MAP - Steering, Suspension, Wheel Alignment, Wheels & Tires Land Rover Range Rover Sport I

STEERING & SUSPENSION SYSTEMS

These materials are confidential and are not to be disclosed to, or utilized by, any individual or entity other than participants of the Motorist Assurance Program (MAP).

The Automotive Maintenance and Repair Association (AMRA) and MAP do not warrant these materials or guarantee their accuracy, and AMRA and MAP assume no liability for errors.

MAP STANDARDS OF SERVICE

MAP developed standards of service for shops to follow in working with customers. Written from the point of view of customers, and for the use of maintenance and repair shops, the standards expand on the ideas and promises established in MAP's Pledge to Customer

I. Our recommendations are based upon the following definitions.

System Failure - Parts/system indicated are out of manufacturers' specifications, have failed or are unable to perform their normal function as intended or designed by the manufacturers. Service/replacement is required.

Preventive/Scheduled Maintenance - Parts/system are scheduled for service/ replacement per industry standards or are near the end of their useful life and repair/ replacement is recommended in advance of parts/system failure. Service/replacement is suggested.

Improved System Performance - Parts/ system indicated are recommended for repair/ replacement to enhance/improve the vehicle's ability to perform as intended or designed by the manufacturer, or as requested by the customer. Service/replacement is suggested.

II. Training/Criteria Our personnel have acquired auto repair expertise through formal education or work experience. Where appropriate, personnel are moving toward certification (e.g. vehicle manufacturer, ASE, etc.) for the services performed. Continuing education will be supported by all MAP participants.

III. Appropriate Company Approved Inspection

We will perform an appropriate inspection based on MAP Uniform Inspection & Communication Standards.

IV. Written Estimates

Written estimates based on our inspection, in compliance with state and local regulations, will include parts (dollar amount), labor (dollar amount), and the total estimate.

V. Work Authorization

No work will be performed without the customer's prior approval.

VI. Limited Warranty

A minimum limited warranty will be offered of 90 days or 4,000 miles, whichever comes first, covering parts and labor.

VII. Returned Parts

All customers will be entitled to the return of old parts, or if they choose, they may examine the parts prior to leaving the store. Where failed parts are required to be returned to the manufacturer in order to honor the warranty, the customer will be allowed to examine the parts.

VIII. Classification of Parts

Replaced parts will be identified as new, remanufactured, rebuilt or used. MAP participants will inform the customer and indicate on the estimate and invoice whether a part is new, remanufactured, rebuilt or used.

THE MAP PROCESS - OVERVIEW

Repair Association, Inc. (AMRA). Participation in the Motorist Assurance Program comes from retailers, suppliers, independent repair facilities, vehicle manufacturers and industry associations.

Our organization's mission is to strengthen the relationship between the consumer and the auto repair industry. We produce materials that give motorists the information and encouragement to take greater responsibility for their vehicles-through proper, manufacturer / recommended maintenance. We encourage participating service and repair shops (including franchisees and dealers) to adopt (1) a Pledge of Assurance to their Customers and (2) the Motorist Assurance Program Standards of Service. All participating service providers have agreed to subscribe to this Pledge and to adhere to the promulgated Standards of Service demonstrating to their customers that they are serious about customer satisfaction.

These Standards of Service require that an inspection of the vehicle's (problem) system be made and the results communicated to the customer according to industry standards. Given that the industry did not have such standards, the Motorist Assurance Program successfully promulgated industry inspection communication standards in 1994-95 for the following systems: Exhaust, Brakes, ABS, Steering and Suspension, Engine Maintenance and Performance, HVAC, Electrical Systems, and Drive Train and Transmissions. Further, revisions to all of these inspection communication standards are continually re-published. Participating shops utilize these Uniform Inspection & Communication Standards as part of the inspection process and for communicating their findings to their customers.

