The Dodge Caliber was the replacement for the Neon. The Caliber shares the same architecture with the Nitro and Sebring models from the same timeframe. Needless to say, this is a “net build” vehicle with only toe adjustments built into the front and rear suspensions.
There are differences in the caster, camber and toe for the different wheel sizes and options like AWD and the RT package for the 2007-2010 models. Make sure you look at the vehicle before selecting the correct alignment specifications. 2011-2012 models have one specification.
No scan tools or procedures are required to reset the steering position sensor.
The front suspension does not have adjustments for camber and caster built in. You have two options to bring the vehicle within specification.
First, Chrysler recommends shifting the cradle to adjust the camber and caster. But the rear engine mounts are attached to the cradle. If the cradle is shifted too far, you might not be able to insert the bolts for the mounts.
Second, camber can be adjustable with a lower bolt kit for the struts. The kit will only give ±1º of camber. Aftermarket camber adjustment bolts are also available from various manufacturers.
There have been many complaints about lower ball joint failures on the Caliber. Some drivers have experienced catastrophic failure in as little as 40,000 miles. Some have blamed the close proximity of the ball joint to the rotor.
To inspect the ball joint, insert a pry bar between the knuckle and lower control arm, resting it on the lower control arm. Push the knuckle up from the lower control arm. Apply the load until the needle of the dial indicator placed on the ball joint’s stud no longer moves. A good ball joint should have no more than 0.8 mm (0.031 in.) of end play.
The rear toe is adjustable by the toe link and the adjustable cam bolt on the inboard side. Camber can be adjusted with aftermarket rear adjustable-length control arms. These can give ±2.0º of camber.
Chrysler recommends that an alignment should be performed with correctly inflated tires and a full tank of fuel. Failing to do this could lead to false front caster readings.
For the TPMS system to relearn the positions of the sensors or a new sensor, the vehicle must be stationary for more then 20 minutes in order to initiate the learning sequence, then driven continuously for 10 minutes above 15 mph.