wheel DACIA SUPERNOVA 2004 Service Manual

DRIVE SHAFTS
29BELLOWS TO WHEEL
JOINT TOWARDS THE WHEEL – GE
1. Steering knuckle casing assembled
2. Retaining star.
3. Tripod to wheel
4. Tulip shaft
5. Ma in taining collars
6. Protection rubber bellows
DISMOUNTING
Dismount the two m aintaining collars using two rod s locally produced (see the method
previously descri bed for dismounting the joint GE, left transmission). Cut and remove the damaged bellows.
Take out maximum of grease.
In order to re place t he joint GE prot ection be llows, i t i s necessary to dismount/remount
the GI joint parts (see the method pre viously descri bed).
REMOUNTING
Grease the rod of t ransmission shaft with grease.
Introduce the protection bellows of the GE joint.
Di stribute the prescri bed dosage of grease for GE joint.
Position the bellows beads in the grooves of the steering knuckle casi ng, consequently
on the t ransmission shaft t ube and mount t he collars (see t he method descri bed at mounting
GE joint bellows, left transm ission).
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COMPOSITION AND DIMENSIONS OF THE MAIN BRAKING
SYSTEM ELEMENTS
Front brake
Brake caliper bore diameter F 54 mm
Aer ated bra ke disk diameter F 235 mm
The axial run out of the disk measured at Æ215 0,1 mm
Brake disk m aximum thickness 20 mm
Brake disk minimum thickness 19 mm
Braking pad thickness (support included) 14 mm
Minimal brake pad thickness (support included) 7 mm
R ear brake
Wheel braking cylinder bore diameter F 22 mm
Ne w drum diameter F 228 mm
Dr um diameter aft er grinding F 229 mm
Shoe braking lining width 40 mm
Braking lining thickness 5 mm
Minimal accepted braking lining height above rivets 0,5 mm
Master brake pump cylinder
Bore diameter 20,6 mm
Pump maximum stroke 32 mm
Brake fluid reservoir Without level alert sensor
Pressure limite r For parallel circuit
Ser vobrake master vac 7” 177,8 mm
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BRAKE FLUID
PERIODICITY OF THE BREAK FLUID CHANGE
The manufacturing conception of the brakes equipping the Dacia vehicles, especially
the di sks brake type (F 54 inner empty pistons, low qua ntity of fluid in t he c ylinders,
sliding calipers avoiding existence of a fl uid reserve in the less cooled area of t he wheel)
enable t he m aximum re jection of fluid vapori zation ri sk, even in c ase of intensive using of
brakes (mountain are a). The current bra ke fluids are subject in all cases to a slight degradation during the fi rst
months of use by a slight humidity absorpt ion seri es (see the Vehicle Warra nty and
Maintenance Booklet, for brake fluid change)
LEVEL COMPLETION
The wear of brakes pads and shoes generate a gradually diminution of brake fluid level
in its reservoi r. It is useless t o compensate t his diminution, because the level will be re -
stored in the moment of next changing the brake pads and shoes. Obviously, in the mean-
time, the level of brake fl uid in re servoir must not go down bellow the minimal mark.
HOMOLOGATED BRAKE FLUIDS
The mixture i n t he bra king circuit of two non compatible brake fluids may leads to loss
important risks mainly due to gasket damage
In order t o avoid such risks, it is obligatory t o use bra ke fluids checked and approved by
our laboratories and which are accordi ng to Norm SAEJ 1703, DOT 4.
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BRAKING CIRCUIT PURGING
AIR ELIMINATION FROM THE H YDRAULIC
CIRCUIT (PURGING)
The air existence in the hydraulic circuit may be noticed by an elastic displacement of
the bra ke pedal, sometimes even, close to the floor. T his fact is more e vident with the
engine stopped.
GE NERA L RECOMMENDATIONS
Always use for completion or total changing, the brake fluid Norm SAE J 1703 , DOT 4.
In case of changing the brake fluid, it is necessary to wash the system with one liter of
industrial alcohol (diluted). Du ring the purging, the brake fluid from the reservoir must not go down bellow the
minimal level marke d on the re servoir.
To perform the operation, one person will stay on the driver place, to push the brake
pedal and the other one will perform the purging (bleeding) at the wheels using a 500 ml
vessel, a tra nsparent plastic tube and brake fl uid for completion.
NOTE
The brake fluid resulted after performing t he purging operation, IS NOT TO BE
RE-USED but only after 48 hours, in order to avoid air-bubbling ge neration on the
hydraulic circuit which shall have as effect an elastic brake pedal.
WORKING PROCEDURE
Place on the purging screw, a transparent tube with its end in a vessel with bra ke fluid
and proceed as follows: - press the brake pedal slowly, di smount t he purging screw, maintaining the full
str oke of the pedal, then tighten the screw and slowly re lease the brake pedal. Repeat the
same procedure until complete cease of air bubbles. Proceed in the same way also for the
other purgi ng places.(take i nto c onsideration t he existence all t he t ime of t he bra ke fl uid i n
the reservoi r)
Observation:
Before beginning the purging procedure, dismount the I.C.P. indicator from the pump,
which shall be remounted at the end of t he operation.
It is important to observe the fol lowing sequence of the purging places:
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BRAKING CIRCUIT PURGING
PROCEDURE IN PARALLEL SYSTEM
1.,6. Main cylinder with I.C.P. i ncorporated
2. Left rear wheel brake cylinder
3. Right rear wheel brake cylinder
4. Caliper of front right wheel
5. Caliper of front left wheel WORKING CONDITIONS
The vehicle is on wheels.
