Front Suspension & Wheel Alignment: Other Jeep Compass I рестайлинг 2

WARNING

CROSS CAMBER

Cross camber is the difference between left and right camber. To achieve the cross camber reading, subtract the right side camber reading from the left. For example, if the left camber is -0.7° and the right camber is -0.5°, the cross camber would be -0.2° (-0.7 - (-0.5) = -0.7 + 0.5 = -0.2).

Scheme 52

Caster is the forward or rearward tilt of the steering knuckle in reference to the position of the upper and lower ball joints. Caster is measured in degrees of angle relative to a true vertical center line. This line is viewed from the side of the tire and wheel assembly.

1. Forward tilt (upper ball joint ahead of lower) results in a negative caster angle.
2. Rearward tilt (upper ball joint trailing lower) results in a positive caster angle.

Although caster does not affect tire wear, a caster imbalance between the two front wheels may cause the vehicle to lead to the side with the least positive caster.

CROSS CASTER

Cross caster is the difference between left and right caster. To achieve the cross caster reading, subtract the right side caster reading from the left. For example, if the left caster is 2.5° and the right caster is 2.7°, the cross caster would be -0.2° (2.5 - 2.7 = -0.2).

Scheme 53

Toe is the inward or outward angle of the wheels as viewed from above the vehicle.

1. Toe-in (1) is produced when the front edges of the wheels on the same axle are closer together than the rear edges.
2. Toe-out (2) is produced when the front edges of the wheels on the same axle are farther apart than the rear edges.

Toe-in and toe-out can occur at the front wheels and the rear wheels.

Toe is measured in degrees or inches. The measurement identifies the amount that the front of the wheels point inward (toe-in) or outward (toe-out). Toe is measured at the spindle height. Zero toe means the front and rear edges of the wheels on the same axle are equal distant.

Scheme 54

Toe-out on turns (1), sometimes referred to as Ackerman Steering, is the relative positioning of the front wheels while steering through a turn. This compensates for each front wheel's turning radius. As the vehicle encounters a turn, the outboard wheel must travel in a larger radius circle than the inboard wheel. The steering system is designed to make each wheel follow its particular radius circle. To accomplish this, the front wheels must progressively toe outward as the steering is turned from center. This eliminates tire scrubbing and undue tire wear when steering a vehicle through a turn.

DYNAMIC TOE PATTERN

Dynamic toe pattern is the inward and outward toe movement of the front and rear tires through the suspension's jounce and rebound travel. As the vehicle's suspension moves up and down, the toe pattern varies. Toe pattern is critical in controlling the directional stability of the vehicle while in motion. Front and rear dynamic toe pattern is preset by the factory at the time the vehicle is assembled.

It is not necessary to check or adjust front or rear dynamic toe pattern when doing a normal wheel alignment. The only time dynamic toe pattern needs to be checked or adjusted is if the frame of the vehicle has been damaged.

Scheme 55

Steering axis inclination (1) is the angle between a true vertical line starting at the center of the tire at the road contact point and a line drawn through the center of the upper ball joint (or strut) and the lower ball joint. S.A.I. is built into the vehicle and is not an adjustable angle. If S.A.I. is not within specifications, a bent or damaged suspension component may be the cause.

INCLUDED ANGLE (I.A.)

Included angle (3) is the sum of the S.A.I. angle (1) plus or minus the camber angle (2), depending on whether or not the wheel has positive or negative camber. If camber is positive, add the camber angle to the S.A.I angle. If camber is negative, subtract the camber angle from the S.A.I. angle. Included angle is not adjustable, but can be used to diagnose a frame misalignment or bent suspension component (spindle, strut).

Scheme 56

Thrust angle is the averaged direction the rear wheels are pointing in relation to the vehicle's center line. The presence of negative or positive thrust angle causes the rear tires to track improperly to the left or right of the front tires (dog tracking).

1. Negative thrust angle means the rear tires are tracking to the left of the front tires.
2. Positive thrust angle means the rear tires are tracking to the right of the front tires.

Improper tracking can cause undue tire wear, a lead or pull and a crooked steering wheel. Excessive thrust angle can usually be corrected by adjusting the rear wheel toe so that each wheel has one-half of the total toe measurement.

CURB HEIGHT MEASUREMENT

The wheel alignment is to be checked and all alignment adjustments made with the vehicle at its required curb height specification.

Vehicle height is to be checked with the vehicle on a flat, level surface, preferably a vehicle alignment rack. The tires are to be inflated to the recommended pressure. All tires are to be the same size as standard equipment. Vehicle height is checked with the fuel tank full of fuel, and no passenger or luggage compartment load.

