Файл: 92FWD_2.pdf

Throughout this group, references may be made to a particular vehicle by letter or number designation. A chart showing the breakdown of these designations is included in the Introduction section at the front of this Service Manual.

An independent MacPherson Type front suspension is used on these vehicles. Vertical shock absorbing struts attach to the upper fender reinforcement and

the steering knuckle to provide upper steering knuckle position. Lower control arms are attached inboard to a crossmember and outboard to the steering knuckle through a ball joint to provide lower steering knuckle position. During steering maneuvers, the strut (through a pivot bearing in the upper retainer) and the steering knuckle turn as an assembly (Fig. 1).

FRONT SUSPENSION MAJOR COMPONENTS (FIG. 2)

STRUT SUPPORT

The system is supported by coil springs positioned offset around the struts. The springs are contained between an upper seat, located just below the top strut mount assembly (Fig. 2) and a lower spring seat on the strut lower housing.

The top of each strut assembly is bolted to the upper fender reinforcement (shock tower) through a rubber isolated mount.

The bottom attaches to the top of the steering knuckle with two through bolts. On some vehicles, one bolt has an eccentric cam located below the head of the bolt for camber adjustment. On the other vehicles the camber adjustment is done by manually

Ä

moving the steering knuckle within the strut assembly. Caster is a fixed setting on all vehicles and is not adjustable.

STEERING KNUCKLE

The steering knuckle is a single casting with legs machined for attachment to the strut damper, steering linkage, brake adaptor, and lower control arm ball joint. The knuckle also holds the front drive hub bearing. The hub is positioned through the bearing and knuckle, with the constant velocity stub shaft splined through the hub.

LOWER CONTROL ARM

The lower control arm is a steel casting with 2 large spool type rubber pivot bushings. The lower control arm is bolted to the crossmember with pivot bolts through the center of the rubber pivot bushings.

The ball joint is pressed into the control arm and has a non-tapered stud with a notch for clamp bolt clearance. The stud is clamped and locked into the steering knuckle leg with a clamp bolt.

SUSPENSION/DRIVESHAFTS 2 - 3

The lower control arms are inter-connected through a rubber isolated sway bar (Fig. 2).

DRIVESHAFTS

A left and right driveshaft is attached inboard to the transaxle differential side gears, and outboard to the driven wheel hub.

To deliver driving force from the transaxle to the front wheels during turning maneuvers and suspension movement. Both shafts are constructed with constant velocity universal joints at both ends.

Both shafts have a Tripod (sliding) joint at the transaxle end and Rzeppa joints (with splined stub shafts) on the hub ends. Due to the transaxle location the connecting shafts between the C/V joints are of different length and construction. The right shaft is longer and of tubular construction. The left shaft is solid.

WHEEL ALIGNMENT

Front wheel alignment is the proper adjustment of all the interrelated suspension angles affecting the running and steering of the front wheels of the vehicle.

The method of checking front alignment will vary depending on the type of equipment being used. The instructions furnished by the manufacturer of the equipment should always be followed. With the exception that the alignment specifications recommended by Chrysler Corporation be used.

There are six basic factors which are the foundation to front wheel alignment. These are height, caster, camber, toe-in, steering axis inclination and toe-out on turns. Of the six basic factors only camber and toe in are mechanically adjustable (Fig. 1)

CAUTION: Do not attempt to modify any suspension or steering components by heating or bending of the component.

Wheel alignment adjustments and checks should be made in the following sequence.

(1)Camber

(2)Toe

Camber is the number of degrees the top of the wheel is tilted inward or outward from true vertical. Inward tilt is negative camber. Outward tilt is positive camber.

Excessive camber is a tire wear factor: negative camber causes wear on the inside of the tire, while positive camber causes wear to the outside.

Toe is measured in degrees or inches and is the distance the front edges of the tires are closer (or farther apart) than the rear edges. See Front Wheel Drive Specifications for Toe settings.

PRE-ALIGNMENT

Before any attempt is made to change or correct the wheel alignment factors. The following inspection and necessary corrections must be made on those parts which influence the steering of the vehicle.

(1)Check and inflate tires to recommended pressure. All tires should be the same size and in good condition and have approximately the same wear. Note type of tread wear which will aid in diagnosing, see Wheels and Tires, Group 22.

(2)Check front wheel and tire assembly for radial runout.

(3)Inspect lower ball joints and all steering linkage for looseness.

(4)Check for broken or sagged front and rear springs.

Front suspension must only be checked after the vehicle has had the following checked or adjusted. Tires set to recomended pressures, full tank of fuel, no passenger or luggage compartment load and is on a level floor or alignment rack.

Just prior to each alignment reading. The vehicle should be bounced (rear first, then front) by grasping bumper at center and jouncing each end an equal number of times. Always release bumpers at bottom of down cycle.

Ä

WHEEL ALIGNMENT SERVICE PROCEDURE

CAMBER AA, AG, AJ BODIES

(1)Prepare vehicle as described in the PreAlignment procedure.

(2)Loosen cam and knuckle bolts (each side) (Fig.

2).

(3)Rotate cam bolt (Fig. 2) to move top of wheel in or out to specified camber.

(4)Tighten the cam bolts and nuts to 100 NIm (75 ft. lbs.) plus 1/4 turn beyond specified torque.

Fig. 2 Alignment Adjustment Locations

CAMBER AC, AY, AP BODIES

(1)Prepare vehicle as described in the PreAlignment procedure.

(2)Position the vehicle on the alignment equipment and read camber as instructed by equipment manufacturer's procedure.

(3)Using extensions and appropriate tools. Remove the strut assembly to steering knuckle attaching bolts from vehicle (Fig. 2). Replace the original attaching bolts with the bolts provided in the alignment, Cam And Bolt Service Package.

(4)Rotate the alignment adjusting cam bolt, (Fig.

2)to obtain the specified camber setting for the vehicle. See the Specifications Section at the end of this group for the camber setting for the vehicle being serviced.

SUSPENSION/DRIVESHAFTS 2 - 7

(5) Using the appropriate extensions and tools. Carefully reach around the tire and tighten the knuckle bolts enough to hold the camber setting. Finish by tightening the bolts to 100 NIm (75 ft.lbs.) plus 1/4 turn beyond specified torque.

TOE

(1)Prepare vehicle as described in the PreAlignment procedure.

(2)Center steering wheel and hold with steering wheel clamp.

(3)Loosen tie rod locknuts. Rotate rods to align toe to specifications (Fig. 3).

Fig. 3 Front Wheel Toe Adjustment

CAUTION: Do not twist tie rod to steering gear rubber boots during adjustment.

(4)Tighten tie rod locknuts to 75 NIm (55 ft.lbs.) torque.

(5)Adjust steering gear to tie rod boots at tie rod.

(6)Remove steering wheel clamp.

STRUT DAMPER ASSEMBLY

REMOVAL

(1)Loosen wheel nuts.

(2)Raise vehicle, see Hoisting in Lubrication and Maintenance, Group 0.

(3)Remove wheel and tire assembly.

Where service procedure includes assembly of original strut (shock absorber) to original knuckle. Mark cam adjusting bolt (Fig. 1), on AA, AG and AJ bodies only. Mark outline of strut on knuckle as shown in (Fig. 1). on AC, AY, and AP bodies.

(4)Remove cam bolt, knuckle bolt(s), washer plate(s) and brake hose to damper bracket retaining screw (Fig. 1).

(5)Remove strut damper to fender shield mounting nut washer assemblies.