The Motorist Assurance Program continues to work cooperatively and proactively with government agencies and consumer groups toward solutions that both benefit the customer and are mutually acceptable to both regulators and industry. We maintain the belief that industry must retain control over how we conduct our business, and we must be viewed as part of the solution and not part of the problem. Meetings with state and other government officials (and their representatives), concerned with auto repair and/or consumer protection, are conducted. Feedback from these sessions is brought back to the association, and the program adjusted as needed.

We welcome you to join us as we continue our outreach... with your support, both the automotive repair industry and your customers will reap the benefits. Please visit MAP at our Internet site www.motorist.org or contact us at

201 Park Washington Court

Falls Church, Virginia 22046

Tel: (703) 532-2027 * Fax: (202) 318-0378

THE MAP PROCESS - OVERVIEW OF SERVICE REQUIREMENTS AND SUGGESTIONS

It is MAP policy that all exhaust, brake, steering, suspension, wheel alignment, drive-train, engine performance and maintenance, and heating, ventilation and air conditioning, and electrical services be offered and performed under the standards and procedures specified in these sections.

Before any service is performed on a vehicle, an inspection of the appropriate system must be performed. The results of this inspection must be explained to the customer and documented on an inspection form. The condition of the vehicle and its components will indicate what services/part replacements may be "Required" or "Suggested". In addition, suggestions may be made to satisfy the requests expressed by the customer.

When a component is suggested or required to be repaired or replaced, the decision to repair or replace must be made in the customer's best interest, and at his or her choice given the options available.

This section lists the various parts and conditions that indicate a required or suggested service or part replacement. Although this list is extensive, it is not fully inclusive. In addition to this list, a technician may make a suggestion. However, any suggestions must be based on substantial and informed experience or the vehicle manufacturer's recommended service interval and must be documented. However, any suggestions must be documented and must be based on substantial and informed experience or the vehicle manufacturer's recommended service interval. NOTE: Vehicle manufacturer service intervals are often categorized as either Normal or Severe. Frequently, motorists are unaware that their driving patterns and habits meet the criteria for following Severe Service schedules. Severe Service is generally defined as, but not limited to one or more of the following conditions: Driving in stop-and-go traffic; frequent short trips; high-speed driving; extreme temperatures; towing or hauling.

Some conditions indicate that service or part replacement is required because the part in question is no longer providing the function for which it is intended, does not meet a vehicle manufacturer's design specification or is missing.

1. Example: An exhaust pipe has corroded severely and has a hole in it through which exhaust gases are leaking. Replacement of the exhaust pipe in this case is required due to functional failure.
2. Example: A brake rotor has been worn to the point where it measures less than the vehicle manufacturer's discard specifications. Replacement of the rotor is required because it does not meet design specifications.

Some conditions indicate that a service or part replacement is suggested because the part is close to the end of its useful life or addresses a customer's need, convenience or request. If a customer's vehicle has one of these conditions, the procedure may be only to suggest service.

1. Example: An exhaust pipe is rusted, corroded or weak, but no leaks are present. In this case, the exhaust pipe has not failed. However, there is evidence that the pipe may need replacement in the near future. Replacement of the pipe may be suggested for the customer's convenience in avoiding a future problem.
2. Example: The customer desires improved ride and/or handling, but the vehicle's shocks or struts have not failed. In this case, replacement may be suggested to satisfy the customer's wishes. In this case, replacement of the shocks or struts may not be sold as a requirement.

A customer, of course, has the choice of whether or not a shop will service his or her vehicle. He or she may decide not to follow some of your suggestions. When a repair is required, a MAP shop must refuse partial service on that system if, in the judgment of the service provider, proceeding with the work could create or continue an unsafe condition. When a procedure states that required or suggested repair or replacement is recommended, the customer must be informed of the generally acceptable repair/replacement options whether or not performed by the shop.

The following reasons may be used for required and suggested services. These codes are shown in the "Code" column of the MAP Uniform Inspection & Communications Standards that follow

WHEEL AND TIRE

Steering and suspension are complex systems made up of a variety of interdependent components. For proper vehicle handling, ride, and tire wear, a thorough inspection is required whenever suspension work is being performed. Conditions listed assume that the problem has been isolated to the specific component by proper testing procedures.

