2020 Jeep Gladiator — Wheel Alignment Specifications

Quick reference

Important: Exact specification values vary by trim, axle/tire package, and VIN. Always verify the current Mopar (FCA/Stellantis) service information for your specific vehicle before adjusting. The Gladiator (JT) has a solid front and solid rear axle; many angles are for measurement/diagnosis only and are not factory-adjustable.

Adjustability

The 2020 Jeep Gladiator (JT) uses solid axles front and rear with five‑link coil suspension. From the factory:

• Front toe: Adjustable via the tie‑rod adjuster. This is the only routine front wheel alignment adjustment.
• Front camber: Not factory‑adjustable. Camber is set by the axle C‑knuckles and ball joint stack-up. If camber is out of spec, inspect for bent axle Cs/tubes, worn or shifted ball joints, or impact damage.
• Front caster: Not factory‑adjustable. Caster is defined by front control arm lengths and axle position. After ride-height changes (lift/level kits), caster commonly moves out of spec and must be corrected with longer/adjustable arms or cam kits (aftermarket).
• Steering Axis Inclination (SAI): Measured for diagnostic purposes only; not adjustable. Out-of-spec SAI usually indicates bent knuckles or axle ends.
• Rear camber and toe: Not adjustable on the solid rear axle. If readings are out of spec, suspect housing damage or bushing/control arm issues. Thrust angle is a derived value; with a healthy axle and centered track bar it should be near 0°.

Recommended adjustment hardware

When readings are out of OEM spec and no collision damage is found, or when correcting geometry after a suspension lift/level, these solutions are commonly used on the JT platform:

• Adjustable front lower control arms: Used to increase/decrease caster to bring it into the OEM range after ride-height changes and to improve return-to-center. Many reputable brands offer arms with bonded rubber or spherical joints.
• Adjustable front upper control arms: Paired with adjustable lowers, they allow fine caster and pinion-angle tuning while keeping driveshaft angles in check.
• Front lower control arm cam kits or slotted axle brackets: Some aftermarket cam bolt kits allow a small caster/camber change by slotting the axle-side LCA brackets and installing eccentric cams. Use only high-quality kits and follow torque/slotting instructions precisely.
• Adjustable front track bar: Centers the front axle under the frame after a lift, which can reduce steering wheel off‑center and help thrust/SAI symmetry.
• Adjustable rear track bar: Centers the rear axle; helps correct thrust angle when ride height is changed.

Note: The factory service manual does not provide procedures to adjust front camber or caster using OEM parts. Any change to those angles is considered a repair or aftermarket modification and must be performed with appropriate hardware and safety practices.

Symptoms of bad alignment

• Feathered tread blocks across both front tires: Usually excessive toe-in or toe-out. You’ll feel a roughness when you run your hand across the tread one direction.
• Inside or outside shoulder wear on a single front tire: Camber out of spec on that side or a bent component. On a JT, also check ball joints and knuckle/axle C integrity.
• Vehicle pulls or wanders: Low/uneven caster, radial tire pull, or brake drag. After a lift, insufficient positive caster is a common cause of wander.
• Off‑center steering wheel on a straight road: Front toe set with the wheel not centered, or axle not centered by the track bar after suspension changes.
• Dog‑tracking (rear of vehicle seems to drift sideways): Thrust angle not near 0°, often from a shifted rear axle (track bar/bushings) or damage to the rear housing/links.

When to align

• After installing tires, wheels, or any steering/suspension parts (tie‑rod/drag link, ball joints, control arms, track bars, springs, shocks).
• After any lift, level, or ride-height change.
• After a curb/pothole/obstacle impact, or off‑road incident.
• If you notice new pull, wander, off‑center wheel, or abnormal tire wear.
• As preventative maintenance: check at least annually or every 12,000–15,000 miles, especially if driven off‑road.

Typical alignment cost

• Standard 4‑wheel alignment check/adjust (toe and steering wheel center only): Typically $100–$170 in most markets.
• With additional aftermarket adjustments (adjustable control arms/track bars) or seized hardware: $150–$250+ depending on labor time.
• Post‑collision or after major suspension modifications that require iterative road testing and pinion/caster tuning may be billed at shop rate by the hour.

Because caster and camber are not factory-adjustable on the Gladiator, shops will focus on getting front toe and steering wheel center within OEM spec, verifying SAI/camber/caster are within the published ranges, and documenting any non-adjustable angles that are out of range so underlying causes can be addressed.

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