I disagree with your assessment. My truck is 4x2, and as such wouldn't be affected by the different weight loads.

 

Mine does also.This has been a fairly large issue since the 3rd generations came out.Lots of threads on TDR from the begining of 03 about pull to the right.Some fixed with a offset balljoint that was used for a TSB back in 01 or 02.There is not enough caster adjustment.

 

Then you have an alignment problem or tires that "rail" in the grooves in the road, either by tread design or width.

 

Well what ever.But depends on road service if its a hard right or slighly right.But no matter where you put it the TRUCK GOES RIGHT.On some roads its BAD and you better watch your driving or off in the ditch you go.Tires been rotated,alignment checked etc.As I said LOTS of posts on 3rd generations about this from the time they deput.

 

I have seen mine on a alignment machine one of the times it has been in. The machine showed to tops of both front wheels tilted to the passenger side. You cant see it just looking at the front tires, but thats what the machine showed. Camber adjustment I believe? My uneducated guess is a gyroscopic effect of both wheels being tilted to the passenger side pulling the truck to the right. Stempf has come out with an adjustable top ball joint. I think the Stempf joint gives you about 1 1/2 degrees of adjustment. Could affect caster a little too since it is a offset rotating joint, depending on where the camber setting ended up at. Soon as it warms up a little I'm going to put the Stempf joints in. I think this would be a good Saturday project. Hopefully do it in one day.

 

Caster is setup for stearing quality , Caster has NO affect on tire wear. Positive caster on the right wheel will make the vehicle pull left . It has to be countered with equal positive caster on left wheel , to make it steer neutral . More positive caster on left in relation to rt .will make truck pull right. 1/2 degree more positive caster on right in relation to left seting will usually give just enough left pull to counteract road crown. Then you got a noticable left pull if you drive on left side of road.
Camber, If both wheels are tipped to the right on top, this will cause a right pull . That would be discribed as negative camber on left wheel and positive camber on right wheel. camber should be equal at 0 camber to maybe 1/2 degree positive both sides.
I'm quessing on the specks here. I have no idea what the specks are on our cummins trucks.
Camber can cause tire wear. If wheel has too much positive camber it can wear outside of tire.. Too much negative camber wears inside of tire. camber wear will be smooth to the feel.
Toe setting ,Too much toein or toeout will cause ducking and diveing on ripply roads.Truck has tendency to follow one wheel or the other, back and forth.
Toe setting is the biggest tire wearer. to much toein( pidgeontoed) will cause tire wear on outside of tires showing up on OUTSIDE of right ft tire first. Wear will feel scuffed. If bad enough will be on both wheels, with sharp edges on the inside of the tire treads
To much toeout will wear the inside of the tires , showing up on the inside of left tire first. Will feel scuffed to the touch ,if bad enough will wear both tires and sharp edges will be on outside of tire treads.
Tire dishing is bad ballance, loose parts, allowing tire to jump around. Some tread designs allow dishing. This shows up when you got wear on the back of little tread blocks and the front of next little block is ok. Rotation of tires is needed to controle this wear.
Too much positive caster, can cause the famous death wobble, and hard stearing . To much negative caster will allow truck to wander, and will turn too easy.
You cant allways just allign to specks, if you trying to correct a given issue the the allignment teck needs to know what effect each setting does and adjust to fix the problem.
Hope you all got it

 

So WHY IN THE HECK DOES THESE TRUCKS PULL!! In layman terms.A few owners posted on TDR way back when that their dealer used a previous year modles TSB adjustable ball joint and the D.C.Rep in that area approved the repair.It took care of the pull.Supposely two differant joints and depends on where each truck was spec wise on which one to use.

 

Because the caster and camber and toe arnt set right.

 

Some trucks have been bought back because of this.Dealer went through the motions of setting alignment twice on mine.Tire wear has not been a issue.Said it was in specs and no more adjustment left.As I mentioned some had to have a older model adjustable ball joint that corrected them.So what gives?

 

Interesting article about Dodge frontend alignment, albeit a little dated.

http://dodgeram.org/tech/specs/00_steer_specs.html

 

now this is good info
whos got a pen?????????

and whats this adjustable ball joint?
and where do I find it?
got bad pull to the right and no fix

 

Here is a link Stempf

The web site did have it listed as a new item in December, but they have updated with the new product flyer. Phone number 1-800-328-4460. MAKE SURE it is for the 3rd generation truck and not the 2nd generation. They have both. I have got the correct part number but can't find it. I'm waiting for better weather and I will be doing this. If you get this done, let us know!!

 

Some of the old posts on the TDR about this a few dealers used the ball joint for the 2nd genertion trucks and added a boot on the top of it or something to that affect.

 

Larryt is giveing a good refference in his reply. I got to agree with the article. Most all shops have alignment specks on all vehicles . At least they should have with a update each year. One big problem the tech nows how to check and change. but doesnnt understand what each setting does. So they check and if its in specks he lets it go . If theres a problem, be it tire wear or pulling or shimmy or bounce, he has no idea whats causeing , or affects it.