wheel ISUZU TROOPER 1995 Owner's Manual

3-10 DIAGNOSIS
RADIAL TIRE WADDLE (Fig. 3-4)
Fig. 3-4
Waddle is side-to-side
movement at the front and/or
rear of the car. It can be caused by the steel belt not
being straight within the tire, or by excessive lateral
runout of the tire or wheel. It is most noticeable at low
speed, about 8 to 48 km/h (5 to 30 mph). It may also
cause
rough ride at 80 to 113 km/h (50 to 70 mph).
The car can be road tested
to see which end of the car
has
the faulty tire. If the tire causing the waddle is on
the rear, the rear end
of the car will "waddle". From
the
driver's seat, it feels as if someone is pushing on
the side
of the car.
If the faulty tire is on the front, the waddle is more
easily seen. The front sheet metal appears to be
moving back and forth. It feels as if the driver's seat
is
the pivot point in the car.
Another more time-consuming method of
determining the faulty tire is substituting tire and
wheel assemblies
that are known to be good. Follow
these steps:
1. Drive the car to determine if the waddle is
coming from the front or rear.
2. Install tire and wheel assemblies known to be
good (from a similar car) in place ofthose on the
end
of the car which is waddling. If the waddle
cannot be isolated to front or rear, start with the
rear tires.
3. Road test again. If improvement is noted, install
the original tire and wheel assemblies one at a
time until the faulty tire is found. If no
improvement is noted, install tires known to be
good in place of all four. Then, install the originals
one at a
time until the faulty tire is found.
RADIAL TIRE LEAD/PULL (Fig. 3-5)
"Lead/Pull" is vehicle deviation from a straight path,
on a level road
with no pressure on the steering
wheel.
Lead is usually caused by:
1. Poorly manufactured radial tires.
2. Uneven brake adjustment.
3. Wheel alignment.
The
way in which a tire is built can produce lead in a
car.
An example of this is placement of the belt. Off­
center belts on radial tires can cause the tire to
develop a side force while rolling straight down the
road and the tire will tend to roll like a cone.
The
"Radial Tire Lead/Pull Correction" chart (Fig. 3-5)
should be used to make sure that front wheel
alignment is not mistaken for tire lead.
Rear
tires will not cause lead/pull.
II

FRONT END ALIGNMENT 3A-1
SECTION3A
FRONT END ALIGNMENT
CAUTION:
When fasteners are removed, always reinstall them at the same location from which they were removed. If
a fastener needs to be replaced, use the correct part number fastener for that application. If the correct part
number fastener is not available, a fastener of equal size and strength (or stronger) may be used. Fasteners
that are not reused, and those requiring thread locking compound will be called out. The correcttorque value
must be used when installing fasteners that require it. If the above conditions are not followed, parts or
system damage could result.
CONTENTS
General Description ................................ 3A-1
Camber Adjustment ............................. 3A-4
Definition of Terms .............................. 3A·2 Toe-in Adjustment ............................... 3A-5
On-Vehicle Service ................................. 3A-3 Maximum Steering Angle Adjustment ....... 3A-5
Inspection ......................................... 3A-3 Main Data and Specifications ..................... 3A-6
Trim Height Adjustment ........................ 3A-3 General Specifications .......................... 3A-6
Caster
Adjustment ............................... 3A-3 Torque Specifications ........................... 3A-6
GENERAL DESCRIPTION
"Front End Alignment" refers to the angular
relationship between the front wheels, the front
suspension attaching parts and the ground.
Proper front end alignment must be maintained in
order to insure efficient steering, good directional
stability and to prevent abnormal tire wear.
The
most important factors of front end alignment are
wheel toe-in, wheel camber and axle caster.

3A-2 FRONT END ALIGNMENT
DEFINITION OF TERMS
CAMBER (Fig. 3A-1)
Camber is the inward or outward tilting of the front
wheels from the vertical. When the wheels tilt outward
at the top, the camber is
positive(+). When the wheels
tilt inward at the top, the camber is negative(-). The
amount
of tilt measured in degrees from the vertical is
called the camber angle.
If camber is extreme or unequal between the wheels,
improper steering and excessive tire
wear will result.
Negative camber causes
wear on the inside of the tire,
while positive camber causes wear to the outside.