If the fuel tank is e mpty, place on the rear bench of the vehicle one or two persons to
enable the possibility of the circ uit opening (the passing of a larger fluid flow through the
brake limiter).
CHECKING THE BRAKE SYSTEM SEALING
Af ter purging the front and rear circuits, check if t he level of brake fl uid in reservoi r is
w ithin the minim a nd m axim range, than press t he bra ke pe dal, then during about 30
seconds, no pedal displacement must be noticed.
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THE INFLUENCE OF THE FRONT AXLE ANGLES ON THE ROAD
BEHAVIOR (VEHICLE COMPORTMENT) AND ON TYRES WEAR
CAMBER ANGLE 0
0 +/- 30’
It is formed by the wheel plane with the vertical that crosses the wheel axis.
A difference higher that 1° between the two angles leads to :
- the deviation from the trajectory that must be adjusted by means of the steering wheel.
- abnormal wear of the tires and bearings.
The angle is not adjustable.
THE BALL JOINT ANGLE 12
045’ +/- 30’
It is formed in transversal plane between the axe connecting the attachment point of the
shock absorber with the ball joint center and the vert ical passing through the wheel axis.
The ba ll joint angle i s genera ting a ne gative offset, allowing the maintaining of the vehicle
route when the braking is unequal distributed. The angle is not adjustable.
THE CASTER ANGLE 2
030’
It is formed in longitudinal plane, between the axis connecting the attachment point of the shock
absorber with the suspension ball joint center and the vertical axis passing through the wheel axis. A difference higher than 1° between the two angles leads to : - the deviation from the trajectory that must be adjusted by means of the steering wheel.
- a normal wear of the tires.
The angle is not adjustable.
STEERING BOX POSITIONING
The steering box must be at a certain height from the attachment points of the steering auxiliary
connecting rod ball joints. The position of the steering box (choking) is influencing the variation
of the parallelism. The steering box is mounted in the position for which the variation is minimal.
The modification of t he para llelism between left side and right side leads to: - the deviation of the vehicle, in one sense, upon accelera ting;
- the deviation of the vehicle in the opposite side upon braking.
- the deviation of the tra jectory on the hilly ground;
- the premature wear of the tires.
The horizontally of the steering box is ensured by the producer.
PARALLELISM
( TOE-IN OR ANGULAR SPREAD ANGLE )
It is measured in horizontal plane as a differen ce between the front and rear part of the same axle wheels.
The wheels are divergent. The value of the opening is between 0 – 2 mm (1 +/- 1 m m).
ATTENTION:
A too much opening causes the wear of the tires on the inner pa rt of the camelback.
A too much closing causes the wear of the tires on the exterior part of the camelback.
The para llelism is adjustable by rotating the tie bar of the steering connecting rod.
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PRELIMINARY CHECKING
Before c hecking and adjustment of the front a xle ge ometry, pe rform t he followings
operations: * The checking of tires concerning: - dimensions
- air pressure
- the state of wear;
NOTE :
The t ires must be of same t ype, with the same state of wear, ai r pressured at the
prescribed pressure.
*The check of joints: - the wear of e lastic bushings
- the steering ball joints clearance
- the wheels bearings clearance.
NOTE :
The axial clearance of the bearings must be in admissible limits. ESTABLISHING OF THE STEERING CENTRAL POINT
In order to perform a front a xle checking and adjustment, it is ne cessary t o e stablish the
centra l point in order t o avoid measurement errors.
To do that, bring the steering wheel so that device DIR 500 for steering box ra ck
blocking is enteri ng in the orifice placed at its right upper part .
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C
HECKING OF THE FRONT AXLE ADJUSTMENT
Case 1:
The symmetry dimension “X” is correct-the value “A” is equaled distributed.
Case 2:
The symmetry dimension “X” is i ncorrect-read the value “A” on e ach side, a dds it, and
calculate the avera ge value, establishing the value for each side.
Example:
Right side value : A = 16;
Left side value : A = 10;
16 + 10 = 26; 26 : 2 = 13;
Operating the steering rods tie bar, restore the same value for both sides A = 13.
In this position, lock the rotating plates at zero poi nt.
Check in the following sequence: - camber angle;
- caster a ngle;
- parallelism;
- ball joint angle.
PARALLELISM ADJUSTMENT
Loosen t he l ock nut (1) maintaining the tie
rod of steering connecting rod (2) in a fixed
position.
Act upon t he t ie rod of steering c onnecting
rod taking into account its rotation sense of
in order to obtain the convergence or
divergence and also the fact that one of its
complete rotation leads to an axial
displacement of 1,5 mm.
OBSERVATION
The opening between the wheel’s front
and rear is measured on a F=340 mm .
After obt a ining t he c orre ct pa ra llelism ,
tighten the lock nut at the required moment
of 5 daNm.
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DIAGNOSIS
THE DEVIATION TO THE LEFT OR TO RIGHT AT STABLE SPEED
Pe rform the preliminary checking:
Wheels (front, rear) : Joints clearance:
- pressure - bushings
- dimensions
- types Checking points heights
- balancing - simetri e
A.m.
conditions
are respected
Correct the defi cient
The deviation persists
Checking fi nished
Check the front axle
steering geometry
The deviationpersists
NO
YES
NO
YES
YES
Check the rear axle
parallelism and the alignmentA
Checking fi nished
NO
C HECKING OF THE FRONT AXLE ADJUSTMENT
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A
The axle
adjustment
is correct
Checking fi nishedReplacement of damaged
elements NO
YES
Deviation persists
Checking fi nished NOYES
Commute the wheels until
the deviation is balanced
CAPTION :
To check
Performed opera tions
DIAGNOSIS
C
HECKING OF THE FRONT AXLE ADJUSTMENT
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