1. SPECIFICATIONS 2. WHEEL ALIGNMENT

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Ursula McDaniel
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1 SPECIFICATIONS Front Suspension Rear Suspension Description Suspension type Spring type Shock absorber type Stabilizer bar type Suspension type Spring type Shock absorber type Stabilizer bar type Specification Double wishbone Coil spring Reciprocating cylindrical type (gas type) Torsion bar type 5link type Coil spring Reciprocating cylindrical type (gas type) Torsion bar type 2. WHEEL ALIGNMENT Front Wheel Alignment TOE Unilateral : 0.10 ± 0.16 Total : 0.20 ± 0.13 Camber 0.5 ± 0.25 Caster 4.6 ± 0.4

2 SYSTEM LAYOUT AND TIGHTENING TORQUE OF FRONT SUSPENSION Front View Upper arm (on knuckle) nut Tightening torque: 140 ~ 160 Nm Upper arm assembly Shock absorber (to yoke) bolt Tightening torque: 125 ~ 145 Nm Coil spring Shock absorber Front axle shaft assembly Stabilizer bar assembly Lower arm assembly Shock absorber yoke Steering gear box assembly Knuckle assembly Lower arm (on knuckle) nut Tightening torque: 140 ~ 160 Nm

3 Top View Stabilizer bar link upper nut Tightening torque: 30 ~ 50 Nm Stabilizer bar link lower nut Tightening torque: 110 ~ 130 Nm Coil spring mounting nut Tightening torque: 60 ~ 80 Nm Upper arm (frame side) bolt/nut Tightening torque: 110 ~ 130 Nm Stabilizer bar clamp bolt Tightening torque: 40 ~ 60 Nm Lower arm (frame side) bolt/nut Tightening torque: 210 ~ 230 Nm Lower arm (shock absorber yoke side) nut Tightening torque: 150 ~ 170 Nm Lower arm (end yoke) bolt Tightening torque: 70 ~ 80 Nm

4 SYSTEM LAYOUT AND TIGHTENING TORQUE OF REAR SUSPENSION Top View Lower arm (link) Stabilizer bar link Stabilizer bar Upper arm (link) Shock absorber Lateral rod Axle housing Coil spring seat (upper side)

441101 087 Lower arm bolt/nut Tightening torque: 150 ~ 180 Nm Stabilizer bar link lower Tightening torque: 60 ~ 80 Nm Upper arm bolt/nut Tightening torque:150~180 Nm Stabilizer bar mounting bracket

5 Lower arm bolt/nut Tightening torque: 150 ~ 180 Nm Stabilizer bar link lower Tightening torque: 60 ~ 80 Nm Upper arm bolt/nut Tightening torque:150~180 Nm Stabilizer bar mounting bracket Tightening torque: 40 ~ 60 Nm Stabilizer bar link upper Tightening torque: 30 ~ 45 Nm Lateral rod Tightening torque: 150 ~ 180 Nm Shock absorber upper bolt/nut Tightening torque: 30 ~ 45 Nm Shock absorber lower bolt/nut Tightening torque: 80 ~ 100 Nm

6 TROUBLESHOOTING Problem Cause Action Vehicle rolling Broken stabilizer bar Faulty shock absorber Loosening mounting Retighten Abnormal noise. Damaged or worn wheel bearing Damaged shock absorber Damaged tire Over inflated tire Adjust pressure Faulty shock absorber Poor riding Loosened wheel nut Tighten as specified torque Bent or broken coil spring Damaged tire Worn bushing Deformed arm assembly Vehicle pulls to one side Worn bushing Bent or broken coil spring Excessive resistance of lower arm ball Hard steering joint Insufficient tire pressure Faulty power steering Unstable steering Worn or loosened lower arm bushing Retighten or replace Vehicle bottoming Worn or broken coil spring Vehicle height lowered Over loaded on the vehicle Defective shock absorber Defective coil spring

7 SUSPENSION The suspension is the device to connect the axle and vehicle. It absorbs the vibrations and impacts from road surface, which enhances the comforts, driving force, braking force and drivability. Under View (4WD, Automatic Transmission) Front suspension Rear suspension

0810 2. FRONT SUSPENSION (DOUBLE WISHBONE) Double wishbone suspension is an independent suspension design using two (occasionally parallel) wishboneshaped arms to locate the wheel.

