DESCRIPTION
The knuckle (3) is a single casting with legs machined for attachment to the front strut assembly on the top and steering linkage on the trailing end. A ball joint is located on the bottom of the knuckle which attaches to the lower control arm. The knuckle also has two machined, drilled legs on the leading end casting to support and align the front disc brake caliper adapter.
The knuckle supports the hub and bearing (1). A shield (not shown in figure) is fastened to the knuckle.
A Macpherson type design strut assembly is used in place of the traditional front suspension upper control arm and upper ball joint. The bottom of the strut mounts directly to the steering knuckle using two attaching bolts and nuts going through the strut clevis bracket and knuckle. The top of the strut mounts directly to the strut tower of the vehicle using the three threaded studs on the strut assembly's upper mount.
Scheme 10
The strut assembly includes the following components
- Upper mount (2)
- Bearing and upper spring seat (3)
- Upper spring isolator (4)
- Dust shield (5)
- Jounce bumper (6)
- Coil spring (7)
- Lower spring isolator (8)
- Strut (damper) (9)
Each component is serviced by removing the strut assembly from the vehicle and disassembling it.
Coil springs are rated separately for each corner or side of the vehicle depending on optional equipment and type of vehicle service. If a coil spring requires replacement, be sure that it is replaced with a spring meeting the correct load rating for the vehicle and its specific options.
OPERATION
The strut assembly cushions the ride of the vehicle, controlling vibration, jounce and rebound of the suspension.
The coil spring controls ride quality and maintains proper ride height.
The spring isolators isolate the coil spring at the top and bottom from coming into metal-to-metal contact with the upper mounting seat and the strut.
The jounce bumper limits suspension travel and metal-to-metal contact under full jounce condition.
The strut dampens jounce and rebound motions of the coil spring and suspension.
The rear wheel bearing and wheel mounting hub used on this vehicle are a one-piece sealed unit or hub and bearing assembly. It is permanently lubricated when assembled and is sealed for life. There is no periodic lubrication or maintenance recommended for these units.
Scheme 11
The hub and bearing (5) is mounted to the rear knuckle (8).
All vehicles have a magnetic encoder integrated into the right rear hub and bearing for speed sense. Vehicles equipped with antilock brakes have a magnetic encoder integrated into both rear hub and bearings. The encoder works with the rear wheel speed sensors to provide wheel speed signal. The sensor mounts by screw to the rear of the front-wheel-drive hub and bearing while the sensor clips to the rear of the all-wheel-drive hub and bearing.
The only serviceable components of the hub and bearing are the wheel mounting studs pressed into the hub.
A coil-over shock absorber assembly supports each side of the vehicle. The bottom of the shock assembly mounts to the lower control arm. The top of the shock assembly mounts to the body.
Scheme 12
The shock assembly includes the following major components
- Upper bushing (3)
- Upper mounting bracket (4)
- Sleeve (5)
- Lower bushing (6)
- Jounce bumper (8)
- Dust shield (9)
- Upper spring isolator (10)
- Coil spring (11)
- Lower spring isolator (12)
- Shock absorber (damper) (13)
Each component is serviced by removing the shock assembly from the vehicle and disassembling it.
Coil springs are rated separately for each corner or side of the vehicle depending on optional equipment and type of vehicle service. If a coil spring requires replacement, be sure that it is replaced with a spring meeting the correct load rating for the vehicle and its specific options.
Vehicle wheel alignment is the positioning of all interrelated front and rear suspension angles. These angles affect the handling and steering of the vehicle when it is in motion. Proper wheel alignment is essential for efficient steering, good directional stability, and proper tire wear.
The method of checking a vehicle's front and rear wheel alignment varies depending on the manufacturer and type of equipment used. The manufacturer's instructions should always be followed to ensure accuracy of the alignment, except when DaimlerChrysler Corporation's wheel alignment specifications differ.
On this vehicle, the suspension angles that can be adjusted are as follows
Front
- Camber (with cradle shift or service adjustment bolt package)
- Caster (limited adjustment with cradle shift)
- Toe
Rear
- Toe
Check the wheel alignment and make all wheel alignment adjustments with the vehicle standing at its proper curb height specification. Curb height is the normal riding height of the vehicle. It is measured from a certain point on the vehicle to the ground or a designated area while the vehicle is sitting on a flat, level surface. Refer to CURB HEIGHT MEASUREMENT for additional information.
Typical wheel alignment angles and measurements are described in the following paragraphs.
Scheme 13
| 1 - WHEELS TILTED OUT AT TOP |
|---|
| 2 - WHEELS TILTED IN AT TOP |
Camber is the inward or outward tilt of the top of the tire and wheel assembly. Inward tilt (2) is known as negative camber. Outward tilt (1) is known as positive camber. Camber is measured in degrees of angle relative to a true vertical line. Camber is a tire wearing angle.
- Excessive negative camber will cause tread wear at the inside of the tire.
- Excessive positive camber will cause tread wear on the outside of the tire.