estendblock FIAT 500 1964 1.G Workshop Manual

CHAPTER 7
REAR SUSPENSION AND WHEELS
7:1
7:2
7:3
7:4Description
Removal of rear suspension assembly
Servicing swinging arms
Coil springs
7:1 Description
The rear wheels are independently sprung by means of
coil springs and V-shaped swinging arms acting on coil
springs and telescopic double acting hydraulic shock
absorbers. The swinging arms are m o u n t e d at their inner
ends on 'estendblocks', the coil spring is fitted at the outer
end of the swinging arm. At the wheel end of the suspen-
sion arm is attached a steel pressing to which the brake
backplate and wheel bearing housing are bolted so
forming a swinging unit to which is attached the road
wheel.
The inner pivots are so located vertical wheel move-
ments do not influence the drive shaft length which
means that there is no need to fit a splined joint at the
wheel end. Two taper roller bearings which are separated
by a specially designed collapsible spacer are located in
the rear wheel bearing housing and this carries the axle
shaft. The outer end of the axle shaft is flanged and it
is to this flange that the brake drum is bolted. The splined
inner end carries a rubber cushioned coupling to which
the drive shaft flange is attached.
7 : 2 Removal of rear suspension assembly
1 Jack-up the vehicle and place on firmly based stands.
Remove the road wheel on the side from which the
suspension unit is to be removed.
F50079 7:5
7:6
7:7
7:8Installation of rear suspension assembly
Checking and adjusting rear wheel toe-in
Modifications
Fault diagnosis
2 Using a garage hydraulic jack support the swinging
arm to facilitate the removal of the upper shock
absorber mounting nut which is located inside the
vehicle on the floor. To gain access to the nut remove
the rear wheel housing linings.
3 Unhook the parking brake shoe control lever return
spring.
4 Remove the three screws securing the drive shaft
flange to the flexible coupling. Pull back the sleeve and
remove the inner spring.
5 Remove the brake fluid reservoir cap, remove the filter
and plug the delivery hole in the brake f l u i d reservoir
and disconnect the flexible brake pipe from the
bracket on the body floor.
6 Disconnect the parking brake control tie rod by first
removing the cotter pin and removing the cable eye
from the pin on the shoe control lever. Release the
cable adjustment nuts and free the cable from the
fairlead on the swinging arm.
7 Using the hydraulic jack carefully lower the swinging
arm, fully retract the shock absorber by pushing in the
outer cylinder and carefully pull out the coil spring
together with its mounting rubber rings.
8 Remove the self-locking nut securing the swinging
arm to the internal support welded on the floor.
Extract the mounting pin and note the number and
arrangement of shims between the bushings and the
bracket. This will facilitate reassembly.

FIG 7 : 1 Rear suspension assembly
Key to Fig 7 : 1 1 Brake shoe control cable and sheath 2 Coil spring 3 Oil boot 4 Axle shaft 5 Bumper
6 Flexible joint 7 Swinging arm 8 Cable adjusting nut 9 Swinging arm-to-front bracket mounting pin
10 Swinging arm front bracket-to-underbody mounting screw 11 Engine front support crossmember 12 Swinging arm
rear self-locking nut 13 Shock absorber-to-swinging arm lower nut 14 Sleeve screws 15 Axle shaft-to-flexible joint sleeve
9 Remove the three swinging external support fixing
bolts securing the outer suspension arm bracket to the
vehicle floor and remove the rear suspension assembly.
Remove the special rubber pad located between the
support bracket and the vehicle floor.
7 : 3 Servicing swing arms
Dismantling:
1 Remove the cotter pin and release the nut fixing the
flexible joint to the wheel shaft. Remove the plain
washer and the joint.
2 Using Fiat tool A.40005.1.9 or a universal two-leg
puller, remove the wheel shaft and brake drum.
Extract the t w o oil seals and both the outer and inner
bearing inner rings, thrust ring of the joint and the
resilient spacer.
3 Using Fiat tool A.6511, remove the t w o bearing outer
rings.
4 Disconnect the brake hydraulic line at the wheel
cylinder and remove the swinging external support.
The bearing housing and brake housing flange may
then be removed.