Note. When replacing steering and/or suspension components that may affect an alignment angle, you are required to check and adjust alignment as needed. Refer to the OEM specifications.

Note. Depending on the air suspension design, there are some aftermarket products available to eliminate the air ride suspension on certain vehicles. If the system has been eliminated with one of these products, then no service is suggested or required.

When replacing tires, it is suggested that the replacement tires match or exceed the OEM speed rating designation. If tires of different speed rating designations are mixed on the same vehicle, the tires may vary in handling characteristics. Do not mix different speed rating designations on the same axle.

Consult the vehicle owner's manual or vehicle placard for correct tire size, service description, load index, speed rating and cold inflation pressure of the original tires. Do not exceed the maximum load or inflation capacity of the tire specified by the Tire and Rim Association (www.us-tra.org)

When replacing fewer than ALL tires on a vehicle, follow the vehicle manufacturer's recommendations as to the placement of the new tires. If it is not possible to follow the vehicle manufacturer's tire replacement recommendations, remember to replace tires on the same axle with the same size, construction, speed rating, and, if possible, similar tread pattern.

Do not mix radials with non-radial tires on the same axle, as this may affect vehicle handling and stability. If radial tires and non-radial tires are mixed on the same vehicle, the radials must be on the rear. If radial and non-radial tires are used on a vehicle equipped with dual rear tires, radial tires may be used on either axle. High-pressure temporary compact spare tires are exempt from this rule.

Do not mix size or type (all season, performance, mud and snow) of tires on the same axle. When replacing only two tires on front or rear drive vehicles, follow the vehicle manufacturer's recommendations concerning placement. If it is not possible to follow OE recommendations, it is preferable to place the two new tires on the rear for greater stability, greater adhesion affecting steering -- on other than dry pavement -- and overall safety, regardless of whether the vehicle is front or rear wheel drive.

It is particularly important to match all tire sizes and constructions on 4-wheel (4x4) and all-wheel (AWD) drive vehicles unless otherwise specified by vehicle manufacturer. Ideally, all four tires should be replaced at the same time. Some vehicle manufacturers restrict replacement of tires to specific brands, types, or sizes.

MOUNTING TIRES

Only specially trained persons should de-mount or mount tires. Explosions of tire and wheel assembly can result from improper mounting, possibly causing serious injury or death. High pressure temporary compact spare tires should not be used with any other rims or wheels, nor should standard tires, snow tires, wheel covers, or trim rings be used with high pressure compact spare rims or wheels.

Mount tires only on same or approved rim widths.

Attempting to mount a tire of one diameter on a wheel of a different diameter , bead taper or flange type may result in serious injury or death.

If any flammable emergency tire inflation product has been used in a tire, consult inflation product manufacturer's product information label for tire deflation procedures to avoid possible serious injury or death.

VEHICLE TIRE PLACARD

Since 1968, cars and light trucks sold in the United States have been required to have a tire information sticker, called a vehicle tire placard. The vehicle tire placard indicates the size of the original equipment tires (including the spare), cold inflation pressure for the tires on both axles as well as the spare, and load index or range. Depending on the vehicle, the vehicle tire placard will either be located on the edge of any door, the doorpost, glove box, fuel door or inside trunk lid. If the tire placard is missing, consult the owner's manual, vehicle manufacturer, or tire manufacturer regarding applicable tire information.

Always refer to the vehicle manufacturer's recommendations before replacing tires. Tires should always be replaced with the same size designation, or approved options, as recommended. Never choose a smaller size with less load carrying capacity than the size on the tire placard. (Some vehicle manufacturers require different-sized tires for either the front or rear axles.)

Note. It is not always possible to select a replacement tire with exactly the same size as shown on the placard. Consult with a vehicle or tire manufacturer for replacement recommendations.