Double wishbone designs allow the engineer to carefully control the motion of the wheel throughout suspension travel, controlling such parameters as camber angle, caster angle, toe pattern,

The advantage of a double wishbone suspension is that it is fairly easy to work out the effect of moving each joint, so the kinematics of the suspension can be tuned easily and wheel motion

They also provide increasing negative camber gain all the way to full jounce travel unlike the MacPherson strut which provides negative camber gain only at the beginning of jounce travel and

8 FRONT SUSPENSION (DOUBLE WISHBONE) Double wishbone suspension is an independent suspension design using two (occasionally parallel) wishboneshaped arms to locate the wheel. Each wishbone or arm has two mounting points to the chassis and one joint at the knuckle. The shock absorber and coil spring mount to the wishbones to control vertical movement. Double wishbone designs allow the engineer to carefully control the motion of the wheel throughout suspension travel, controlling such parameters as camber angle, caster angle, toe pattern, roll center height, scrub radius, scuff and more. Lower arm Upper arm Shock absorber Stabilizer Advantage 1. The advantage of a double wishbone suspension is that it is fairly easy to work out the effect of moving each joint, so the kinematics of the suspension can be tuned easily and wheel motion can be optimized. 2. It is also easy to work out the loads that different parts will be subjected to which allows more optimized lightweight parts to be designed. 3. They also provide increasing negative camber gain all the way to full jounce travel unlike the MacPherson strut which provides negative camber gain only at the beginning of jounce travel and then reverses into positive camber gain at high jounce amounts. Disadvantage 1. The disadvantage is that it is slightly more complex than other systems like a MacPherson strut. Due to 2. the increased number of components within the suspension setup it takes much longer to service and is heavier than an equivalent MacPherson design.

(5Link) type suspension is the independent

It provides good ride comfort and drivability by

Also, it increases the space for passenger

This type of suspension consists of multiple

9 REAR SUSPENSION (MULTI LINK TYPE) Multilink (5Link) type suspension is the independent suspension. It provides good ride comfort and drivability by reducing the coil spring weight. Also, it increases the space for passenger compartment by lowering the floor. This type of suspension consists of multiple links such as coil spring, shock absorber, upper and lower arms, lateral rod and stabilizer bar. Shock absorber Stabilizer bar Rear coil spring Lower arm Upper arm Lateral rod

10 WHEEL ALIGNMENT The front wheels have specific angle to allow control of the steering wheel with less effort, ensure driving stability, improve steering wheel restoration and steering performance, and minimize the tires wear. 1) Toein The difference of measured distances between the front ends of the tires (A) and the rear ends of the tires (B) along the same axle when viewed the wheels from the top Front TOE Unilateral : 0.10 ± 0.16 Total : 0.20 ± 0.13 When viewed from the top, the distance between the tire centers is smaller in the front than in the rear. Side slip protection Parallel front wheels rotation (straight ahead driving is ensured by toein to prevent the wheels from tilting outwards by the camber while driving) Prevention of uneven (outward) tire wear Prevention of toeout from wearing of steering linkage

441101 0813 2) Camber The angle between the center line of the tire and the vertical line when viewed from the front of the vehicle Camber 0.5 ± 0.

11 ) Camber The angle between the center line of the tire and the vertical line when viewed from the front of the vehicle Camber 0.5 ± 0.25 Positive camber: Top of the tire is tilted outward Advantages: Disadvantages: The axle is not bent when it is loaded. The force required to operate the steering wheel is reduced due to smaller contact area (or load area) of the tire. Restoring force of the steering wheel is gained (when turning the steering wheel, the tire circles and the force to lift the frame is applied. In this case, the shock absorber contracts and the restoration force is applied to the steering wheel.) Cornering force decreases as the positive camber increases when the vehicle makes turn. The hub bearing is worn unevenly if camber is excessive. Zero camber: When the tire center line is perpendicular to the ground level Negative camber Advantages: Disadvantages: Better traction force due to wide load area (applicable for offroad vehicle) Better corner driving when the vehicle makes turn as the cornering force increases (applicable for highspeed F1 vehicle) he axle is easy to be bent or deviated in the negative camber than in the positive camber when load is applied on the axle. Difficult to control due to wide load area.

0814 3) Caster The angle between the vertical line and king pin, which fixes the steering knuckle and front axle, (steering column which connects the top and bottom ball joints in the independent

12 0814 3) Caster The angle between the vertical line and king pin, which fixes the steering knuckle and front axle, (steering column which connects the top and bottom ball joints in the independent axle type) when viewed the tires from the side. Caster 4.6 ± 0.4 Caster: With considering the height difference between the wheel centers of the front and rear wheels. (Under standard condition that the vehicle is on a level ground) Positive caster: Top of the king pin is tilted backward from the vertical line of the wheel center when viewed the tires from the side Advantages: Directional force to go straight (following control) Restoring force of the wheel (restored to the straight ahead direction) Prevention of wheel shimmy (wheels wobble left and right) Negative caster: Top of the king pin is tilted forward from the vertical line of the wheel center when viewed the tires from the side Advantages: Disadvantages: Smaller turning radius Impact from the road is transferred to the steering wheel (steering wheel turns) Poor straightness

1. SPECIFICATIONS 2. WHEEL ALIGNMENT Front Suspension. (gas type) Rear Suspension. (gas type)

1. SPECIFICATIONS 2. WHEEL ALIGNMENT Front Suspension. (gas type) Rear Suspension. (gas type) 441101 053 1. SPECIFICATIONS Front Suspension Rear Suspension Description Suspension type Spring type Shock absorber type Stabilizer bar type Suspension type Spring type Shock absorber type Stabilizer