Inspection :
Thoroughly clean all the parts and install the swinging
arm on Fiat fixture A.66064 as shown in FIG 7 : 4. If the
80
swinging arm has not been distorted its installation on the
fixture should be straightforward. Tighten the clamp
screws 1 (see FIG 7 : 3) on the road wheel brake drum,
connect the swinging arm inner member to the seating
2 on the fixture and finally fit the swinging arm external
support holes on the fixture pins 3. Should difficulty be
experienced in either one of these three operations then
this is an indication that the swinging arm is distorted and
should be straightened or a new assembly fitted. If this
check is satisfactory proceed as follows:
1 Check that the 'estendblocks' are a snug fit in their
respective seatings in the swinging arm and that the
mounting pin slides in freely w it h ou t excessive play.
To renew the 'estendblocks' use Fiat tool A.66056
which is suitable for both their removal and installation.
2 Check that the inner and outer bearing outer rings have
no play in their seatings and that the rollers and cages
are not broken, cracked, show signs of overheating
or are worn.
3 Ensure t h a t the o i l seals f i t snugly on the wheel shaft,
also on the joint spacer or shoulder ring and on the
hub seats. If the oil seals should show any signs of wear
then these should be renewed.
4 Inspect the resilient spacer for signs of hair line cracks,
which if not evident the spacer may be used again as
it is not permanently distorted during assembly.
Should, however, new bearings or bearing housings
be fitted it is considered good practice to fit a new
spacer.

FIG 7 :2 Right rear suspension assembly, sectioned through brake drum and arm mountings
5 Check the mating surface of the bearing inner rings on
the wheel shaft and ensure that it is perfectly smooth.
Also check that the shaft splines to flexible joint
splines are not distorted or show signs of excess wear.
The maximum permissible wear backlash is .0059 inch.
6 Ensure that the f l e xible joint is not damaged where the
rubber is bonded to the metal. If signs of strain are
indicated a new joint must be fitted.
F50081
Reassembly:
Reassembly of the swinging arm unit is the reverse
procedure to dismantling. The following points should
be noted:
1 Always use Fiat tool A.66056 to install 'estendblock'
on the swing arm.
2 The mounting nuts for the bearing housing to the
brake housing flange should always be tightened to a

high bearing preload. To reset remove the wheel shaft
and fit a new resilient spacer. Repeat the rotation
torque test.
Swinging arm adjustment:
To adjust the swinging arm use Fiat fixture A.66064 as
shown in FIG 7 : 3 and proceed as follows:
1 At points A and B as indicated in FIG 7 : 4 between the
'estendblock' and the swinging arm to body front
mounting bracket fit three shims on each side. To
ensure that the shims are correctly centred use Fiat
alignment bar A.66057.
2 Whilst removing the alignment bar, carefully slip in the
mounting pin and screw on the nut. Once the rear
wheel geometry adjustment has been completed this
nut should be tightened to a torque wrench setting
of 43.4 to 50.6 Ib ft.
3 At points C and D (see FIG 7 : 4) , insert the number of
shims required to fill in the gap between the 'estend-
block' and the two fixture shoulders. Having deter-
mined the number of shims required both at locations
C and D, these must later be fitted between the
'estendblock' and the shoulders on the swinging arm
to body mounting bracket.
7 : 4 Coil springs
The coil springs should be thoroughly cleaned and all
traces of rust removed. Inspect the spring coils for hair
line cracks, which if evident, a new pair of springs must
be fitted to ensure correct vehicle height and stability.
Check the free
height and the height under loading of
the coil springs and these must correspond to the figures
quoted in Technical Data.
7:5 Installation of rear suspension assembly
To replace the rear suspension assembly proceed as
follows:
1 Insert the swinging arm inner end in the mounting
bracket which is welded onto the body floor. Place
between the 'estendblock' and bracket the number of
adjustment shims as previously determined using Fiat
fixture A.66064 as shown in FIG 7 : 4. Insert the Fiat
alignment bar A.66057 through 'estendblock' and
shims, aligning them with the holes in the mounting
bracket. Firmly hold the entire assembly using a garage
hydraulic jack if necessary, and carefully remove the
alignment bar and at the same time ease in t h e
mounting pin. Secure the nut which once the rear
wheels geometry has been checked must be tightened
to a torque wrench setting of 43.4 to 50.6 Ib/ft.
2 Screw in finger tight the three swinging arm external
bracket to body floor mounting screws together w i t h
the plain and spring washers. The screws will have to
be tightened to a torque wrench setting of 28.9 to
36.2 Ib/ft once the rear wheel geometry has been
adjusted.
3 Carefully insert the coil spring, lower insulator ring
onto the swinging arm, insert the spring on the shock
absorber which should be previously secured to the
arm and position the spring onto its seat on the arm.