Vehicle Tire Placard - Typical. Scheme 5

Tire Rotation

The front tires on most vehicles tend to wear out faster than the rear tires. This is due to the effects of steering the vehicle and the weight transfer that occurs during braking. To ensure that all four tires wear evenly, it is important to rotate them on a regular basis. Tire rotation helps maintain balanced handling because it allows all four tires to wear at the same rate. Keep in mind, as tire wear reduces tread depth, it increases the tires' response to driver inputs. Consequently, by equalizing tire wear at all four corners, dry road performance is actually enhanced. Another advantage of regular rotation is that it allows the tires to be replaced in complete sets rather than in pairs. This maintains handling continuity. It also enables drivers to take advantage of the latest in tire technology, instead of trying to match a pair of older tires.

Most manufacturers list rotation intervals in the scheduled maintenance section of the vehicle service manual and/or the owner's manual. Tire rotation patterns can also be found in these books. If this information is unavailable for a particular vehicle, rotate the tires every 5-7,000 miles following the appropriate rotation sequence shown in the illustrations. After completing a tire rotation, be sure to reset inflation pressures to the manufacturer's recommended specifications indicated on the vehicle tire placard.

To ensure that the proper amount of clamping force is applied to each fastener, follow these guidelines

1. Make sure the area around the lug holes, as well as the wheel and hub mating surfaces are clean and dry. A wire brush can be used to remove corrosion and other debris. Wipe the areas clean using a shop rag.
2. Inspect the bolt holes for damage. Do not use a wheel if the bolt holes are deformed.
3. Inspect the wheel studs and lug nuts or lug bolts and bolt holes (depending on the vehicle) for damage. Replace or repair any damaged or worn components.
4. Always follow a star pattern when tightening lugs.

WHEEL LUG NUT TORQUE & CLAMPING FORCE

Although proper wheel lug nut torque is important, it does not guarantee that the required clamping force will be achieved. For example, excessive corrosion on the wheel and hub mating surfaces will result in improper clamping force, even when the lugs are tightened with a calibrated torque wrench. Low clamping force can also occur if the threads are dirty. This is because dirt causes interference between the mating threads. As a result, the torque wrench will register the correct reading but the clamping force will be inadequate. To improve the chances of achieving the precise clamping force between the wheel and hub, proper torque must be applied to clean components in good condition. Specifications for wheel lug nut torque can be found in the `Tire and Wheel' section of most vehicle service manuals. When specifications are indicated as a range, adjust the torque wrench to the middle of the range to compensate for normal variations in tool calibration.

Popular Tire Rotation Patterns - Without Dual Rear Wheels. Scheme 6

Never rotate directional tires from side-to-side since this will reverse their direction of rotation. Directional tires can only be rotated from front to rear or vice versa. Directional tires are typically used on high-performance cars and can be identified by the arrows imprinted on the sidewall.

Popular Tire Rotation Patterns - With Dual Rear Wheels. Scheme 7

Some tires cannot be rotated in the manners described. Such tires include uni-directional tires and tires with asymmetric tread designs. Also, some vehicles may have different-sized tires mounted on the front and rear axles, and these different-sized tires also have rotation restrictions. Check your owner's manual or with a tire manufacturer or a tire dealer for proper recommendations for these specific cases.

WHEELS AND RIMS

The wheels on today's vehicles are made of steel, aluminum, or aluminum alloy (a combination of two or more metals). Steel wheels are the least expensive to produce, which is why they come as original equipment on many passenger cars and light trucks. The center section includes the bolt circle, or mounting holes, and is used to attach the wheel to the vehicle. The flange is the outermost lip of the rim, and is the area typically used for attaching wheel (balancing) weights. The rim is formed by rolling a strip of metal and then welding the two ends together. The interior section of the rim has a smaller diameter section called a drop center. This area provides the means for removing and installing a tire, since the bead is not designed to stretch. During removal or installation, most of the tire bead is pushed into the drop center so that the exposed portion can be pulled over the rim. The edges of the rim are flared to form the bead seats, which hold the tire and provide the airtight seal. Many rims include safety humps. These are small elevations on the inside of the bead seats. Safety humps help prevent the tire from falling into the drop center during a blowout. This allows the driver to maintain better directional control of a vehicle running on one or more deflated tires.

