steering DODGE NEON 1999 Service User Guide

(5) Rotate lateral link adjustment cams (Fig. 7)
until the preferred rear Toe specification is obtained.
See Alignment Specifications in this group of the ser-
vice manual for preferred specification.
(6) While holding Toe adjustment cams from turn-
ing, tighten left and right lateral links to rear cross-
member attaching bolt nuts. This will securely hold
adjustment cams in position. Then while holding lat-
eral link attaching bolt and adjustment cam from
turning, torque nut of lateral link attaching bolt to
95 N´m (70 ft. lbs.) (Fig. 8).CAUTION: Do not twist front inner tie rod to steer-
ing gear rubber boots during front wheel Toe
adjustment.
(7) Loosen inner to outer tie rod end jam nuts (Fig.
9). Grasp inner tie rods at serrations and rotate tie
rods (Fig. 9) to set the front wheel Toe to the pre-
ferred specification. See Alignment Specifications in
this group of the service manual for preferred speci-
fication.
(8) Tighten tie rod locknuts to 54 N´m (40 ft. lbs.)
torque.
(9) Adjust steering gear to tie rod boots at tie rod.
(10) Remove steering wheel clamp.
Fig. 7 Rear Wheel Toe Adjustment Cams
Fig. 8 Torquing Rear Lateral Link Attaching Bolts
Fig. 9 Front Wheel Toe Adjustment
2 - 8 SUSPENSIONPL
SERVICE PROCEDURES (Continued)

SPECIFICATIONS
VEHICLE ALIGNMENT SPECIFICATIONS AT CURB HEIGHT
FRONT WHEEL ALIGNMENTACCEPTABLE ALIGNMENT
RANGE AT CURB HEIGHT*PREFERRED SETTING
CAMBER...................................... -0.4É to +0.4É +0.0É
**-2.4É to +0.4É (Use On S/C ACR
Only)
TOTAL
TOE.......................................
Specified In Degrees (See Note)0.3Éin to 0.1Éout 0.1É in
** 0.30É In To 0.70É Out (Use On
S/C ACR Only)
CASTER*...................................... +1.8É to +3.8É +2.8É
*Side To Side Caster Difference
Not To
Exceed.........................................1.0É or less 0.0É
REAR WHEEL ALIGNMENT ACCEPTABLE ALIGNMENT
RANGE AT CURB HEIGHT*PREFERRE SETTING
CAMBER....................................... -.75É to +0.25É -0.25É
** -1.00É to + 0.25É (Use On S/C
ACR Only)
TOTAL
TOE......................................
Specified In Degrees (See Note)
TOE OUT: When Backed On
Alignment Rack Is TOE In When
Driving0.3É in to 0.1É out 0.1É in
** 0.30É In To 0.50É Out (Use On
S/C ACR Only)
THRUST
ANGLE................................-0.10É to +0.10É
Note: Total Toe is the arithmetic sum of the left and right wheel Toe settings. Positive is Toe-in, negative is
Toe-out. Total Toe must be equally split between each front wheel to ensure the steering wheel is centered after
setting Toe. Left and Right Toe
must be equal to within 0.02 degrees.
* Setting the vehicles front and/or rear suspension alignment specifications outside of the preferred setting shown
on the chart above will caused rapid and excessive tire wear.
** The alignment specifications shown, are only for vehicles which are equipped with the ACR (Competition
Package) sales code. This specification is listed to show the adjustable range for the Camber and Toe on the front
and rear suspension of a vehicle with the Competition Package. These alignment specifications are only to be
used at the request of the vehicle owner and only when the vehicle is going to be used in a competition event.
The alignment is to be set back to the preferred setting before the vehicle is returned to normal operation.
PLSUSPENSION 2 - 9

