Chrysler Le Baron, Dodge Dynasty, Plymouth Acclaim. Instruction - page 76
FRONT SUSPENSION
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 up-
per 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 ve-
hicles the camber adjustment is done by manually
moving the steering knuckle within the strut assem-
bly. 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, steer-
ing 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 bush-
ings.
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.
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 suspen-
sion movement. Both shafts are constructed with con-
stant 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 loca-
tion 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.
2 - 2
SUSPENSION AND DRIVESHAFTS
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Fig.
2
Front
Suspension
Components
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SUSPENSION AND DRIVESHAFTS
2 - 3
SUSPENSION/STEERING/DIAGNOSIS FRONT WHEEL DRIVE
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SUSPENSION AND DRIVESHAFTS
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FRONT SUSPENSION SERVICE PROCEDURES
INDEX
page
page
Ball Joints
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Hub and Bearing Assembly
. . . . . . . . . . . . . . . . . 20
Knuckle (Front Suspension)
. . . . . . . . . . . . . . . . . 16
Lower Control Arm
. . . . . . . . . . . . . . . . . . . . . . . 10
Lower Control Arm Pivot Bushings
. . . . . . . . . . . 11
Shock Absorbers (Strut Damper)
. . . . . . . . . . . . . 10
Strut Damper Assembly
. . . . . . . . . . . . . . . . . . . . . 7
Suspension Coil Springs
. . . . . . . . . . . . . . . . . . . . 9
Sway Bar
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Wheel Alignment
. . . . . . . . . . . . . . . . . . . . . . . . . . 5
WHEEL ALIGNMENT
Front wheel alignment is the proper adjustment of
all interrelated front suspension angles. These angles
are what affects 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 ex-
ception that the alignment specifications recom-
mended by Chrysler Corporation be used.
There are six basic factors which are the founda-
tion 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 suspen-
sion 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 posi-
tive 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 far-
ther 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 pres-
sure. 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 link-
age 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 recommended 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.
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SUSPENSION AND DRIVESHAFTS
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