Steel Wheel. Scheme 8

TIRE PRESSURE MONITORING SYSTEMS

To avoid damaging sensors when mounting and demounting tires, it is beneficial to know where the sensors are located. Sensor assemblies are commonly attached to the valve stem, with the valve stem acting as an antenna to assist with transmitting RF signals. They may also be strapped to the drop center of the wheel. If this is the case, the sensor assembly should be located in-line with the valve stem.

Valve Stem Mounted Sensor. Scheme 9

To avoid damaging sensors when demounting tires, do not break the bead within 45 of either side of sensor assembly locations. Be careful not to damage sensors when mounting tires as well. Sensors are not repairable and require replacement if damaged or when their battery is completely drained. It is recommended that the sensor be carefully "dropped into the tire" prior to demounting to avoid damage.

Mounting Sensor. Scheme 10

When reinstalling the sensor, it is suggested that the locknut, gasket and valve stem be replaced and torgued to the proper specification. It is also necessary to use the proper valve cap as it is also an integral part of the system.

It may be necessary to reprogram the TPMS when the tires are rotated, when a new sensor is installed, or after the vehicle loses power. This usually requires a scan tool and may involve the use of a special magnet. Refer to the vehicle service manual to properly reprogram the TPMS.

Steering & Suspension Checksheet (1 Of 2). Scheme 11

Steering & Suspension Checksheet (2 Of 2). Scheme 12

Wheels & Tires Checksheet (1 Of 2). Scheme 13

Wheels & Tires Checksheet (2 Of 2). Scheme 14

STEERING AND SUSPENSION, WHEEL ALIGNMENT, WHEELS AND TIRES

Note. Steering and Suspension are complex systems made up of a variety of interdependent components and controls. For proper vehicle handling, ride, and tire wear, a thorough inspection is required whenever suspension work is being performed.

Note. Listed repair conditions assume that the problem has been isolated to the specific component by proper testing procedures. When replacing steering and/or suspension components which may affect an alignment angle, you are required to check and adjust alignment as needed. Refer to the OEM specifications for both ride height and alignment angle tolerances.

Note. Improper alignment geometry, and/or improper tire/wheel fitment may affect other systems such as Adaptive Cruise Control, Electronic Stability Control, Electronic Traction Control and Variable Ratio Steering. These systems may require attention after an alignment or suspension service is performed. Care must be taken to identify these vehicles/systems before any repair procedures are performed. Failure to follow OEM guidelines when servicing interrelated systems could result in an unsafe condition.

ACTIVE HANDLING

Note. An evolution of ABS and Traction Control. It uses the ABS hardware and two additional sensors: a steering-wheel angle sensor, which measures the position and rate of steering wheel input, and a yaw sensor, which measures the rate at which the vehicle is actually turning. By comparing rates, computer determines if the vehicle is oversteering or understeering.

Note. On slippery surfaces or during aggressive maneuvers, if the vehicle understeers severely, the computer will actuate the brakes on the inside rear wheel, just hard enough and just long enough to correct the steering behavior. When the vehicle oversteers severely, the system will brake the outside front wheel instead.

Note. When servicing this system, OEM may require steering angle sensor be calibrated to the vehicle thrustline.

ACTIVE SUSPENSION CONTROL MODULES

ACTIVE VARIABLE RATIO STEERING

Note. Besides electronically providing variable steering ratios, the computer is linked with the Vehicle Stability Control system to aid in directional stability. As the vehicle travels down the highway, road surfaces and wind gusts can affect the vehicle's directional stability. The vehicle may wander or dart to one side, (as many who have met a tractor-trailer unit on a windy day have experienced). Sensors on the vehicle detect this sudden, unintentional movement and the computer will stabilize the vehicle by moving the Active Steering electric motor and steering gear, all without the driver turning the steering wheel.

