440-CCC (0.5 degree bushing)
5C3Z-3B440-DDD (0.75 degree bushing)
5C3Z-3B440-EEE (1.0 degree bushing)
F-450/550 4X4 and 4X2:
5C3Z-3B440-HHH (0.5 degree bushing)
5C3Z-3B440-JJJ (0.75 degree bushing)
5C3Z-3B440-KKK (1.0 degree bushing)
F-250/350 4X2:
5C3Z-3B440-C (0.5 degree busing)
5C3Z-3B440-D (0.75 degree bushing)
5C3Z-3B440-E (1.0 degree bushing)
For All 4X4 and for F-450/550 4X2:
Rotate the alignment adjustment bushing so that the bushing hole is in the 45 degree forward and inboard position (See Figure 1)
Figure 1 - Article 06-22-14
This should lower the caster, while keeping the camber within the specification range. If the camber is not in the specification range than rotate the alignment adjustment bushing as needed
The final caster and camber settings must be within the specification limits
Maintain the current front camber, cross-camber and cross-caster settings as close as you possibly can
Adding weight behind the rear axle lowers the rear of the vehicle, which decreases the frame angle, which in effect increases caster
For All F-250/350 4X2:
Observe the camber position of the alignment bushing that is currently in the truck and attempt to maintain that position while moving the caster position forward in the truck
The final caster and camber settings must be within the specification limits
NOTE: CASTER SETTING IS VERY IMPORTANT IN RESOLVING THIS ISSUE. INCREASING THE CASTER SETTING WILL MAKE THIS ISSUE WORSE.
REPLACEMENT OF REDUNDANT CONTROL STEERING WHEEL - Vehicles Built Prior To 10/8/2004 Only
NOTE: THE REPLACEMENT STEERING WHEEL WILL CONTAIN THE REDUNDANT CONTROLS.
Remove driver air bag assembly. Refer to Workshop Manual, Section 211-04 for complete instructions.
Remove the steering wheel.
Install new steering wheel.
Reinstall driver air bag assembly.
Re-set clear vision as required.
NOTE: FOR ADDITIONAL INFORMATION, PLEASE REFER TO SECTION 211-04 OF THE WORKSHOP MANUAL FOR COMPLETE REMOVAL AND INSTALLATION PROCEDURES FOR THE STEERING COLUMN.
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