Place the upper insulator ring onto the spring, raise the
suspension assembly using a garage hydraulic jack and
insert the spring onto its seating under the body floor.
F50083 4 Ensure that the shock absorber to floor rubber ring has
been correctly fitted and extend the shock absorber
until its upper mounting pin protrudes into the vehicle
through the hump in the floor panel. Secure the shock
absorber by its mounting nut and lockwasher having
first inserted the rubber ring and plain washer.
5 Refit the rear wheel housing in place, reconnect the
brake line to the connection on body floor and remove
the plug from the output hole in the brake fluid
reservoir. Bleed the hydraulic brake system as
described in Chapter 10.
Key to Fig 7:8 k Distance of centre rear bracket, for
jacking up the vehicle, from floor level (8.90 inch)
Half-track = 22.264 inch ±.059 inch
FIG 7 : 8 Position of rear suspension f o r rear wheel
toe-in inspection and adjustment ('500 Station Wagon') FIG 7 : 7 Adjusting rear wheel toe-in angle
Key to Fig 7 : 7 Rear wheel plane must be perpendicular to
ground and parallel to car longitudinal centerline with a
tolerance of 0° 10'
To adjust rear wheel geometry, move suitably the swinging arm
outer support. Slight movements are permitted by the play
existing between the support holes A and the mounting screws.
Screws B must be tightened to 28.9 to 36.2 Ibft (4000 to 5000
kg mm). Nuts C must be tightened to 43.4 to 50.6 Ib ft (6000
to 7000 kgmm), after adjustment has been carried out. (These
directions and specifications are also applicable to 500 Station
Wagon).

CHAPTER 8
FRONT SUSPENSION AND HUBS
8:1
8:2
8:3
8:4
8:5
8:6Description
Front suspension removal and dismantling
Leaf spring
Swinging arms
Kingpin housing
Steering knuckle and wheel hub
8:1 Description
The independent front suspension assembly fitted to
the 'new 500' range comprises a transverse leaf spring
which is anchored to the body through two rubber
mountings and kingpins through 'estendblocks' as
shown in FIG 8:1. The leaf spring also acts as an anti-
roll bar which gives normal spring reaction even when the
front road wheels encounter a rough road surface.
Special polyethylene insulating strips are fitted
between the five springs leaves which are all clamped
together by t w o rubber cushioned clamps.
Upper movement of the kingpins in the swinging arm
is obtained by 'estendblocks'. The half arms are anchored
to the body as shown in FIG 8 : 3 and pivot on their pins
through rubber bushes. Double acting hydraulic shock
absorbers are fitted to the kingpin housings at the lower
end and anchored at the top to the vehicle body. Two
rubber buffers are secured to brackets mounted onto the
body to limit the spring oscillations. The spring centre
bolt is also fitted with a rubber pad.
8 : 2 Front suspension removal and
dismantling
To remove the front suspension assembly proceed as
follows:
F50087
1 Remove the hub caps and carefully slacken the road
wheel retaining bolts. Using a garage hydraulic jack
raise the front of the vehicle and place on firmly
based stands. Remove the road wheels.
2 Disconnect the steering linkages from the pitman arm,
the drag link and the steering knuckle arms.
3 Remove the shock absorber upper mounting nut from
the body, lift away the half rubber bush and push d o w n
the outer cylinder.
4 Blank off the brake fluid reservoir outlet by inserting
a suitable wooden peg through the reservoir filler
opening and disconnect the brake hydraulic lines at
the wheel cylinders.
5 Fit Fiat crossbeam Arr.2072 under the leaf spring
and support this, using a garage hydraulic jack.
6 Remove the self-locking nut securing the leaf spring
to the kingpin housing and ease o u t the spring
mounting bolt taking care not to damage the thread.
Also remove the nuts securing the swinging arm pin
to studs on the body and remove the swinging arm
assembly. Carefully lift out the adjusting shims and
spacers from the studs making a careful note of the
number of the shims and their locations.
7 Remove the nuts securing the leaf spring elastic
mounting to the body (see FIG 8 : 4) , and lower the 8:7
8:8
8:9
8:10
8:11Hydraulic damper
Front suspension assembly and
installation
Steering geometry
Modifications
Fault diagnosis

LEAF SPRING RESILIENT SUPPORTS
FIG 8 : 1 Front suspension
SHOCK ABSORBER
SWINGING ARM
SWINGING
ARM
PIN
KING PIN
LEAF SPRING
KING PIN
HOUSING
FIG 8 : 2 Right front suspension
hydraulic jack slowly so allowing the spring to be
lowered from the underside of the vehicle.