Note. Additionally, if the driver experiences a skid or slide because of poor road conditions, the Active Steering will react to information from the yaw rate and steering angle sensors to modify the steering angle of the front wheels and stabilize the vehicle. This occurs much faster than the driver can react. If the Active Steering correction is not adequate to control the skid or slide, then the Stability Control system is also activated.

ACTIVE YAW CONTROL

Note. An evolution of ABS and Traction Control. It uses the ABS hardware and two additional sensors: a steering-wheel angle sensor, which measures the position and rate of steering wheel input, and a yaw sensor, which measures the rate at which the vehicle is actually turning. By comparing rates, computer determines if the vehicle is oversteering or understeering.

Note. On slippery surfaces or during aggressive maneuvers, if the vehicle understeers severely, the computer will actuate the brakes on the inside rear wheel, just hard enough and just long enough to correct the steering behavior. When the vehicle oversteers severely, the system will brake the outside front wheel instead.

Note. When servicing this system, OEM may require steering angle sensor be calibrated to the vehicle thrustline.

ADAPTIVE CRUISE CONTROL

Note. Similar to conventional cruise control. It maintains the vehicle's pre-set speed. However, beyond conventional cruise control, this system automatically adjusts speed to maintain proper distance between vehicles in the same lane. This is achieved through use of a radar or laser headway sensor, a digital signal processor and a longitudinal controller. If the lead vehicle slows down, or another object is detected, the system sends a signal to the engine and/or braking system to decelerate. Then, when the lane is clear, the system will re-accelerate the vehicle back to the set speed. Some OEM's require that the radar or laser headway sensor be calibrated to the thrustline of the vehicle.

ADVANCE TRAC

Note. An evolution of ABS and Traction Control. It uses the ABS hardware and two additional sensors: a steering-wheel angle sensor, which measures the position and rate of steering wheel input, and a yaw sensor, which measures the rate at which the vehicle is actually turning. By comparing rates, computer determines if the vehicle is oversteering or understeering.

Note. On slippery surfaces or during aggressive maneuvers, if the vehicle understeers severely, the computer will actuate the brakes on the inside rear wheel, just hard enough and just long enough to correct the steering behavior. When the vehicle oversteers severely, the system will brake the outside front wheel instead.

Note. When servicing this system, OEM may require steering angle sensor be calibrated to the vehicle thrustline.

AIR BAGS

AIR RIDE CONTROL MODULES

AIR RIDE SUSPENSION TORSION SPRINGS (COUNTER BALANCING)

AIR RIDE SUSPENSION

Note. Depending on the air suspension design, there are some aftermarket products available to eliminate the air ride suspension on certain vehicles. If the system has been eliminated with one of these products, then no service is suggested or required.

AIR RIDE TUBES

AIR SHOCKS AND AIR STRUTS

Note. This section covers the air spring portion of the air shock or strut. For damping portion of shock or strut conditions and procedures, refer to the Shock Absorbers, Strut Cartridges, and Strut Assemblies section.

AIR SPRING VALVES

AIR SPRINGS

AIR SUSPENSION CONTROL VALVES

AIR SUSPENSION DRIERS

AXLE ACCELERATION SENSOR

Note. When servicing this system, OEM may require steering angle sensor be calibrated to the vehicle thrustline.

BALL JOINTS

Note. Before requiring or suggesting ball joint replacement, the approved OEM procedure must be used to measure ball joint wear. The measurement(s) obtained, along with the vehicle manufacturer's specifications, must be noted on the inspection report. Some states require that these measurements also appear on the invoice. The term ""perceptible movement,"" defined as any visible movement in any direction, has been the industry standard for determining the need for replacement of follower (non-load carrying) ball joints. Some vehicle manufacturers are now publishing specifications for follower ball joints that were previously diagnosed by the ""perceptible movement"" standard. Before requiring or suggesting any parts be replaced based on ""perceptible movement,"" consult your repair manual to determine if OEM specifications exist. You are not required to replace ball joints in axle sets. However, when replacing a ball joint due to wear exceeding manufacturer's specification, you may suggest replacement of the other ball joint if its measurement shows it is close to the end of its useful life, for preventive maintenance.

