Two more words on the building
Suspension and Steering
SHOCKS and C V SHAFTS are both on the fascia. Shocks, struts, CV shafts and a full chassis and steering inspection, plus the lift kits we're an authorised MotoFab dealer for.
What a worn shock costs you at the pedal, not just the ride
A tired shock or strut doesn't just make the ride softer. It changes how much of the tire stays planted on rough pavement, and less contact patch under braking means a longer stopping distance whether the pads are new or not. It also lets the tire bounce instead of track evenly, which is a common cause of cupped, uneven wear across a set that's otherwise been rotated on schedule. We check ride control as part of any brake or tire inspection, because the three systems affect each other more than the parts counter usually explains.
Torn boots and the click on full lock
A torn CV boot lets grease out and grit in, and a joint running dry wears fast once that happens. A click or clunk turning tight, usually on full lock pulling out of a driveway, is the classic sign a CV joint has already started to go. We inspect boots for tears and check for play at every alignment and every oil change, because catching a torn boot early is a boot and a re-pack, and catching it late is the whole shaft.
Bailey's Tire Service, an authorised MotoFab Lifts dealer, alignment done in the same building. Call (985) 876-5082.
Lift kits, spacers and the alignment that follows
We're an authorised MotoFab Lifts dealer, so leveling kits and wheel spacers are fitted here, not sent out. A leveling kit or a spacer changes the suspension geometry the factory alignment was set against, and a truck that leaves without a fresh alignment after the work usually shows it in uneven wear on a new set within a few thousand miles.
That alignment happens on our own Hunter rack, in the same building, the same visit as the lift work. A lot of shops that fit a kit send the truck down the road for the alignment, and that second stop is where the wear starts before the geometry ever gets checked. We don't have that second stop here.
Full chassis and steering inspection is part of any suspension job, not an afterthought. Tie rod ends, control arm bushings and sway bar links all take a beating on Terrebonne Parish roads, and a loose component in that chain shows up as a wander or a clunk long before it fails outright. We check the whole chain, not just the part that brought the truck in.
A leaking shock or strut is easy to spot from underneath but easy to miss from the driver's seat, because the ride can still feel acceptable for a while after one starts weeping oil. Once the seal lets go, the damping on that corner drops off fast, and the tire on that side starts working harder than the other three. We pull the wheels and look at every corner during a suspension inspection, not just the one that prompted the visit.
Steering feel changes gradually enough that most drivers adjust without noticing. Extra play at the wheel, a slight wander at highway speed, or a vibration through the wheel that wasn't there before are all worth a look, and often trace back to a worn tie rod end or a loose steering component rather than the tires themselves. We check play at the wheel and underneath together, because the two don't always agree with each other.