8 Using Fiat wrench A.56030, disconnect the hydraulic
shock absorber from the kingpin housing. Also remove
the swinging arm pin mounting nuts and remove the
pin.
9 Using Fiat drift A.66056 or a suitably sized drift
remove the 'estenblock' from the kingpin housing.
Using a suitably sized punch remove the block pin
from the kingpin, remove the lower plug and take off
the kingpin.
88FIG 8 : 4 Section through one spring mounting Key to Fig 8 : 3 1 Kingpin housing 2 Estendblock
3 Pin, swinging arm to kingpin housing 4 Half-arm
5 and 6 Nut and splitpin 7 Screw, welded on body
8 Nut, mounting, pin 13 to body 9 Rubber buffer
mounting nut 10 Body panel 11 and 12 Camber and
castor adjustment shims 13 Pin, swinging arm to body
14 Spacer 15 Cups, for rubber bush 16 Rubber bush FIG 8 :3 Section through left swinging arm
Description:
The spring comprises a main leaf and four assister
leaves. Specially shaped polyethylene insulation strips
are fitted between the leaves which are held together by a
centre bolt and two elastically mounted side clips as
shown in FIG 8 : 1. The leaf spring is attached to the 8 : 3 Leaf spring

FIG 8:6 Swinging arm components
Key to Fig8:6 1 Half-arms 2 Pin, arm to body mounting
3 Pin, arm to kingpin housing mounting 4 and 5 Washer and
nut 6 and 8 Cups, rubber bushes 7 Rubber bushes
9 and 10 Sptitpins and nuts, mounting, pin (2) to arms
TOOL A.66054
PULLER A.40005/
FIG 8 : 7 Removal of rubber bushes by universal puller
A.40005 and arm retainer tool A.66054
DRIFT ROD
A.66056
FIG 8:8 Drift rod A.66056 for kingpin housing Estend-
block' removal and installation
90Inspection:
Thoroughly clean the half arms and dry using a com-
pressed air jet. Then proceed as follows:
1 Thoroughly inspect the half arms to ensure that they
are not distorted or show signs of cracking which, if
evident, should be renewed. Compare the t w o half
arms to ensure that they have the same inclination and
that the holes are not elongated but are true and
properly aligned. kingpin housings by 'estendblocks' which are fitted in the
main leaf eyes. A specially shaped rubber buffer is
mounted on the spring centre bolt.
Leaf spring inspection and repair:
To dismantle the leaf spring assembly remove the t w o
side clips and the centre bolt. Thoroughly wash all parts
and to inspect proceed as follows:
1 Inspect carefully to check that the leaves are not
broken or show signs of cracking which, if evident,
the leaf must be renewed. It should be noted that the
third spring leaf is not available as a service replace-
ment part which means that if this leaf is damaged the
whole spring must be renewed.
2 Check that there is no paint or underseal present
between the leaves which, if evident, must be removed.
3 Ensure that the mating surfaces of the leaves are
perfectly smooth and clean. If there are signs of
rusting or slight indentations, these areas must be
cleaned using a file. Any deep indentations will be a
source of weakness and the leaf must be renewed.
4 The 'estendblocks' are press fitted into the main leaf
eyes and must be thoroughly inspected for excessive
wear, signs of seizure and dry operation of the rubber
parts. The 'estendblocks' should be renewed if there
is any doubt as to their condition. To remove and
replace the 'estendblocks' use Fiat .drift A.66056 or a
suitably sized drift as shown in FIG 8 : 8 .
5 Check the condition of all rubber pads, the centre
buffer and the polyethylene linings for signs of wear,
cracking or splits and, if evident, new parts must be
fitted.
6 Once the spring has been reassembled it should be
tested by loading as shown in FIG 8 : 5 .
8:4 Swinging arms
Description:
The swinging arms comprise t w o pressed steel sheet
half arms which are joined by two pins, one on the
kingpin housing and the other on the body (see FIG
8:6) . Rubber bushes ('flanblocks') are press fitted into
the half arms for the attachment of the swinging arm pin
to the body as shown in FIG 8 : 6 .
Dismantling:
1 Clamp the swinging arm into a vice and fit Fiat tool
A.66054 as shown in FIG 8 : 7. Remove the splitpin
and nut securing the half arms onto their pin.
