It's so much nicer driving without the clunk

Thanks for watching. This is a very common issue with these cars

Nice! Great feeling isn't it? Thanks for letting me know what you thought about the video.

🤣😂 thank you!

Moog from Amazon was pretty cheap, I think that is what I have linked in the description

Thanks for watching!🤣

Good info, thank you!

Thank you

Many people including me have mentioned that this doesn't last forever and will need to be changed again in the future.

Once you get it figured out, it's not that bad but chasing down noises can be frustrating. Thanks for watching and commenting

One day or day one, you choose! Thanks for watching and commenting!

Did you also replace the sway bar end links?

…”kinda” time for a new car then lol if your dealing with an 06-2010 lol But I seen some with motor mounts broken.

@@DCAutoEnhancement yes, figured it out just the front control arm

@@kinda4728 thanks for the update!

Just an FYI whenever you hear the clunk sound Just buy the whole suspension kit plus axles and don't forget the control arms and everything else The brakes the rotors tires rims all that stuff not that rims have anything to do with it but also don't forget to get the catch can along with the intake air filter and Make sure you get a mid muffler delete or a whole exhaust system with some great tips exhaust tips and then tent all your windows so that your interior stays intact and the sun doesn't hit it as much

The jack is being placed on a pinch weld where several panels come together. This is where most manuals will tell you to place your factory jack in case of a flat tire so, you may be able to look in your cars manual to find the exact location

Thank you for that information.

@@edwardmissouri2216 it's been a while since I did this job but if you can physically place it like that and the brackets go on, then I don't see any reason you couldn't put the split on the bottom. Your thought makes sense to me.

Midwest. I don't envy anyone that has to work on cars in the east / north east especially. Thanks for watching and commenting!

Possibly the sway bar end links or the sway bar bushings. I noticed something similar and assumed that the rubber softened as I drove a little bit. I don't know it that's possible though

@@DCAutoEnhancement Thanks for your help--much appreciated---as I hit the subscribe button

@@FunkyMarcel no problem, I appreciate it! Good luck to getting rid of front end noises on your car!

Since you mentioned braking, how long since pads and rotors have been change? These cars are notorious for sway bar end links and sway bar bushings going bad.but that shouldn't be noticable under braking

I drive a 2008 Dodge Charger and I’ve been replacing every squeak/ click/ clunk I hear. I’ve replaced so far right and left side brake caliper slide pins and caliper brackets, both front struts, both rear shocks, rear right side control arm and bushings, and last noise I have is this sway bar bushing

Thank you. Sounds like a very useful tip

It will, at least for a little while🤣

I think the links are in the description but I think it was less than $30

Thank you for the tip. I definitely remember reading that and I have done that before. I guess it wasn't on this vehicle or I did it on the other side or I just didn't show it nor explain it. Thank you though for mentioning it Incase someone sees this comment.

Bushings aren't meant to have movement beyond the movement in the rubber flexing when taking turns. Putting lubricant isn't only pointless but is bad for Bushings. If you hear squeaking it's not because your Bushings need lubricant.

Anyone who suggest putting lubricant on Bushings is overthinking things and coming to the wrong conclushing.

⁠​⁠@@d9637you’re drunk. But I’ll come to my own conclushings, thank you vurry, vurry mush. And when you go to the bar will you get me another?

