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Front Suspension and Steering Linkage Contents

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Front Suspension and Steering Linkage Contents A GROUP 2 FRONT SUSPENSION AND STEERING LINKAGE CONTENTS Page Page LOWER BALL JOINTS 12 TORSION BAR 5 LOWER CONTROL ARM AND SHAFT .... 9 TORSION BAR RUBBER ISOLATOR LOWER CONTROL ARM STRUT 12 (Imperial) 6 PRE-ALIGNMENT INSPECTION UPPER BALL JOINTS .................. 15 Height Adjustment ., 4 UPPER CONTROL ARM 13 RUBBER ISOLATED FRONT WHEEL ALIGNMENT CROSSMEMBER (Imperial) 17 Camber 3 SPECIFICATIONS 17 Caster .. 3 STEERING KNUCKLES 6 Steering Axis Inclination .............. 4 STEERING LINKAGE 7 Toe-in ..... .............. 3 SWAY BAR 8 Toe-Out .......... 4 TIGHTENING REFERENCE 18 GENERAL INFORMATION The Chrysler front suspension system is basically mental and will not affect front wheel alignment or the same as in previous models, where the torsion bar vehicle stability. rear anchors are integral with the engine rear sup• On Imperial models the lower ball joints are pre• port member. The front anchors are part of the lower loaded (zero axial end play). Therefore, if any axial control arms and provide the means of adjusting the end play (Up and Down movement) is observed the vehicle front height. Compression type lower ball ball joint and lower control arm should be replaced. joints are integral with the steering arm. The lower ball joints on the Imperial will be serv• The Imperial front suspension system is the same iced as a lower control arm and ball joint assembly as the previous years model with a front "K" cross- complete. This is due to the lower ball joint being a member that is isolated from the stub frame by four press in type requiring very high removing and in• large rubber bushing type isolators. The torsion bar stalling forces. rear anchor crossmember is isolated from the stub The ball joints on all model vehicles are of the frame crossmember by two sandwich type rubber in• semi-permanent lubricated type. When lubrication of sulators. The front torsion bar anchors are part of the the ball joints and tie rod end assemblies is required, lower control arms and provide the means of adjust• remove the plugs and install a lubrication fitting. ing the vehicle front height. The upper control arm is After lubricating, reinstall the plugs. mounted on a pivot bar and the front wheel align• Service replacement ball joints are equipped with ment is set by the adjustment of two vertically a "Knock-Off" type lubrication fitting. After lubricat• mounted cam bolts. The sway bar is the link type ing, knock off that portion of the fitting over which and mounts to the lower control arm and front cross- the lubrication gun was installed. A ball check in• member. stalled in the remaining portion of the fitting pre• The Imperial rubber isolated front suspension vents foreign materials from passing through the system reduces engine and road noises entering the fitting. body structure. The tie rod end seals, ball joint and torsion bar All ball joints and the torsion bars at the front of balloon seals should be inspected for damage at all the rear anchors on all model Chrysler and Imperial oil change periods. vehicles are effectively sealed against road splash by All front suspension points that contain rubber tightly fitted balloon type flexible seals. should be tightened while the suspension is at the The lower hall joints, steering arm assemblies on specified height (see specifications), with full weight Chrysler models should not be replaced for looseness of vehicle on its wheels. if the axial end play (Up and Down movement) is un• Rubber bushings should not be lubricated at any der .070 inch. Looseness of this nature is not detri- time. SERVICE DIAGNOSIS Condition Possible Cause Correction FRONT END NOISE (a) Ball joint needs lubrication. (a) Lubricate ball joint. 2-2 FRONT SUSPENSION Condition Possible Cause Correction (b) Shock absorber inoperative or bush• (b) Replace bushings or shock absorber ings worn or loose shock absorber or tighten shock absorber mounting mounting. nuts. (c) Worn strut bushings. (c) Replace bushing. (d) Loose struts—Lower control arm bolts (d) Tighten all bolts and nuts. and nuts, (Imperial Only). (e) Loose steering gear on frame. (e) Tighten the steering gear mounting bolts. (f) Worn upper control arm bushings. (f) Replace worn bushings. (g) Worn lower control arm shaft bush• (g) Replace worn bushings. ings. (h) Worn upper or lower ball joint. (h) Replace ball joint. (i) Worn tie rod ends. (i) Replace tie rod end. (j) Loose or worn front wheel bearings. (j) Adjust or replace bearings as neces• sary. (k) Steering knuckle arm contacting the (k) Smooth off the contacting area and lu• lower control arm wheel stop. bricate with a water resistant grease. INSTABILITY (a) Low or uneven tire pressure. (a) Inflate tires to correct pressure. (b) Loose