[Jim]

I believe you can adjust both caster and toe-in on a soid axle coach. Camber adjustment requires the bending of the axle, something not likely going to happen.

The coach should have a 3 axle alignment. I believe the caster angle makes a big difference in the way the coach will steer and track. Generally speaking however before any attempt to align the coach is made the technician will do a detailed inspection of the components and insure there are no worn or damaged parts.

[Andy]

Your best bet would be Prevost.

[Archived]

Any good OTR truck shop should be able to help you. All class 8 trucks have three axles and a straight front axle.

[Jerry]

For what it’s worth,when I first got my coach I drove it home 1300 miles

Never driving one, I thought I had to steer it more than I should have to

Or was it the wind? Anyhow after that I checked the tow on it and it was towed out

a frekcle,so I towed it in 1/4 inch. Night and day difference!! No more steering down the road

Prevost calls for 3/16. However since then I have replaced the tires and had the three axle

alignment set the tow to 3/16. I’m sure I will leave it at spec but I think a1/4 inch may seemed a

little better. Probably not great for long tire wear,but mine would age out first.

[Dick]

We bought our 1999 Liberty XLV in May of 2014. Right from the beginning I was always working the steering wheel. I suspected that the steering box was a little loose (what did I know). Left to right, right to left, over and over again.

While at Jeff Rowe’s in January of 2015 we ran into longtime, multi-Prevost owner/operator Peter Campbell who at the time was working on his appreticeship under Jeff. I mentioned the handling to Peter and Jeff and Peter immediately said we needed a three axles alignment and the ONLY place to have that done was Prevost. He said under NO circumstances should we even think about taking it to a “truck shop” … and I think Peter’s family is in the truck shop business.

Since we were going to Florida I made arrangements with Prevost-Jacksonville for the work. We arrived Sunday night for our Monday appointment, set up in their campground, and at the appointed time on Monday morning the tech arrived at the door to take the coach in. I followed it. The tech put the coach up on a chassis lift (not wheel lifts like Jeff has, but infloor hydraulic cylinders). First thing he did was check the play of the front end and announced that the tie-rods were loose and said, “Often a coach of this age and miles has loose tie-rods which is why I had the parts set out on the floor before we brought the coach in.” He said aligning the three axles with tie-rods even a tiny amount loose is a waste of money. He changed them out.

Then he set up the laser alignment system and explained to me what he was doing. I told him my theory on the steering box, he said “remotely possible but unlikely … we’ll know in a few minutes.” Once he had the alignment system all set up and he showed me that the drive axle was WAY out of alignment. Passenger side too far forward. He said it had one of the largest stack of shims on the right side he’d ever seen. I asked if it came from the factory like the and he said he’d never seen that many shims on a factory alignment in his career and said it was most likely done in the field by someone didn’t do a very good job.

His assessment made sense. The drive axle was acting like the rear end of race car set up for left hand turns, driving the coach to left. I’d correct to the right, relax, and the drive axles drove the coach to the left again. Over and over and over again.

He showed me on the screen what is within “factory spec”, explained how the coaches are aligned at the factory when the rear axles are installed, and then proceeded to align all three axles as perfectly as possible. The tech shared with me that he has been able to improve the alignment of virtually factory new coaches in a handful of instances.

There were four other M/H coaches in at the same time ours was (plus Roger Penske’s personal “NASCAR” coach down from NC) and three of us ended up with all new shocks … I opted for Koni’s on the front and OEMs on the rear and the think the other two coaches got Koni’s all around). Once one of us started taking shocks, the rest got the new shock disease.

We left on I think Wednesday morning after waiting for a part that didn’t arrive (boot on top of a front spindle … $10 part that they didn’t have in stock which I found awfully weird). As soon as I got out on the Interstate headed north I realized our money had been very well spent … no more fighting the steering wheel. The coach tracked very, very straight. HUGE improvement over what it had been.

So I learned two things:

1. If a Prevost just doesn’t seem to handle right … take it Prevost and have it aligned.

2. Peter Campbell really knows what he is talking about!

[Philip]

[Art]

Assuming no issues like worn parts that need to be replaced, $600 to $700.

[Jim]

I had my coach aligned at Prevost Nashville a month ago. Indeed, the alignment was about $700. However, before doing the alignment, Prevost first goes through a checklist of other functions in the underbelly to make sure the coach is sound. They found a bunch of 12 year old parts that were worn and needed replacing including my brakes. They showed me each part, explained what was wrong, and requested approval before they did the work. I gladly paid the $4,500 for my $700 alignment knowing I have a much safer coach now.

[Archived]

I’ve had my IFS coach aligned twice (don’t ask). Very happy with the job I got from Nashville.

[Charles]

Jimmy I just took mine into Prevost FT Worth for an alignment which ended up with me having my front end rebuilt. New control arms, tie rods everything, and as you said, it drives better and is safer.

[Dave]

I had the 3 axle done at Nashville. It made a huge difference in mine.