FRONT SUSPENSION
INDEX
page page
GENERAL INFORMATION
GENERAL INFORMATION................. 10
DESCRIPTION AND OPERATION
BALL JOINT............................ 14
COIL SPRING........................... 14
COMPETITION PACKAGE SUSPENSION...... 13
FRONT SUSPENSION.................... 11
FRONT WHEEL HUB BEARING............. 14
LOWER CONTROL ARM.................. 13
McPHERSON STRUT..................... 13
STABILIZER BAR........................ 14
STEERING KNUCKLE.................... 13
WHEEL MOUNTING STUDS................ 14
DIAGNOSIS AND TESTING
BALL JOINT ASSEMBLY................... 16
HUB/BEARING.......................... 16
LOWER CONTROL ARM.................. 15
MCPHERSON STRUT ASSEMBLY........... 15
STABILIZER BAR........................ 16
STEERING KNUCKLE.................... 15
REMOVAL AND INSTALLATION
FRONT WHEEL MOUNTING STUDS......... 28LOWER CONTROL ARM.................. 21
MCPHERSON STRUT.................... 16
STABILIZER BAR........................ 23
STEERING KNUCKLE.................... 17
WHEEL BEARING....................... 25
DISASSEMBLY AND ASSEMBLY
BALL JOINT............................ 32
LOWER CONTROL ARM FRONT
ISOLATOR BUSHING................... 33
LOWER CONTROL ARM REAR ISOLATOR
BUSHING............................ 34
McPHERSON STRUT..................... 30
ADJUSTMENTS
STRUT ADJUSTMENT COMPETITION
PACKAGE SUSPENSION................ 36
SPECIFICATIONS
FRONT SUSPENSION FASTENER
TORQUES............................ 36
SPECIAL TOOLS
FRONT SUSPENSION.................... 37
GENERAL INFORMATION
GENERAL INFORMATION
CAUTION: ONLY FRAME CONTACT HOISTING
EQUIPMENT CAN BE USED ON THIS VEHICLE. All
vehicles have a fully independent rear suspension.
The vehicles can not be hoisted using equipment
designed to lift a vehicle by the rear axle. If this
type of hoisting equipment is used, damage to rear
suspension components will occur.
CAUTION: At no time when servicing a vehicle,
can a sheet metal screw, bolt or other metal fas-
tener be installed in the shock tower to take the
place of an original plastic clip. Also, NO holes can
be drilled into the front shock tower in the area
shown in (Fig. 1), for the installation of any metal
fasteners into the shock tower.
Because of the minimum clearance in this area
(Fig. 1) installation of metal fasteners could damage
the coil spring coating and lead to a corrosion failureof the spring. If a plastic clip is missing, or is lost or
broken during servicing a vehicle, replace only with
the equivalent part listed in the Mopar parts catalog.
Fig. 1 Shock Tower To Spring Minimum Clearance
Area
2 - 10 SUSPENSIONPL

DESCRIPTION AND OPERATION
FRONT SUSPENSION
This vehicle has a gas pressurized MacPherson
strut front suspension design (Fig. 2).
A MacPherson strut assembly is used in place of
the front suspension upper control arm and upper
ball joint. The bottom of the MacPherson strut,
mounts directly to the steering knuckle using 2
attaching bolts and nuts going through the clevis
bracket and steering knuckle (Fig. 2). The top of the
strut is mounted directly to the strut tower of the
vehicle by the strut mount assembly's 3 studs and
attaching nuts (Fig. 2). During steering maneuvers,
the strut assembly (through a pivot bearing in the
upper strut mount assembly) and steering knuckle(through the lower ball joint) turn as an assembly
(Fig. 2).
The MacPherson strut assembly includes the fol-
lowing components: A rubber isolated top mount, an
upper spring seat/bearing assembly, jounce bumper,
dust shield, coil spring with plastic noise insulator
and the strut dampener.
A cast lower control arm assembly (Fig. 2) is
attached to the front suspension crossmember using
2 rubber isolator bushings and to the steering
knuckle by means of a ball joint.
A sealed for life front hub and bearing assembly is
attached to the front steering knuckle. The outer C/V
joint assembly is splined to the front hub and bear-
ing assembly and is retained by a prevailing torque
nut.
PLSUSPENSION 2 - 11