BODY ACCELERATION SENSOR

Note. When servicing this system, OEM may require steering angle sensor be calibrated to the vehicle thrustline.

BUSHINGS

CENTER LINKS

COMPRESSORS

CONTINUOUS DAMPING CONTROL

Note. A semi-active suspension system which continuously adjusts damping levels according to road conditions and vehicle dynamics, (such as speed, turning and cornering, as well as driver inputs). An ECU processes driver inputs and data from sensors. The sensors include accelerometers mounted on the vehicle body and suspension position sensors, which feed steering wheel angle, vehicle speed, brake pressure and other chassis control data to the ECU. The ECU processes sensor data and sends signals which adjust the damping level of each shock.

CONTROL ARM SHAFTS

CONTROL ARMS

CONTROL MODULES

DISTANCE REGULATION CONTROL MODULE

DISTANCE REGULATION SENSOR

Note. OEM may require this sensor be calibrated to the vehicle thrustline.

DRAG LINKS

DYNAMIC STABILITY CONTROL

Note. An evolution of ABS and Traction Control. It uses the ABS hardware and two additional sensors: a steering-wheel angle sensor, which measures the position and rate of steering wheel input, and a yaw sensor, which measures the rate at which the vehicle is actually turning. By comparing rates, computer determines if the vehicle is oversteering or understeering.

DYNAMIC STABILITY TRACTION CONTROL

Note. An evolution of ABS and Traction Control. It uses the ABS hardware and two additional sensors: a steering-wheel angle sensor, which measures the position and rate of steering wheel input, and a yaw sensor, which measures the rate at which the vehicle is actually turning. By comparing rates, computer determines if the vehicle is oversteering or understeering.

Note. On slippery surfaces or during aggressive maneuvers, if the vehicle understeers severely, the computer will actuate the brakes on the inside rear wheel, just hard enough and just long enough to correct the steering behavior. When the vehicle oversteers severely, the system will brake the outside front wheel instead.

Note. When servicing this system, OEM may require steering angle sensor be calibrated to the vehicle thrustline.

ELECTRONIC RIDE CONTROL SHOCKS AND STRUTS

Note. This section covers the electronic damping control portion of the electronic shock or strut. For damping portion of shock or strut conditions and procedures, refer to the Shock Absorbers, Strut Cartridges, and Strut Assemblies section.

ELECTRONIC STABILITY CONTROL

Note. An evolution of ABS and Traction Control. It uses the ABS hardware and two additional sensors: a steering-wheel angle sensor, which measures the position and rate of steering wheel input, and a yaw sensor, which measures the rate at which the vehicle is actually turning. By comparing rates, computer determines if the vehicle is oversteering or understeering.

Note. On slippery surfaces or during aggressive maneuvers, if the vehicle understeers severely, the computer will actuate the brakes on the inside rear wheel, just hard enough and just long enough to correct the steering behavior. When the vehicle oversteers severely, the system will brake the outside front wheel instead.

ELECTRONIC SUSPENSION SYSTEM

Note. (Typical) A semi-active suspension system which continuously adjusts damping levels according to road conditions and vehicle dynamics, (such as speed, turning and cornering, as well as driver inputs). An ECU processes driver inputs and data from sensors. The sensors include accelerometers mounted on the vehicle body and suspension position sensors, which feed steering wheel angle, vehicle speed, brake pressure and other chassis control data to the ECU. The ECU processes sensor data and sends signals which adjust the damping level of each shock.

FLEX COUPLERS

GASKETS

HEIGHT SENSORS

HYDRAULIC HOSES

HYDRAULIC POWER STEERING PUMPS

HYDRAULIC SUSPENSION HOSES

HYDRAULIC SUSPENSION PUMPS

IDLER ARMS

INTERMEDIATE SHAFT U-JOINTS

KING PINS

Note. You are not required to replace king pins in axle sets. However, when replacing a king pin due to wear exceeding manufacturer's specifications, you may suggest replacement of the other king pin on the axle if its measurement shows it is close to the end of its useful life.