2 Using a universal t w o leg puller or Fiat puller A.40005
together with items 1 and 5 pull out the rubber bushes
as shown in FIG 8 : 7. Remove tool A.66054 insert it
on the other half arm and repeat the operation
performed for the bush removal on the first arm.

2 Check that the surface of the pin that is in contact with
the camber and castor adjuster shims does not show
any signs of indentation or roughness which could
affect the accuracy of adjustment on reassembly. If
there are any signs of rust or small markings these
should be smoothed out using a file.
3 Inspect the condition of the half arm bushes, the inner
surface of which must not show signs of seizure and
the clearance of the bush to pin must not be greater
than .01 57 inch. Upon initial assembly the fit clearance
is .00059 to .0059 inch. Ensure t h a t the rubber parts
of the bush are not torn, cracked or show signs of
weakness which, if evident, must be renewed.
4 Use Fiat tool A.66058 or a suitably sized drift for
refitting the rubber bushes into the swinging arms.
Upon reassembly it should be observed that the
tightening of the two swinging arms m o u n t i n g nuts 5
(see FIG 8 : 3) , must be carried out whilst keeping
the axis of the swinging arm and the pin hole for the
screws 7 on the same plane otherwise distortion can
occur.
8 : 5 Kingpin housing
1 To remove and replace the 'estendblocks' use Fiat
tool A.66056 as shown in FIG 8 : 8. Ensure t h a t the
'estendblocks' is not worn and that there are no signs
of seizure on its inner surface, or that the rubber has
hardened. Renew if necessary.
2 Check that the kingpin to bush clearance is not
greater than .0079 inch. The clearance when fitted
new is .00063 to .00213 inch. If the clearance is
excessive the t w o bushes must be renewed and also
the kingpin if excessive wear is evident. To remove and
refit the kingpin bushes use Fiat tool A.66016 and
after reassembly the bushes must be accurately
refaced using a reamer set to a diameter of .5912 to
.5922 inch. If considered necessary use Fiat Fixture
C.1004 to check that the kingpin housing has not been
distorted which, if evident, the housing must be
renewed.
3 Whilst the kingpin assembly is being inspected ensure
that the lubrication hole is free to allow the passage of
oil.
4 To prevent incorrect loading of the 'estendblocks' that
is press fitted into the kingpin housing, the housing
to swinging arm pin nut must be tightened with the
parts so arranged that the angle between the swinging
arm plane and the housing axis is approximately
95 deg. as shown in FIG 8:14.
8:6 Steering knuckle and wheel hub
Dismantling:
1 To remove the wheel hub cap use Fiat puller A.46023
as shown in FIG 8 : 9 .
2 Using a universal t w o leg puller or Fiat puller A.40005
together with items 1 and 9 remove the wheel hub/
drum assembly having first extracted the splitpin and
released the hub retaining nut (see FIG 8:10). Later
models have a staked nut w i t h no splitpin. The nut
should be freed with a punch and discarded.
3 Remove the outer roller bearing, the oil seal and the
inner roller bearing outer race from the drum and pull
out the steering knuckle inner roller bearing inner ring
using Fiat puller A.46000
F500PULLER
A.46023
FIG 8 : 9 Removing right front wheel hub cap by
remover A.46023
UNIVERSAL PULLER A. 40005/
FIG 8:10 Removing left front wheel brake drum by
puller A.40005
4 Release the t w o brake to steering knuckle mounting
nuts and remove the complete brake housing flange.
5 To remove the steering knuckle from the kingpin
housing, remove the 'estendblock' from the kingpin
housing using Fiat drift A.66056 or a suitably sized
drift as shown in FIG 8 : 8.
6 Using a suitably sized punch drive the lockpin from the
kingpin, remove the lower plug and slide off the
kingpin. The steering knuckle is then disengaged
together with the snap ring, two thrust washers and a
shoulder ring.
Inspection:
Thoroughly clean all parts and dry using a compressed
air jet and to inspect proceed as follows:
1 Check that the steering knuckle and steering arm show
91

VERTICAL LINE DB
S
EB
OIL SUMPF
GF
FIG 8:16 Castor, camber angles
6 Insert the swinging arm pin onto the two studs that
are welded to the body sides so as to support the
front suspension and wheel assembly.
7 Reconnect the kingpin housing to the spring eye by
inserting the bolt and tightening the self-locking nut
to a torque wrench setting of 28.9 Ib/ft. It is important
that during this operation the spring is always kept
in the 'set' position by fixture A.66061 so as to
ensure correct assembly and prevent excessive strain
on the 'estendblocks'.