COMPETITION PACKAGE SUSPENSION
On vehicles that are equipped with the optional
competition package, special front struts are used.
The front struts used on a vehicle equipped with
the competition package are adjustable. The adjust-
able front struts use a unique strut shaft which has
an adjustment rod through the center of it (Fig. 3).
The adjustment rod is used to adjust the compression
dampening of the strut. By increasing the compres-
sion dampening of the strut, the jounce reaction of
the strut is slowed down. This slowing down of the
jounce reaction of the strut, stiffens the suspension
thus improving the handling of the vehicle.
The compression dampening of the strut is
adjusted using the adjustment knob (Fig. 4) which is
supplied with the vehicle at the time of purchase.
McPHERSON STRUT
The Mcpherson strut and front suspension of the
vehicle is supported by coil springs positioned around
the struts. The springs are contained between anupper seat, located just below the upper mount for
the strut and the lower seat for the coil spring on the
strut lower housing.
The top of each Mcpherson strut is bolted to the
upper fender reinforcement (shock tower) through a
rubber isolated mount.
The bottom of the strut attaches to the top of the
steering knuckle using 2 thru-bolts and prevailing
torque nuts. Caster and camber is a fixed setting (net
build) on all vehicles and is not required to be
adjusted.
STEERING KNUCKLE
The steering knuckle used on this vehicle (Fig. 5)
is a cast iron casting. The steering knuckle has
machined legs for attachment to the McPherson strut
and lower ball joint (Fig. 5). The steering knuckle
also has machined abutments on the casting to sup-
port and align the caliper for the front disk brakes
(Fig. 5). The steering knuckle also has the bearing
supporting the front hub and outer C/V joint of the
drive shaft pressed into it. The hub bearing is a
press fit into the steering knuckle but is additionally
held in place by a retaining plate bolted to the front
of the steering knuckle (Fig. 5). The hub is positioned
through the bearing and knuckle, with the outer C/V
joint stub shaft splined through the hub. The outer
C/V joint is retained to the hub using a nut. The hub
nut is held on the stub shaft using a nut retainer
and cotter pin.
LOWER CONTROL ARM
The lower control arm (Fig. 6) is a ductile iron
casting using 2 rubber bushings to isolate it from the
front suspension crossmember and frame of the vehi-
cle. The isolator bushings consist of 2 metal encased
rubber isolated pivot bushings. The front of the lower
control arm is bolted to the front crossmember using
a bolt through the center of the rubber pivot bushing
Fig. 3 Adjustable Front Strut
Fig. 4 Adjustable Strut Adjustment Knob
Fig. 5 Steering Knuckle
PLSUSPENSION 2 - 13
DESCRIPTION AND OPERATION (Continued)

(Fig. 6). The rear of the lower control arm is mounted
to both the front crossmember and the frame rail of
the vehicle using a thru-bolt. The thru-bolt goes
through both the crossmember and rear lower control
arm bushing, threading directly into the frame rail of
the vehicle. The lower control arms are inter-con-
nected through a linked rubber isolated stabilizer
bar.
STABILIZER BAR
The stabilizer bar (Fig. 7) interconnects both front
lower control arms of the vehicle and is attached to
the front suspension cradle.
Jounce and rebound movements affecting one
wheel are partially transmitted to the opposite wheel
of the vehicle to stabilize body roll.
Attachment of the stabilizer bar to the front sus-
pension cradle is through 2 rubber-isolator bushings
and bushing retainers (Fig. 7). The stabilizer bar to
lower control arm attachment is done utilizing a rub-
ber isolated stabilizer bar attaching link (Fig. 7). All
parts of the stabilizer bar are serviceable, and the
stabilizer bar to crossmember bushings are split for
easy removal and installation. The split in the stabi-
lizer bar to crossmember bushing must be positioned
toward the front of the vehicle, when the stabilizer
bar is installed on the vehicle.
FRONT WHEEL HUB BEARING
The front hub bearing used on this vehicle is a
Unit 1 type cartridge bearing.
The wheel bearing is serviced separately from the
front steering knuckle and front hub. The hub bear-
ing is held in the steering knuckle by an interference
press fit and a retaining plate which is bolted to the
front of the steering knuckle. Installation of the front
hub into the wheel bearing must be done after the
wheel bearing and retaining plate is installed in the
steering knuckle.The unit 1 wheel bearing is serviced only as a com-
plete assembly less the wheel hub. If the front wheel
bearing requires replacement, the hub must be
removed from the original wheel bearing and trans-
ferred to the replacement bearing.
COIL SPRING
Coil springs are rated separately for each corner or
side of the vehicle depending on optional equipment
and type of vehicle service. During service procedures
when both springs are removed, mark springs to
ensure installation in original position. Each coil
spring comes with a plastic sleeve on the second coil
of the spring. This plastic sleeve is a noise insulator
for the coil spring.
NOTE: If coil springs require replacement, be sure
that the springs needing replacement, are replaced
with springs meeting the correct load rating for the
vehicle and its specific options.
BALL JOINT
The ball joint (Fig. 8) is pressed into the lower con-
trol arm and has a non-tapered stud with a notch for
steering knuckle clamp bolt clearance. The ball joint
stud is clamped and locked into the steering knuckle
leg using a pinch bolt. The ball joint used on this
vehicle is replaceable and if found defective can be
serviced as a separate component of the lower control
arm assembly.
WHEEL MOUNTING STUDS
If wheel attaching studs need to be replaced in the
hub and bearing assembly the studsCAN NOTbe
hammered out of the hub flange. If a stud is removed
by hammering it out of the bearing flange, damage to
the hub and bearing assembly will occur leading to
premature bearing failure.
Fig. 6 Lower Control Arm Assembly
Fig. 7 Stabilizer Bar And Components
2 - 14 SUSPENSIONPL
DESCRIPTION AND OPERATION (Continued)