Left front view
Positive direction
Fig. 3A-1
CASTER (Fig. 3A-2)
Caster is the tilting of the wheel axis either forward or
backward from the vertical (when viewed from the side
of the vehicle). A backward tilt is positive(+) and a
forward tilt is
negative(-).
On the short and long arm type suspension you cannot
see a caster angle
without a special instrument, but if
you look straight down from the top of the upper
control arm to the ground, the
ball joints do not line up
(fore and aft) when a caster angle other than
0 degree is
present. With a positive angle, the lower
ball joint
would be slightly ahead (toward the front of the
vehicle)
of the upper ball joint center line .
• Front
Fig. 3A-2
TOE-IN (Fig. 3A-3)
Toe-in is the turning of the front wheels. The actual
amount of toe-in is normally a fraction of a degree.
Toe-in is measured
from the center of the tire treads or
from the inside of the tires. The purpose of toe-in is to
insure
parallel rolling of the front wheels and to offset
any
small deflections of the wheel support system
which occurs
when the vehicle is rolling forward.
lncorrecttoe-in results in excessive toe-in and unstable
steering. Toe-in is the last alignment to
be set in the
front end alignment procedure.
Fig. 3A-3
•

FRONT END ALIGNMENT 3A-3
ON-VEHICLE SERVICE
INSPECTION
Before making any adjustments affecting caster,
camber or toe-in, the following front end inspection
should be made.
I L•IINSPECT
1. Tires for proper inflation pressure. Refer to
"Wheels and Tires" in section 3E.
2. Front wheel bearings for proper adjustment.
Refer to "Front Wheel Drive" in section 4C.
3. Ball joints, tie rod ends and relay rods. If
excessive looseness is noted, correct before
adjusting. Refer
to "Steering Linkage" in section
3B3.
4. Wheel and tires for run-out. Refer to "Wheels
and Tires" in section 3E.
5. Trim height. If not within specifications, the
correction
must be made before adjusting caster.
6. Steering gear for looseness at the frame.
7. Shock absorbers for leaks or any noticeable
noise.
Refer
to "Front Suspension" in section 3C.
8. Control arms or stabilizer bar attachment for
looseness. Refer to "Front Suspension" in section
3C.
9. Alignment equipment. Follow the manufacturer's
instructions.
10. Level of the vehicle. The vehicle must be on a
level surface.
TRIM HEIGHT ADJUSTMENT
Adjust the trim height by means of the adjusting bolt
on the height control arms (Fig. 3A-4 and 5).
W CAUTION:
When adjusting front end alignment, be sure to
begin with trim height as trim height adjustment
may change other adjusted alignments.
1. Check and adjust the tire inflation pressures.
2. Park the vehicle on a level ground and move the
front of the vehicle up and down several times to
settle the suspension.
3. Make necessary adjustment with the adjusting
bolt on the height control arms.
WHEEL
ALIGNMENT SPECIFICATION
Trim height (Z) 129 mm (5.08 in)
Lower
ball joint
B
Fig. 3A-4
Fig. 3A-5
CASTER ADJUSTMENT
Level ground
The caster angle can be adjusted by means of the
caster shims installed between the chassis frame and
fulcrum pins (Fig. 3A-6 and 7).
WHEEL
ALIGNMENT SPECIFICATION
LWB
Caster angle
SWB
W CAUTION:
Left and right side to be equal within 30'
NOTE:
Difference of the caster shim front/rear thickness shall
be 3.6
mm (0.142 in) or less. Overall thickness of caster
shim and camber shim shall be 10.8 mm (0.425 in) or
less.

3A-4 FRONT END ALIGNMENT
• Tighten the fulcrum pin bolt to the specified torque.
1~1 Torque N·m (lb·ft) 152 (112)
Fig. 3A-6
0 t Front
0
Fig. 3A-8
Fig. 3A-9
\fl CAUTION:
t Front
'(/ Left and right side to be equal within 30'
NOTE:
Fig. 3A-7
CAMBER ADJUSTMENT
Overall thickness of caster shim and camber shim shall
be 10.8 mm (0.425 in) or less.
The camber angle can be adjusted by means of the
camber shims
installed in position between the chassis
frame and
fulcrum pins (Fig. 3A-8 and 9).
• Tighten the fulcrum pin bolt to the specified torque.
