Vibration transmission system can be difficult to diagnose because you can not get in the car and see what is happening while driving down the road at 60 MPH. If you've read my first article on the three types of vibration of propulsion, has a pretty good way to shorten the list of possibilities depending on whether the vibration is engine speed related, related to vehicle speed, or in connection with engine load. Here are some other considerations to take into account in the diagnosis of a classic car vibration.
The first thing to consider is the current situation in general. If it is a new construction that has never been run before, then everything is suspect. You can have total faith in the engine builder, but could one of his tools out of calibration? The engine is supposed to be balanced on the outside, and he ordered the wheel well, but actually received one for an internally balanced engine? Are your motor shaft angles out of spec? Could you have faulty pinion bearings and axle, an inclined axis, deformed wheel or a tire out of balance? Is your exhaust to touch the body or some other component at any time? Are all the screws on the suspension, body to frame bolts, nuts, and address linkages / bolts tight?
If this is a modified car, there are many more things to think about. If you have a 1968 Camaro (My Favorite Year! ) With a total cost involved frontal, a late model engine homemade LS3 engine mount towers, transmission Keisler, a Currie 9 “rear and Detroit speed rear spring and download package, there a number of different opportunities for inconsistency, not to mention the fact that the car is nearly 40 years of age and the tolerances of production at that time were much “looser” than they are now. Aftermarket companies often design their pieces to fit a car completely stock, and parts usually fit a car unmodified otherwise very good. When you start to combine spare parts from different manufacturers sometimes have problems. The front of the aftermarket may be designed to enhance the capacity of the curves changes a bit of geometry that the transmission system aftermarket also changes due to interference with the transmission tunnel, and then the back of The company also has a few liberties with his design for the rear end adjustment of several different vehicles, and the company modified the rear suspension geometry for maximum traction in endurance racing. Each part by itself works fine with the car of another idea, but when combined can destroy a car where the transmission touches the body and shaft angles are unacceptable. Of course, this is not always the case, but if you run into a problem of vibration in a heavily modified car, you need to consider this possibility.
If this is a recent restoration that was free of vibrations, then the first glimpse of all that has changed and the relationship of all components have with other systems in the car. If you only changed a Ford 9 “on the back of his Chevy, the rear can be fine, but might have altered the driveshaft angles. An acceptable angle just before might be a bit beyond the current limit setting vibration.
Sometimes you have to “think outside the box.” Once corrected a “vibration” in two years, 25,000 miles Buick LeSabre that had a complaint of vibration from the first day. Has been to three different dealerships, where they had rebalanced and replaced the wheels and tires on several occasions, had several alignments of wheels, and even had the shocks and struts replaced. I realized in a unit of the vibration test was only on the wheel. I could sit in the seats, armrests or dashboard, or view mirrors. I took it to the store and ran over some speed bumps at 10 MPH to see what happened, and the steering wheel moved about three inches up and down! I was a service writer at the time, and all technicians refused to believe that the steering column may detach from the factory, so none of them work on it. I searched the board and found that two of the four screws holding the steering column to the screenplay were about three laps shy of being even stronger finger! He had come that way from the factory, and none of the technicians had earlier taken the time to pay attention to what was actually happening with the car. Tighten the screws loose and I had a customer for life! Sometimes you have to open your mind a bit, all assumptions and throw out the window.
The conclusion is to take your time and consider all possibilities. To assess the overall situation, driving the car, and think about what is happening. Do not make any assumptions, and realize that aftermarket parts from different reputable companies are not always designed to work with each other. Have an open mind, and with patience any vibration problem can be diagnosed and corrected.
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