Use the procedure and special tools shown in the
service procedures section for the wheel mounting
studs when replacing the wheel attaching studs.
The hub and bearing assembly does not require
removal from the steering knuckle or the rear
knuckle to replace the wheel attaching studs in the
hub and bearing assembly.
DIAGNOSIS AND TESTING
MCPHERSON STRUT ASSEMBLY
(1) Inspect for damaged or broken coil springs
(Fig. 9).
(2) Inspect for torn or damaged strut assembly
dust boots (Fig. 9).(3) Lift dust boot (Fig. 10) and inspect strut
assembly for evidence of fluid running from the
upper end of fluid reservoir. (Actual leakage will be a
stream of fluid running down the side and dripping
off lower end of unit). A slight amount of seepage
between the strut rod and strut shaft seal is not
unusual and does not affect performance of the strut
assembly. Also inspect jounce bumpers for signs of
damage or deterioration.
STEERING KNUCKLE
The front suspension steering knuckle is not a
repairable component of the front suspension.IT
MUST BE REPLACED IF FOUND TO BE DAM-
AGED IN ANY WAY.If it is determined that the
steering knuckle is bent when servicing the vehicle,
no attempt is to be made to straighten the steering
knuckle.
On this vehicle the steering knuckle must be
removed from the vehicle when servicing the front
hub bearing.
LOWER CONTROL ARM
If damaged, the lower control arm casting is ser-
viced only as a complete component. Inspect lower
control arm for signs of damage from contact with
the ground or road debris. If lower control arm shows
any sign of damage, inspect lower control arm for
distortion.Do not attempt to repair or straighten
a broken or bent lower control arm.
The serviceable components of the lower control
arm are: the ball joint assembly, ball joint assembly
grease seal and control arm bushings. Inspect both
control arm bushings for severe deterioration, and
replace if required. Inspect ball joint per inspection
procedure in this section of the service manual and
replace if required. Service procedures to replace
these components are detailed in the specific compo-
Fig. 8 Ball Joint Assembly
Fig. 9 McPherson Strut Assembly Inspection
Fig. 10 Strut Assembly Leakage Inspection
PLSUSPENSION 2 - 15
DESCRIPTION AND OPERATION (Continued)