MODULES

PITMAN ARMS

POWER STEERING BELTS

POWER STEERING COOLERS

POWER STEERING FLUID

POWER STEERING HOSES

POWER STEERING LINES (STEEL)

Note. When replacing steel power steering lines, be sure to use a replacement product that meets or exceeds OEM specifications.

POWER STEERING PUMPS - ELECTRIC

POWER STEERING PUMPS

RADAR SENSOR

Note. OEM may require this sensor be calibrated to the vehicle thrustline.

RADIUS ARMS

RELAY RODS

RELAYS

SENSORS

SHOCK ABSORBERS, STRUT CARTRIDGES AND STRUT ASSEMBLIES

Note. You are not required to replace shocks or struts in axle sets. However, when replacing a shock or strut due to the conditions that follow, you may suggest replacement of the other shock or strut on the same axle for one or more of the following: improved performance or preventive maintenance; part is close to the end of its useful life; to extend tire life; to balance ride and handling; or to improve stopping distance. When replacing steering and/or suspension components which may affect an alignment angle, you are required to check and adjust alignment as needed. Refer to the OEM specifications. Under no circumstances should a technician bend struts or strut housings. A vehicle's load-carrying and handling abilities are limited by its suspension, tires, brakes, and driveline. Installing coil over shocks or any other load assist device does not increase the vehicle's load capacity. See the vehicle owner's manual for more details. If vehicle is equipped with OEM coil over shocks, apply the conditions for coil springs from the Springs: Coil, Leaf, and Torsion Bar section of the Steering and Suspension guidelines. If the vehicle is equipped with add-on coil over shocks, you may suggest replacement with standard shocks for a spring-related condition.

SPINDLES

SPRINGS, COIL, LEAF AND TORSION BARS

Note. When springs are replaced, it is suggested, but not required, that both springs on an axle be replaced to maintain equal height from side to side and to provide a balanced ride and proper handling. When variable rate springs are installed in place of conventional coil springs, they must be installed in axle sets to ensure proper handling, uniform ride, and proper chassis height. Erroneous height measurements may result from: improper tire inflation, non-standard tire or wheel size, and heavy load in vehicle or trunk.

STABILITRAC

Note. An evolution of ABS and Traction Control. It uses the ABS hardware and two additional sensors: a steering-wheel angle sensor, which measures the position and rate of steering wheel input, and a yaw sensor, which measures the rate at which the vehicle is actually turning. By comparing rates, computer determines if the vehicle is oversteering or understeering.

Note. On slippery surfaces or during aggressive maneuvers, if the vehicle understeers severely, the computer will actuate the brakes on the inside rear wheel, just hard enough and just long enough to correct the steering behavior. When the vehicle oversteers severely, the system will brake the outside front wheel instead.

Note. When servicing this system, OEM may require steering angle sensor be calibrated to the vehicle thrustline.

STABILITY MANAGEMENT SYSTEM

Note. An evolution of ABS and Traction Control. It uses the ABS hardware and two additional sensors: a steering-wheel angle sensor, which measures the position and rate of steering wheel input, and a yaw sensor, which measures the rate at which the vehicle is actually turning. By comparing rates, computer determines if the vehicle is oversteering or understeering.

Note. On slippery surfaces or during aggressive maneuvers, if the vehicle understeers severely, the computer will actuate the brakes on the inside rear wheel, just hard enough and just long enough to correct the steering behavior. When the vehicle oversteers severely, the system will brake the outside front wheel instead.

Note. When servicing this system, OEM may require steering angle sensor be calibrated to the vehicle thrustline.

STEERING ANGLE SENSOR

Note. OEM may require this sensor be calibrated to the vehicle thrustline. Sensor must be reset when replacing / servicing steering rack assembly.

STEERING ARMS

STEERING COUPLERS

STEERING DAMPERS

Note. The following procedures are only required if the vehicle was originally equipped from the factory with a steering damper. If the steering damper is an add-on unit, then the unit may be removed (and not replaced), based on customer's informed decision.