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Bent control arms

14K views 55 replies 19 participants last post by  warzim 
#1 ·
I don't know if you have ever had this problem, but I just came back from the local Jeep dealer where my TH awaits about almost $1800 in repairs. It seems that possibly my off-road excursions have resulted in some "problems" under the vehicle.

I noticed recently that my steering wheel was off-center by about 10° to the left. I dropped the car off at my local private mechanic to get it repositioned and was told when I went to pick it up that 1) he hadn't fixed it and 2) I needed to contact my insurance company. It seems that the rear wheels were both out of kilter so that the tops of the wheels were a couple inches closer together than the bottoms. That is when it was on the ground, on a lift the effect was more pronounced. Don, the shop owner, suggested that I take the TH to the local dealer as they would have both expertise and access to Jeep parts to fix it.

At the dealer they found a number of things wrong. Both L & R control arms were bent, there is a minor leak around the center drive shaft (warranty item) and there is a dent in the exhaust pipe where it is unprotected coming down from the manifold. The dent reduces the exhaust diameter by almost half. Whatever is causing the steering wheel to be offset is unknown but they guess it will be fixed with a four wheel alignment after the rear end is repaired. Oh, also the oil pan is dented adjacent to the drain plug and will also need repair at next oil change.

Total estimate from York Chrysler Jeep for repairs is $1780. I called USAA insurance and have filed a claim but I have no idea if they will cover it as a "comprehensive claim" rather than an "accident" since there was no other vehicle involved. I haven't been off-road since the Lake Pleasant to Crown King run back in November and have since put about 2500 miles on the car, including a 1,000 mile round trip to San Diego, so I have no idea when/where such damage could have occurred. I never noticed the wheel problem until Don pointed it out to me even though I have checked tire air pressure a couple times, especially before the SD trip.

I wanted to let you know so that you could keep an eye on your TH's undercarriage and wheel alignment. I searched the forum but couldn't find any similar damage topics.

Great vehicle, goes anywhere but eventually lives up to the name JEEP for Just Empty Every Pocket.

Has anyone else had similar problems? The control arms are the only real exposed part of the undercarriage and take off-road rock hits all the time, but I can't imagine them getting hit and bent without immediate problems nor can I see how I wouldn't feel (not hear, as I'm really impaired in that respect) a more recent shock in the past 2500 miles since off-roading in November
 

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#33 ·
LOWER CONTROL ARMS TRASHED--- AGAIN!
It seems that I have a penchant for damaging lower control arms. Yes, I did it again. I guess those "challenging" trails are going to be my downfall. Since my Trailhawk is coming up on the three year mark I thought it might be a good idea to have the undercarriage inspected before the original factory warranty expires. Despite the fact that I didn't notice anything significant in the vehicle ride or handling on the street, my mechanic went nuts when he saw that the right rear control arm is severely bent and the left is bent just a little. So for the second time in six months I'm facing a close to $1K repair cost just replacing the LCAs. The mechanic's opinion is that if I really want to do serious off-roading that I should get a Wrangler or a Rubicon. He is of the opinion that Trailhawks aren't for real serious trekking. I have been thinking along the lines of "since I spend the vast majority of my time on the street as a daily driver, my ride should be a comfortable and sophisticated Trailhawk." In reality, the mechanic is right... if I ma going to do a lot of off-road I really should put my money into a Wrangler rather than constantly repairing my Trailhawk. BUT I don't want to give up the major advantages just in the off-road arena of the Cherokee powertrain. I've shown Wrangler drivers time and again that I can actually have more success in some rock/sand/hill situations than a Wrangler.
Has anyone else had this problem, I mean deciding whether or not to give up the Trailhawk for a Wrangler or Rubicon? What decisions did you make? Help me out here, I am really not wanting to give up my TH as a regular driver but can't afford and have no place to put a third vehicle. If I want to continue off-roading then I really can't afford not to go to a Wrangler type vehicle. Decisions, decisions!
 
#34 ·
What about switching it up and going to a Grand Cherokee TrailHawk. Heavier vehicle, better engine options and a whole lot more accessory options. Downside is, it's larger and a whole lot more expensive.


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#35 ·
@warzim

Can you share pictures of the damage? It's not at all that I don't believe you, but we have hit several rocks with ours and only suffered flesh wounds. It sounds like you need to slow down or get a spotter more than a new ride (joking here)...

We have a heavily modified Rubicon (Wrangler) and I honestly think it travels as good as our KL. The only real downside is the noise of the exhaust and tires. While our JKU isn't a daily driver, I wouldn't hesitate in doing so with it. After all, we regularly travel states away, wheel, and drive it home.

On a serious note... speed kills, even in a Wrangler type Jeep, there are weakness that you will find that prompt modifications. Many that cost as much or more than the replacement of the arms. So, having said that... If you are happy with your KL keep it. They all cost money when you trail ride. At least that's my $0.02

.
 
#36 ·
Oh, I will add that we have knocked our alignment out on the rear. In fact, after trail guiding all weekend at Bantam our alignment is visibly out in the rear and it was pretty easy trail riding. This said, It just seems to be a adjustment thing and hasn't been a need to replace arms.

I wonder if your dealer sees a few dings and dents and immediately things they are damaged beyond repair or adjustment.
 
#37 ·
I'd say you need a locked up straight axel wrangler0:)
 
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#38 ·
In response to the first few comments today, I flat out can't afford a Grand Cherokee and it wouldn't really suit my off-roading needs as well as my Cherokee. My need there is more toughness and ground clearance with less susceptibility to damage to the lower control arms. I missed the opportunity to photograph the damage when it was on the lift this morning. I don't think I'll be able to get back over to the shop before they have it fixed but will try to take/post pictures of the damaged LCAs after they are replaced.