nent removal and installation sections in this group
of the service manual.
BALL JOINT ASSEMBLY
With the weight of the vehicle resting on the road
wheels. Grasp the grease fitting as shown in (Fig. 11)
and with no mechanical assistance or added force
attempt to move the grease fitting.
If the ball joint is worn the grease fitting will move
easily. If movement is noted, replacement of the ball
joint is recommended.
STABILIZER BAR
Inspect for broken or distorted sway bar bushings,
bushing retainers, and worn or damaged sway bar to
strut attaching links. If sway bar to front suspension
cradle bushing replacement is required, bushing can
be removed from sway bar by opening slit and peel-
ing bushing off sway bar.
HUB/BEARING
The hub bearing is designed for the life of the vehi-
cle and requires no type of periodic maintenance. The
following procedure may be used for diagnosing the
condition of the hub bearing.
With the wheel, disc brake caliper, and brake rotor
removed, rotate the wheel hub. Any roughness or
resistance to rotation may indicate dirt intrusion or a
failed hub bearing. If the hub bearing exhibits any of
these conditions during diagnosis, the hub bearing
will require replacement, the bearing is not service-
able.
Damaged bearing seals and the resulting excessive
grease loss may also require bearing replacement.
Moderate grease weapage from the hub bearing is
considered normal and should not require replace-
ment of the hub bearing.
REMOVAL AND INSTALLATION
MCPHERSON STRUT
REMOVE
WARNING: DO NOT REMOVE STRUT ROD NUT
WHILE STRUT ASSEMBLY IS INSTALLED IN VEHI-
CLE, OR BEFORE STRUT ASSEMBLY SPRING IS
COMPRESSED.
(1) Loosen wheel nuts.
(2) Raise vehicle on jack stands or centered on a
frame contact type hoist. See Hoisting in the Lubri-
cation and Maintenance section of this manual, for
the required lifting procedure to be used for this
vehicle.
(3) Remove wheel and tire assembly from location
on front of vehicle requiring strut removal.
(4) If both strut assemblies are removed, mark the
strut assemblies right or left according to which side
of the vehicle they were removed from.
(5) Remove hydraulic brake hose routing bracket
and attaching screw from strut damper bracket. If
vehicle is equipped with Anti-Lock brakes, hydraulic
hose routing bracket is combined with speed sensor
cable routing bracket (Fig. 12).
CAUTION: The steering knuckle to strut assembly
attaching bolts are serrated and must not be turned
during removal. Remove nuts while holding bolts
stationary in the steering knuckles.
(6) Remove the 2 bolts (Fig. 13) attaching the strut
to the steering knuckle.
(7) Remove the 3 nuts attaching the upper mount
of the strut (Fig. 14) to the strut tower of the vehicle
.
INSTALL
(1) Install strut assembly into strut tower, aligning
the 3 studs on the upper strut mount into the holes
in shock tower. Install the 3 upper strut mount
retaining nut and washer assemblies (Fig. 14).
Torque the 3 nuts to 31 N´m (23 ft. lbs.).
CAUTION: The steering knuckle to strut assembly
attaching bolts are serrated and must not be turned
during installation. Install nuts while holding bolts
stationary in the steering knuckles.
(2) Align strut assembly with steering knuckle.
Position arm of steering knuckle into strut assembly,
aligning the strut assembly to steering knuckle
mounting holes. Install the 2 strut assembly to steer-
ing knuckle attaching bolts (Fig. 13). Attaching bolts
should be installed with the nuts facing the front of
the vehicle. Torque both attaching bolts to 53 N´m
Fig. 11 Checking Ball Joint Wear
2 - 16 SUSPENSIONPL
DIAGNOSIS AND TESTING (Continued)

(40 ft. lbs.) plus an additional 1/4 turn after specified
torque is met.
(3) Install hydraulic brake hose routing bracket
and attaching screw onto strut damper bracket. Ifvehicle is equipped with Anti-Lock brakes, hydraulic
hose routing bracket is combined with speed sensor
cable routing bracket (Fig. 12). Torque bracket
attaching bolts (Fig. 12) to 13 N´m (10 ft. lbs.).
(4) Tighten the wheel mounting stud nuts in
proper sequence until all nuts are torqued to half
specification. Then repeat the tightening sequence to
the full specified torque of 135 N´m (100 ft. lbs.).
STEERING KNUCKLE
REMOVE
(1) Remove cotter pin, nut lock, and spring washer
(Fig. 15).
CAUTION: Wheel bearing damage will result if
after loosening hub nut, vehicle is rolled on the
ground or the weight of the vehicle is allowed to be
supported by the tires.
Fig. 12 Brake Hose And Speed Sensor Cable
Routing Brackets
Fig. 13 Strut To Steering Knuckle Attaching Bolts
Fig. 14 Strut To Shock Tower Mounting
Fig. 15 Cotter Pin, Nut Lock, And Spring Washer
PLSUSPENSION 2 - 17
REMOVAL AND INSTALLATION (Continued)

(2) Loosen hub nut while vehicle is on the floor
with the brakes applied (Fig. 16).The hub and
driveshaft are splined together through the
knuckle (bearing) and retained by the hub nut.
(3) Raise vehicle on jack stands or centered on a
frame contact type hoist. See Hoisting in the Lubri-
cation and Maintenance section of this manual, for
the required lifting procedure to be used for this
vehicle.
(4) Remove the front tire and wheel.
(5) Remove front disc brake caliper to steering
knuckle attaching bolts (Fig. 17).
(6) Remove the disc brake caliper from the steer-
ing knuckle. Caliper is removed by first lifting bot-
tom of caliper away from steering knuckle, and then
removing top of caliper out from under steering
knuckle (Fig. 18).
(7)
Support brake disc brake caliper assembly using a
wire hook and not by hydraulic hose (Fig. 19).
(8) Remove the rotor from the front hub/bearing
(Fig. 20).
Fig. 16 Loosening Front Hub Retaining Nut
Fig. 17 Disc Brake Caliper Attaching Bolts
Fig. 18 Brake Caliper Removal
Fig. 19 Supporting Brake Caliper
Fig. 20 Remove /Install Rotor
2 - 18 SUSPENSIONPL
REMOVAL AND INSTALLATION (Continued)