~~~ Torque N·m (lb·ft) 152 (112)
WHEEL ALIGNMENT SPECIFICATION
Camber angle o· ± 30'
King pin inclination 12° 30' ± 30'
Position of shims
Front side Rear
side Camber angle Caster angle
1---When
added When
removed Decreases Decreases
When removed When
added
Increases Increases Caster shim
When removed Unchanged Decreases
When added Unchanged
Increases
When added Decreases
Unchanged
Camber shim
When removed
Increases Unchanged

TOE-IN ADJUSTMENT
1. To adjust the toe-in angle, loosen the lock nuts on
the outer track rods and turn the outer track rods.
Turn both rods the same amount, to keep the
steering
wheel centered (Fig. 3A-1 0).
WHEEL ALIGNMENT SPECIFICATIONS
Toe-in mm (in) I 0 ± 2 (0 ± 0.08)
2. Tighten the lock nut to the specified torque.
~~~ Torque N·m (lb·ft) 118 (87)
Outer track rod
Lock nut
Fig. 3A-10
MAXIMUM STEERING ANGLE
ADJUSTMENT
The maximum steering angle of the front wheels can
be adjusted
with the stopper bolts under the frame side
members (Fig. 3A-11 ).
1. Position each front wheel on the turning radius
gauge in a straight-ahead position.
2. Set the parking brake firmly.
3. Adjust the inside wheel angle of each side with the
stopper
bolts.
NOTE: • The maximum protruding length (L) of
stopper bolt from the lock nut should be
10 mm or less (Fig. 3A-12)
4. Similarly adjust the inside wheel angle of the other
side
with stopper bolt.
WHEEL ALIGNMENT SPECIFICATION
Inside wheel
34° ~~:
Outside wheel 32°
NOTE:
Maximum steering angles should be set after adjusting
front wheel alignment.
FRONT END ALIGNMENT 3A-5
5. If the stopper between the lower link end and the
knuckle comes ahead of the stopper bolt (Fig. 3A-
13), adjust the stopper
bolt so that inner stopper
bolt touches the drop arm (relay lever).
6. Tighten the lock nut to the specified torque.
~~~ Torque N·m (lb·ft) 23 (17)
Fig. 3A-11
L
Stopper bolt Lock nut
Fig. 3A-12
Stopper
Fig. 3A-13

POWER STEERING GEAR AND PUMP 381 -1
SECTION 381
POWER STEERING GEAR AND PUMP
w CAUTION:
When fasteners are removed, always reinstall them at the same location from which they were removed.
If a fastener needs to be replaced, use the correct part number fastener for that application. If the correct
part
number fastener is not available, a fastener of equal size and strength (or stronger) may be used.
Fasteners
that are not reused, and those requiring thread locking compound, will be called out. The correct
torque value must be used when installing fasteners that require it. If the above conditions are not
followed, parts or system damage could result.
CONTENTS
General Description ............................ 3B1- 1
Steering Wheel Free Play Adjustment .... 3B1-5
Power Steering
Gear........................ 3B1-1
Steering Gear ................................ 3B1-6
Hydraulic Pump .............................. 3B1- 1
Power Steering Pump ...................... 3B1-8
Pressure Switch
............................. 3B1-1
Unit Repair ...................................... 3B1- 9
Power Steering System Test
................. 3B1-3
Steering Gear ................................ 3B1-9
On-Vehicle Service ............................. 3B1- 4
Power Steering Pump ...................... 3B1-14
Maintenance
................................. 3B1- 4
Main Data and Specifications ................ 3B1-17
Fluid Level .................................... 3B1- 4 General Specifications ...................... 3B1-17
Bleeding The Power Steering System .... 3B1-4
Torque Specifications ....................... 3B1-17
Bleeding Procedure ......................... 3B1-4 Special Tools.................................... 3B1-18
Flushing The Power Steering System .... 3B1-4
GENERAL DESCRIPTION
The hydraulic power steering system consists of a
pump, an oil reservoir, a steering gear, a pressure
hose and a return hose.
POWER STEERING GEAR
The power steering gear has a recirculating ball
system which acts as a rolling thread between the
worm shaft and the rack piston. When the worm shaft
is
turned right, the rack piston moves up in gear.
Turning the worm shaft left moves the rack piston
down in gear. The rack piston teeth mesh with the
sector, which is part ofthe sector shaft.
Turning the worm shaft turns the sector shaft, which
turns the wheels through the steering linkage.