Vehicle height is not adjustable. If the measurement is not within specifications, inspect the vehicle for bent or weak suspension components. Compare the parts tag on the suspect coil spring(s) to the parts book and the vehicle sales code, checking for a match. Once removed from the vehicle, compare the coil spring height to a correct new or known good coil spring. The heights should vary if the suspect spring is weak.

Note. Prior to reading the curb height measurement, the front and rear of the vehicle must be jounced to settle the suspension. Induce jounce by pushing down on the center of the bumper (fascia), using care not to damage the vehicle, moving the vehicle up and down, gradually increasing the suspension travel with each stroke. Release the bumper at the bottom of each stroke, repeating this action several times. Perform this to both front and rear suspensions an equal amount of times.

Measure curb height as follows

Scheme 57

Scheme 58

1. Jounce the vehicle. Refer to note above. NOTE: On some vehicles it may be necessary to remove an engine belly pan in order to gain access to the lower control arm pivot bolt.
2. FRONT - On each side of the vehicle, measure the distance (1) from the center of the lower control arm rear (vertical) pivot bolt head to the floor or alignment rack/lift runway surface. It may be necessary to measure to the bottom of a straight edge placed from lift runway to runway to get an accurate measurement.
3. FRONT - Measure and record the distance (3) from the center of the spindle to the same surface or straight edge used to measure from the front pivot bolt.
4. Subtract the pivot bolt height (1) from the spindle height (3) to obtain the curb height value (2). Compare the curb height value (2) to specifications listed in the following CURB HEIGHT SPECIFICATIONS chart. Maximum left-to-right differential is not to exceed 12 mm (0.5 in.).
5. REAR - On each side of the vehicle, measure and record the distance (2) from the center of the outboard trailing arm-to-body mounting bolt (1) to the floor or alignment rack/lift runway surface.
6. REAR - On each side of the vehicle, measure and record the distance (3) from the center of the rear spindle to the same surface that was used to measure to the bolt in the previous step.
7. Subtract the mounting bolt height (1) from the spindle height (3) to obtain the curb height value (2). Compare the curb height value (2) to specifications listed in the following CURB HEIGHT SPECIFICATIONS chart. Maximum left-to-right differential is not to exceed 12 mm (0.5 in.).

REAR CAMBER

Rear camber settings on this vehicle are determined at the time the vehicle is designed, by the location of the vehicle's suspension components. This is referred to as Net Build. The result is no required adjustment of camber after the vehicle is built or when servicing the suspension components. Thus, when performing a wheel alignment, rear camber is not considered an adjustable angle.

FRONT CAMBER AND CASTER

Front camber and caster settings on this vehicle are determined at the time the vehicle is designed, by the location of the vehicle's suspension components. This is referred to as Net Build. The result is no required adjustment of camber and caster after the vehicle is built or when servicing the suspension components. Thus, when performing a wheel alignment, caster and camber are not normally considered adjustable angles but some adjustment can be made. Camber and caster should be checked to ensure they meet vehicle specifications. Refer to WHEEL ALIGNMENT, SPECIFICATIONS .

If individual front camber or caster is found not to meet alignment specifications, each can be adjusted by shifting the crossmember or by using an available service adjustment bolt package. If an adjustment bolt package installation is necessary, inspect the suspension components for any signs of damage or bending first.

REAR TOE

Note. Perform the following at each rear wheel as necessary.

Scheme 59

1. While holding the cam bolt head (3) stationary, loosen the toe link mounting cam bolt nut (1).
2. Rotate the cam bolt head (3) left or right until the rear wheel toe for that rear wheel is set to the preferred specification. Refer to «WHEEL ALIGNMENT, SPECIFICATIONS»(ref-612691-S37673915672014043000000) .
3. While holding the cam bolt head (3) stationary, tighten the toe link mounting cam bolt nut (1) to 35 N.m (26 ft. lbs.).

FRONT TOE

Note. Perform the following at each front wheel as necessary.

Scheme 60

1. Loosen the tie rod adjusting jam nut (1). Grasp the inner tie rod (3) and rotate it one way or the other until the front wheel toe is set to the preferred specification. Refer to «WHEEL ALIGNMENT, SPECIFICATIONS»(ref-612691-S37673915672014043000000) .
2. Tighten the tie rod adjusting jam nut to of 75 N.m (55 ft. lbs.).
3. Make sure the inner tie rod-to-steering gear rubber boot is not twisted.

GAS ENGINE

4X2, 4X4 WITHOUT OFF-ROAD GROUP (AWL), AND EXPORT

4X2, 4X4 WITHOUT OFF-ROAD GROUP (AWL), AND EXPORT

4X4 WITH OFF-ROAD GROUP (AWL)

4X4 WITH OFF-ROAD GROUP (AWL)

DIESEL ENGINE

4X4

4X4

4X2

4X2