@@d9637yes, and no. On bushings with an inner sleeve there is not supposed to be pivotal movement of the inner sleeve compared to the outer sleeve. The reason is because those positions will see more articulation than some other bushing positions, and such articulation frequency with a moving sleeve within such a stressed and dynamic member would result in excessive friction where the inner sleeve would be pivoting inside of the suspension mounting point, which in turn can erode the meeting surfaces and lead to premature failure, but also cause excessive and unwanted noises, such as squeaking or grinding or rubbing. The movement of the suspension component is allowed by way of the flexibility of the bushing material, the durometer. The outer and inner sleeves are bonded to the bushing material and do not slip against each other, in contrast to what most people, including myself, once thought. This is also why you must not torque those fasteners until the suspension is at it weighted and resting position before torquing. Let’s apply the scenario where the vehicle is on jack stands and the suspension is hanging at full dropped articulation. The bolts and nuts are torqued to spec, thereby holding the inner sleeve in one position, and by association, the outer sleeve. Were a mark be applied to the two sleeves at the 9 o’clock position showing their relative position within the fastened bushing, then the car lowered from the jack stands to full weight bearing position, we would see that the two marks have diverged, with the inner sleeve being crushed by the punting bolt, and the outer sleeve moving with the pivoting component, and even at rest, that mark would probably be near the 11 o’clock position, bringing the bushing material near the point of tearing from within. Regardless of the difference in position and the resulting stress on the bushing material, it is when MORE than average articulation is seen by the suspension components that the material is pushed well past its design limits, and failure occurs over time, with this limit seen hundreds if not thousands of times a day. As we enter a transition of road surface which forces one wheel far up and into the wheel well, that bushing has now been forced to flex far more than perhaps the 7 o’clock position to the 11 o’clock position, it has been stressed by at least a few hours of clock position before additional articulation beyond resting, flat ground ride position. Since the wheels were hanging as far as they can because of other limiting factors when the bushings were fastened to torque spec, let’s say about 7 o’clock position, and now at rest the sleeve is in the 9:30 position or even 10 o’clock, with a DIFFERENCE of two, three hours of position at most, now the bushing is being forced to move much further when the wheel moves further up into the wheel well, with a difference of more like 5 or even almost 5 1/2 hours of position, stressing the bushing material beyond its design limits, and suffering premature damage as a result, if not instant instant failure, all because of improper installation procedure. And how does one torque to spec fasteners which are difficult to reach while the vehicle is resting on the ground? Simple, do that part while the vehicle is raised yet resting on its tires while parked on your $50,000 alignment rack. Yeah, mine comes in handy, if only I knew how to read those lasers and all the buttons and measurements devices, all of which are like a foreign language to me, my alignment rack could really be exploited , possibly even allowing me to align my wheelie parts, and the ride comfort do-dads. But it’s too bad, as I now have tire marks on my rack, and there are unsightly black. marks where the tires go, and it’s just too much discomfort to bear, and I might have to buy another one, hopefully one which isn’t defective, hopefully not made anymore with rubber grabbing surface paint, which was stupid to begin with. So the car ride fine and was quiet for a few weeks, but now it sounds like metal in metal contact, and I can see where chunks of torn rubber have vacated the area between the inner and outer sleeve. Wow. Wish I knew that before spending a $1,000 or more on new parts only to rip them as soon as I dropped the car onto its bad ass new ride on parts and pieces parts. If the bushing sleeves moved, the resulting noises would be only an inconvenience of noises at first, soon becoming an inconvenience of overly dynamic suspension pivot points, resulting in erratic at best and wildly uncontrollable at worst alignment and handling issues, potentially leading to a spot if bother type of fender bender, or the all too inconvenient and less desirable result being death by unmitigated reduction in speed of one’s bodily parts resulting in their own suspension failures at various tendon attachment points, which can itself result in excessive loss of blood, and ultimately, hopefully slowly over an extended period of time, with great anguish and sorrowful groaning and writhing from the pain of seeing your whip dinged up, you let out a final beckoning for the end, calling unto the lord Goathead the Malevolent, to perform his namesake, and bring my end nower rather than laterer, forsaking my allegiance to his dusky lord, preferring the one true lord of the dark underworld of pain, sorrow, and frailty, Buddy, our lord and savior himself, who brings decisive blows to the throat of the unsavory, spittle to the buttocks of the fit and attractive, gyration to the affirmed and tax refund redeemable, and great solace and eternal musing to the tax lien holder who lives with ongoing disgust that the pothole in front of the turn near his house but down the road two miles and on the inside of the turn at Bliss Amiss Drive and Eternal Degradation Court but nowhere near as pitiful as the disgusting affront to human decency found at the base of that crooked telephone pole that looks like it was whittled by drunken mega beavers, once thought extinct but recently spotted near Decadence Forever Circle which starts at Purge and Release Parkway and t-bones into the Cloudferry Expressway, which is neither expressive nor cloudlike, more like a Socialist’s dry rubbed dream cum false, bringing my point about suspension bushings articulation to a triumphant if not unhinged and creatively decadent end of life resting place, among the other bits of rubber chunk, fellow victims of a careless world absent the automotive acumen required of the breathing and gesticulating fleshy bilaterally approximated humanoid within, instead feeding on the squished and discharged detritus under tire, redeeming not sustenance, but remembrance, reflectance, memory not for the high durometer, but for the more articulate yet firm of hand and unwavering of grip, the soft underheavings supporting our lumbering nine bags above, leading the way as a hungry mouse locked in a room entirely of wedding cake, a lustful hunger not finding its full until passing the point of diminishing optimism, settling soon enough for type 2 beaties, gloating in the excesses of successes, the demise of white eyes, and the founding of a new metric of reference against which we might judge self as the richest person ever if by rich we mean unable to find moderation, where moderation is evil and a cursed purgatory for the mere peasant too aspire towards, and end without a point, a point without definition, a descriptive sans adjective, a status having death of place or intent, a corpus domicile of black, grey, blue, orange, cyan, crimson, and red too, and even the more rare hue of true balance in thine soul, full of processed sugar and beef fat and lipids of every conceivable source, complex carbohydrates beyond our scope, rices which aren’t rices and potatoes which are really tomatoes, and where wheat is actually weed, and where blood is wine and Jesus is alright with me, but not you. You. Die. Only tighten pivoting suspension fasteners containing an inner bushing sleeve while vehicle is in resting position on a relatively level surface free of dust or moisture or errant misgivings or cocksure mindset. Arise! Arise oh gods of horsepower and tire smoke, seek ye the kingdom of pushrod V8 configuration and ling duration valve timing and high compression ratio combustion chambers. Salvation belongs to those who treat their cars with love as as self. So shall it be written, so shall it be smitten. Here in my car, I feel safest of all, it’s the only way to live, in cars. Release me, oh imagination so permeating of mine soul. Embrace me, oh I ahi action, so indoctrinating of my mind. Find ease with the pensive meanderings so mundane, for simplicity brigs solace and comfort, albeit short lived, as simplicity and sustenance are rare bedfellows. Even sustainability must be made moderate, as our meat bags full of gristle and fallow find a point of diminishing return upon themselves, where bag and meat have eyes which don’t meet, hands and feet, in concert a descant of sway and surge, modal interpretation besieged by counterpoint and titillating staccato underwritten by a writ of eternal groove punctuated and resolved with a pinch of adagio legato forte, resolving to andante espressivo decrescendo infinitum.

If only

It's a little difficult but you can just a long flat blade screw driver.

It's difficult but, you can use a long flat blade screwdriver to pry it open.

@DC Auto Enhancement Thank you. I think I may also need away bar links but I haven't started yet

@@shellzbk3297 it is possible. When you are doing the bushings, inspect the rubber boots and try to wiggle the end links, if they are loose in the socket (think shoulder socket) then they are bad. You should consider restarting your KZfaq channel, there's room for everyone here. Thanks for watching and asking your question. Feel free to ask more if needed

@@DCAutoEnhancement Thank you. Appreciate your feedback🙂

Sometimes that's the only option. Thanks for watching!

Unfortunately I did have to pay for them, and at least one of them needs replaced again. 🤣