The control valve in the steering gear directs the
power steering fluid to either side of the rack piston.
The rack
piston converts the hydraulic pressure into
a mechanical force. If the steering system becomes
damaged and loses hydraulic pressure, the vehicle
can be controlled manually (Fig. 381-1).
HYDRAULIC PUMP
The hydraulic pump is vane-type design. The
submerged pump has housing and internal parts that
are inside the reservoir and operate submerged in oil.
There are two bore openings at the rear of the pump
housing. The larger opening contains the cam ring,
pressure
plate, thrust plate, rotor and vane assembly,
and end plate. The smaller opening contains the
pressure
line union, flow control valve and spring
(Fig. 381-2).
PRESSURE SWITCH
When hydraulic pressure reaches 3920 ± 690 kPa
(570 ± 100 psi), the pressure switch closes causing
Engine
Control Module (ECM) to actuate the idle air
control valve to prevent the overload-induced engine
speed down. The switch opens
when hydraulic
pressure drops to 2970 ± 560 kPa (430 ± 80 psi).

POWER STEERING SYSTEM TEST
TEST PROCEDURE
Test of fluid pressure in the power steering system is
performed to determine whether
or not the oil pump
and
power steering unit are functioning normally.
The power steering system test is method used to
identify and
isolate hydraulic circuit difficulties. Prior
to performing this test, the following inspections and
corrections,
if necessary, must be made.
[!) INSPECT
• Pump reservoir for proper fluid level.
•
Pump belt for proper tension.
• Pump driver pulley condition.
1. Place a container under the pump to catch the
fluid when disconnecting or connecting the
hoses.
2. With the engine NOT running, disconnect the
pressure hose
at the power steering pump and
install Power Steering tester (Fig. 3B1-3).
The gage
must be between the shutoff valve and
pump.
Open the shutoff valve.
li5\l Tester: J-29877-A
~ Adapter: J-39213
3. Check the fluid level. Fill the reservoir with power
steering fluid, to the "Full" mark. Start the engine
and,
momentarily holding steering wheel against
stop, check the connections at tester
for leakage.
4. Bleed the system. Refer to "Bleeding the Power
Steering
System".
POWER STEERING GEAR AND PUMP 381-3
5. Start the engine and check the pump fluid level.
And power steering fluid if required. When the
engine is at
normal operating temperature,
increase engine speed to 1500 rpm.
U7 CAUTION:
VI Do not leave shutoff valve fully closed for more
than 5 seconds,
as the pump could become
damaged
internally.
6. Fully close the shutoff valve. Record the highest
pressures.
• If the pressure recorded is within 9300-9800
kPa (1350-1420 psi), the pump is functioning
within its specifications.
• If the pressure recorded is higher than 9800 kPa
(1420 psi), the valve in the pump is defective.
• If the pressure recorded is lower than 9300 kPa
(1350 psi), the valve or the rotating group in the
pump is defective.
7. If the pump checks within specifications, leave the
valve open and turn (or have someone else turn)
the steering
wheel fully in both directions. Record
the highest pressures and compare
with the
maximum pump pressure recorded in step
6. If
this pressure cannot be built in either (or one) side
ofthe gear, the gear is leaking internally and must
be disassembled and repaired.
8. Shut the engine off, remove the testing gage,
reconnect the pressure hose, check the
fluid level
and make the needed repairs.
9. If the problem still exists, the steering and front
suspension must be thoroughly examined.
Shut off Valve
J-29877-A
Oil Pressure Gauge
J-29877-A
Fig. 3B1-3

381 - 4 POWER STEERING GEAR AND PUMP
ON-VEHICLE SERVICE
MAINTENANCE
The hydraulic system should be kept clean and fluid
level in the reservoir should be checked at regular
intervals
and fluid added when required. Refer to
"MAINTENANCE AND LUBRICATION" in section OB
ofthe manual for type offluid to be used and intervals
for filling.
If the system contains some dirt, flush it as detailed
later
in this section. If it is exceptionally dirty, both the
pump and the gear must be completely disassembled
before further usage.
All tubes, hoses, and fittings should be inspected for
leakage at regular intervals. Fittings must be tight.
Make sure the clips, clamps and supporting tubes and
hoses are in
place and properly secured.