As far as speed goes, I'm not a fast driver on dirt. I keep up with the rest of the group but frequently find that the whole group spreads out to accommodate the vehicles taking their time. What's the hurry?

I like the Wrangler and would be happy with it except as a daily driver since I have grown accustomed to the comfort, quiet and features of the Cherokee. The JK might have too short of a wheelbase and lack of storage for me and the JKU just seems like driving a tank. I know, I'm never satisfied. The KL Trailhawk suits me fine but as rugged as the trails are here in Arizona the rocks are costing me a fortune in repairs. I've thought about maybe returning to a Subaru, either a Forester or Outback and just giving up on off-road but I enjoy it too much and would miss all the friends I've met in the back country. Also, I'm old school and can't quite buy into a CVT yet.
 
#40 ·
Warzim,
You must be running some sweet trails up there! You've seen some of the stuff I do with ours, and I haven't had any issues at all. And our LCA's look beat up, scratched, dinged... etc. But are holding alignment just fine.

The next trip you do up there, shoot me a PM or email. I'd love to join you. Always looking for some challenges.
 
#41 ·
No doubt there is some element of truth in what Rojhan says but I don't think I abused the vehicle by doing the off-road stuff that it is advertised for. That only some "Arizona Pinstriping" and the usual dings and dents in the skidplates and rock rails are evidence of my off-road adventures other than the damaged lower control arms makes me think that maybe they are a weak point in the design rather than any over enthusiastic driving.

The TH certainly handles all the trails in a very surefooted manner such that it seems to impress all the Wrangler, Rubicon and misc. other vehicle owners in my 4x4 club, yet it is the only one that has recurring damage to a specific part. I'm not an engineer but I wonder if Jeep could redesign or protect the part so it is not so vulnerable to damage? I am considering giving up serious off-roading in the face of the expenses of replacing the control arms but I really enjoy the sport and don't want to do that. My taking the Trailhawk out in the wild has certainly been good publicity for Jeep in the off-road community and my quitting because of a repeated part failure isn't necessarily going to encourage other potential KL Trailhawk buyers.

I would plead my case to Jeep but trying to identify anyone in that corporation who might be interested is a challenge beyond my abilities.
 
#44 ·
Does anyone know what the part number for the TH rear lower control arm is? The part number I find is 5090041AF. But that appears to be the aluminum one that is used on non-THs.
Your part number seems to be correct, where are you getting that it's AL?

@warzim

You might want to make this repair yourself.... as you can see the arms are only $162 and an alignment shouldn't run you more than a C-Note....
 

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#46 ·
The Lower Control Arms that I've had replaced twice now were both from MOPAR on part number 5090041AF. The were sourced from York Jeep in Prescott, AZ at $262.20 each. Later, unfortunately, I found them at MYMOPARPART.COM for $165.60 each under the same part number. Good luck.

By the way, they are either made from some sort of high strength aluminum or a stainless steel allow as they are non-magnetic. I'd suspect the aluminum due to the weight.
 
#50 ·
I've only been out twice since the Lake Pleasant to Crown King run in November. The first was from Chino Valley via Perkinsville Road to the Verde Valley Railroad tracks north of Clarkdale but the power line road segment of that was a killer, maybe a 6 of 10. The second trip was last week from 89A south of Sedona up and over Casner Mountain on FR 525 and 538. Again, some killer segments on the hills.

Looking at the damage to the LCAs I doubt if any lift would have helped at all unless it somehow allowed much bigger tires as I have as big as will fit on there now, Toyo Open Country A/T in LT 245/70R17.
 
#51 ·
My most difficult run was Ajax/Woodpecker mine trail.
Rated 4 out of 5. I broke one of my motor mounts on it. And definitely banged up the LCA's quite a bit.
But again, no real damage to them. I did have to buy the motor mount myself :(

Popular hard-core 4x4 route.

Very difficult hard-core 4x4 route. Trail follows extremely rocky wash bottom, then cuts across higher ground past Woodpecker Mine and Ajax Mine, then goes down another wash bottom. Open to ATVs and UTVs, but it's a real challenge. Open all year except a few weeks a year when military training exercises are in progress. Dates of closure are posted at the main entrance at Cottonwood Canyon Road and Mineral Mountain Road. The area is closed if red flags are flying. A State Trust Land Permit is required to ride in this area. Call 602-364-2753 for details.

Rating:

Difficult. Large boulders and solid rock obstacles. Squeeze through narrow rock openings. Lockers and very high ground clearance required. Worst obstacles can be bypassed. Flash floods possible.
 
#52 ·
My most difficult run was Ajax/Woodpecker mine trail.

Rated 4 out of 5. I broke one of my motor mounts on it. And definitely banged up the LCA's quite a bit.

But again, no real damage to them. I did have to buy the motor mount myself :(





I just had all 3 replaced on my Cherokee. Motormounts that is.


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#54 ·
I got a couple snaps of the right side Lower Control Arm today. I couldn't get any decent pictures of the left side as the damage was not as severe and didn't show up. As you can see, the LCA really got clobbered and threw the alignment out of whack.

The rear wheels show problems in camber but you can't see it in the photos. With any luck I should get teh TH back in driving condition by Monday or Tuesday. Then all I have to do is not screw it up again.
 

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#55 ·
That looks like you are taking a lateral hit or massive compression. That's not "hitting a rock".
 
#56 ·
I agree that it doesn't look like a direct strike but possibly a side slide off a rock into or onto another one. I have no idea when or where it happened. On my last run I only heard one heavy "klunk" and I thought that was a strike on the rock rail. When I checked the undercarriage while airing back up at the end of the ride I didn't see any leaks or anything hanging and drove home. At freeway speeds the vehicle seemed to handle normally.
 
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