8 Slide off the swinging arm and insert the spacers and
shims S (see FIG 8:16) onto the studs ensuring
that the resulting thickness is the same as was found
during dismantling. Reattach the swinging arm.
Screw on the nuts securing the pin to the body and
tighten to a torque wrench setting of 28.9 Ib/ft.
9 Refit the shock absorber securing it to the kingpin
housing and to the body inserting the plain washer
between the rubber pad and the toothed washer.
10 Carefully remove Fiat fixture A.66061, connect the
steering rods, hydraulic brake pipes and refit wheels.
Remove the wooden plug from the brake fluid tank
inlet opening. Carefully raise the vehicle using a
garage hydraulic jack, remove the axle stands and
lower slowly to the ground.
11 When both left- and righthand suspension units have
been refitted to the vehicle the front end steering
geometry must be checked and adjusted.
8:9 Steering geometry
Checking of the front wheel geometry is necessary
95
F500
if either excessive tyre wear or irregular steering per-
formance is noticed or if the front suspension assembly
has been dismantled for repair. The values for the front
end setting under a normal static load normally con-
sidered to comprise four passengers should be as
follows:
Camber angle — 1 d e g . ± 20'
Castor angle — 9 deg.± 1 deg.
The camber angle shown in FIG 8:14 and the castor
angle shown in FIG 8 : 1 6 adjustments are performed by
inserting shims S (see FIG 8 : 1 6 ) between the swinging
arm pin and the spacers on the studs that are welded to
the body at points D and E (see FIG 8:16). Shims .0197
inch thick are supplied in service to enable the castor and
camber angles to be adjusted.
It is suggested that the castor and camber angles are
checked at the local agents as specialised equipment is
necessary for completion of these checks.
Adjustment of castor angle:
Slacken the t w o nuts securing the swinging arm pin
to the body and proceed as follows:
1 If the castor angle requires to be increased (see FIG
8:16) move the shims S from the rear screw E to the
front screw D.
2 If the castor angle requires to be reduced (see FIG
8:16) move the shims from the front screw D to the
rear screw E.
Adjustment of camber angle:
Slacken the t w o nuts securing the swinging arm pin DE
A
C

to the body and proceed as follows:
1 If the camber angle requires to be increased (see FIG
8:16) add the same number of shims S on both
screws D and E.
2 If the camber angle requires to be reduced (see FIG
8:16) remove the same number of shims from both
screws D and E.
The addition or removal of shims at the t w o points D
and E permits camber adjustment to be made without
any disturbing of the castor angle.
8:10 Modifications
Checking and adjusting castor and camber angles:
When checking the castor and camber angle the
static loading should be such that the distance between
the semi-elliptic spring mountings G (see FIG 8:16)
and the floor level to be approximately 6.81 inches, also a
distance between the lowermost portion of the sump and
the floor level of approximately 6.14 inch for the Model
500D. For the 500 Station Wagon version the distance
between centre rear bracket for jacking-up the vehicle
and the floor level should be approximately 8.90 inches.
All other front wheel alignment specifications are the
same as for the remaining 500 saloon models.
8:11 Fault diagnosis
(a) Wheel bounce
1 Tyre casing faulty
2 Uneven tyre pressures
3 Wheels out of balance
4 Semi-elliptic mounting spring worn5 Weak or seized shock absorber
6 Wheel rim or tyre misaligned
(b) Suspension noise
1 Lack of lubrication
2 Noisy or inoperative shock absorbers
3 Worn or loose wheel bearings
(c) Pull to one side
1 Low or uneven tyre pressures
2 Incorrect front wheel alignment
3 Suspension arms distorted
4 Inoperative shock absorbers
5 Brakes binding
(d) Excessive t y r e wear
1 Incorrect tyre rotation during servicing periods
2 Incorrect camber angle
3 Incorrect toe-in
4 Incorrect tyre inflation
5 Excessive play at wheel bearings
6 Wheel wobble
7 Stiff suspension arms
8 Brakes out of adjustment
(e) Wheel wobble
1 Uneven tyre pressures
2 Loose or worn wheel bearings
3 Inoperative shock absorbers
4 Loose steering knuckle or kingpin housing
5 Incorrect front wheel alignment
6 Control arm rubber bushings, or kingpin housing and
semi-elliptic spring 'estendblock' worn
96