Power steering hoses and lines must not be twisted,
kinked or tightly bent. Air in the system will cause
spongy action and noisy operation. When a hose is
disconnected
or when fluid is lost, for any reason, the
system must be bled after refilling. Refer to "Bleeding
the Power Steering System" in this section.
FLUID LEVEL
1. Run the engine until the power steering fluid
reaches normal operating temperature, about
55°C (130°F), then shut the engine off.
2. Check the level of fluid in the reservoir.
3. If the fluid level is low, add power steering fluid
as specified in "MAINTENANCE AND LUBRI­
CATION" in Section OB to the proper level and
install the receiver cap.
4. When checking the fluid level after the steering
system has been serviced,
air must be bled from
the system. Refer to "Bleeding the Power
Steering
System" in this section.
BLEEDING THE POWER STEERING
SYSTEM
When a power steering pump or gear has been
installed, or an oil line has been disconnected, the air
that has entered the system must be bled out before
the vehicle is operated. If air is allowed to remain in
the power steering fluid system, noisy and
unsatisfactory operation of the system may result.
BLEEDING PROCEDURE
When bleeding the system, and any time fluid is
added
to the power steering system, be sure to use
only power steering fluid as specified in
"MAINTENANCE AND LUBRICATION" in section OB.
1. Fill the pump fluid reservoir to the proper level
and let the fluid settle for at least two minutes.
2. Start the engine and let it run for a few seconds.
Do
not turn the steering wheel. Then turn the
engine off.
3. Add fluid if necessary.
4. Repeat the above procedure until the fluid level
remains constant after running the engine.
5. Raise the front end of the vehicle so that the
wheels are off the ground.
6. Start the engine. Slowly turn the steering wheel
right and left, lightly contacting the wheel stops.
7. Add power steering fluid if necessary.
8. Lower the vehicle and turn the steering wheel
slowly from lock to lock.
9. Stop the engine. Check the fluid level and refill
as required.
10.
If the fluid is extremely foamy, allow the vehicle
to stand a few minutes and repeat the above
procedure.
~ INSPECT
• Belt for tightness.
• Pulley for looseness or damage. The pulley
should not wobble with the engine running.
• Hoses so they are not touching any other parts
of the vehicle.
• Fluid level
and fill to the proper level.
FLUSHING THE POWER STEERING
SYSTEM
1. Raise the front end of the vehicle off the ground
until the wheels are free to turn.
2. Remove the fluid return line at the pump inlet
connector and plug the connector port on the
pump.
Position the line toward a large container to
catch the draining fluid.
3. While running the engine at idle, fill the reservoir
with new power steering fluid. Turn the steering
wheel in both directions. DO NOT contact wheel
stops or hold the wheel in a corner, or fluid will
stop and the pump will be in pressure relief mode.
A sudden
overflow from the reservoir may
develop if the wheel is held at a stop.
4. Install all the lines and hoses. Fill the system with
new power steering fluid and bleed the system
as described in "Bleeding The Power Steering
System". Operate the engine for about 15
minutes.
Remove the
pump return line at the pump inlet
and plug the connection on the pump. While
refilling the reservoir, check the draining fluid for
contamination. If foreign material is still evident,
replace all lines, disassemble and clean or replace
the power steering system components. Do not
re-use any drained power steering fluid.
~
~

STEERING WHEEL FREE PLAY ADJUST­
MENT
IL•I INSPECTION (Fig. 381-4)
1. With the tires in the straight-ahead position, check
the
amount of steering wheel play by turning the
wheel in both directions until the tires begin to
move.
NOTE:
The wheel free play should be checked with the engine
running.
~~~~F-r-ee--pl-ay---m-m--(in_)_,j--o----3-0-(0----1-.1-8~)-
2. Also check the steering wheel for play and
looseness in mount by moving it back and forth
and sideways.
While driving, check for hard
steering, steering
shimmy and tendency to pull to
one side.
POWER STEERING GEAR AND PUMP 381-5
IEEI ADJUSTMENT (Fig. 381-5)
1. Align the front wheels properly in the straight
ahead position.
2. Loosen the lock nut on the adjusting screw of the
steering gear.
3. Turn the adjust screw clockwise to decrease free
play or counter-clockwise to incre~se.
4. After check of specified free play, t1ghten the lock
nut to specified torque.
~~~ Torque N·m (lb·ft) I 41 (30)
Fig. 381-5