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1. SPECIFICATIONS
Description Specification
Suspension type Double wishbone
2. WHEEL ALIGNMENT
Toe-in 2 ± 2 mm [0~4mm]
LH -0.19° ± 0.25°
Front Camber
Wheel RH -0.29° ± 0.25°
Alignment
LH 4.4° ± 0.4°
Caster
RH 4.5° ± 0.4°
08-4
Shock absorber
▶ Top View
Stabilizer bar
Shock absorber
Lateral rod
Axle housing
Lateral rod
Tightening torque: 150 ~ 180 Nm
5. TROUBLESHOOTING
Problem Cause Action
Broken stabilizer bar Replace
Vehicle rolling
Faulty shock absorber Replace
Loosening mounting Retighten
Damaged or worn wheel bearing Replace
Abnormal noise.
Damaged shock absorber Replace
Damaged tire Replace
Over inflated tire Adjust pressure
Faulty shock absorber Replace
Loosened wheel nut Tighten as specified torque
Poor riding
Bent or broken coil spring Replace
Damaged tire Replace
Worn bushing Replace
Deformed arm assembly Replace
Vehicle pulls to one side Worn bushing Replace
Bent or broken coil spring Replace
Excessive resistance of lower arm Replace
Hard steering ball joint
Insufficient tire pressure Replace
Faulty power steering Replace
Unstable steering Worn or loosened lower arm Retighten or replace
bushing
Vehicle bottoming Worn or broken coil spring Replace
Over loaded on the vehicle -
Vehicle height lowered Defective shock absorber Replace
Defective coil spring Replace
4411-01 08-9
1. 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.
Front suspension
Rear suspension
08-10
▶ 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.
2. Due to the increased number of components within the suspension setup it takes much longer to
service and is heavier than an equivalent MacPherson design.
4411-01 08-11
4. 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) Toe-in
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
▶ When viewed from the top, the distance between the tire centers is smaller in the front than in
the rear.
2) Camber
The angle between the center line of the tire and the vertical line when viewed from the front of
the vehicle
LH -0.19° ± 0.25°
Camber
RH -0.29° ± 0.25°
▶ Zero camber: When the tire center line is perpendicular to the ground level
▶ Negative camber
Advantages: - Better traction force due to wide load area (applicable for off-road vehicle)
- Better corner driving when the vehicle makes turn as the cornering force
Disadvantages: increases (applicable for high-speed 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.
08-14
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.
LH 4.4° ± 0.4°
Caster
RH 4.5° ± 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: - Smaller turning radius
Disadvantages: - Impact from the road is transferred to the steering wheel (steering wheel
turns)
- Poor straightness