wheel bearings. (b) Adjust wheel bearing. (c) Improper steering cross shaft adjust• (c) Adjust steering cross shaft. ment. (d) Steering gear not centered. (d) Adjust steering gear. (e) Worn idler arm bushing. (e) Replace bushing. (f) Loose or excessively worn front strut (f) Replace bushings. bushings. (g) Weak or broken rear spring. (g) Replace spring. (h) Incorrect front wheel alignment. (h) Measure and adjust front wheel align• ment. (i) Shock absorber inoperative. (i) Replace shock absorber. HARD STEERING (a) Ball joints—require lubrication. (a) Lubricate ball joints. (b) Low or uneven tire pressure. (b) Inflate tires to recommended pres• sures. (c) Low power steering fluid level. (c) Fill pump reservoir to correct level. (d) Lack of assist of power steering sys• (d) Inspect, test, and service the power tem. steering pump and gear as required. (e) Incorrect front wheel alignment (par• (e) Replace bent parts and adjust the ticularly caster) resulting from a bent front wheel alignment. control arm, steering knuckle or steer• ing knuckle arm. (f) Steering gear low on lubricant. (f) Fill gear to correct level. (g) Steering gear not adjusted. (g) Adjust steering gear. (h) Idler arm binding. (h) Replace idler arm. CAR PULLS TO (a) Low or uneven tire pressure. (a) Inflate tires to recommended pres• ONE SIDE sure. (b) Front brake dragging. (b) Adjust brakes. (c) Grease, lubricant or brake fluid leak• (c) Replace brake shoe and lining as nec• ing onto brake lining. essary and stop all leaks. (d) Loose or excessively worn strut bush• (d) Tighten or replace strut bushings. ings. (e) Power steering control valve out of (e) Adjust steering gear control valve. adjustment. (f) Incorrect front wheel alignment (par• (f) Adjust front wheel alignment. ticularly camber). (g) Broken or weak rear spring. (g) Replace spring. EXCESSIVE PLAY (a) Worn or loose front wheel bearings. (a) Adjust or replace wheel bearings as IN STEERING necessary. (b) Incorrect steering gear adjustment. (b) Adjust steering gear. (c) Loose steering gear to frame mount• (c) Tighten steering gear to frame bolts. ing bolts. (d) Worn ball joints or tie rod. (d) Replace ball joints or tie rods as nec• essary. (e) Worn steering gear parts. (e) Replace worn steering gear parts and adjust as necessary. (f) Worn upper or lower ball joints. (f) Replace ball joints. A- •FRONT SUSPENSION 2-3 Condition Possible Cause Correction FRONT WHEEL (a) Tire, wheel out of balance. (a) Balance wheel and tire assembly. SHIMMY (b) Uneven tire wear, or excessively worn (b) Rotate or replace tires as necessary. tires. (c) Worn or loose wheel bearings. (c) Replace or adjust wheel bearings as necessary. (d) Worn tie rod ends. (d) Replace tie rod ends. (e) Strut mounting bushings loose or (e) Replace strut mounting bushings. worn. (f) Incorrect front wheel alignment (par• (f) Adjust front wheel alignment. ticularly caster). (g) Worn or loose upper control arm ball (g) Inspect ball joints and replace where joints. required. SERVICE PROCEDURES WHEEL ALIGNMENT Forward tilt of the spindle support arm at the top is negative caster. Backward tilt of the spindle sup• Front wheel alignment is the proper adjustment of port arm at the top from true vertical is positive all the interrelated suspension angles affecting the caster. running and steering of the front wheels of the ve• Camber is the number of degrees the top of the hicle. The importance of wheel alignment and wheel wheel is tilted inward or outward from a true verti• balancing is considered essential in order to maintain cal. Inward tilt of the top of the wheel from true ver• ease of steering, good directional stability and to tical is negative camber. Outward tilt of the wheel at prevent abnormal tire wear. the top is positive camber. Excessive camber is a tire Under every day driving conditions the front wear factor; negative camber causes wear on the wheel alignment angles change and therefore it be• inside of the tire, while positive camber causes wear comes necessary that every vehicle should have an to the outside. alignment check at least once a year. Such an inspec• Toe in is measured in inches and is the distance tion of the front suspension and steering components the leading edges of the tires are closer than the is a preventitive maintenance service and also has a definite bearing on the safe operation of the vehicle. HEIGHT The method of checking front wheel 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 of the specifications as recommended by the Chrysler Motors Corporation should always be used. There are six basic factors which are the foundation TOE-IN to front wheel alignment; height, caster, camber, toe-in, steering axis inclination and toe-out on turns STEERING AXIS INCLINATION (Fig. 1). All are mechanically adjustable except steer• POSITIVE NEGATIVE ing axis inclination and toe-out on turns.
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