wheel SSANGYONG NEW ACTYON SPORTS 2012 Owner's Guide

07-12
1) 2H Mode (2 Wheel Drive)
Power Flow ▶
Output shaft of
transmission
Rear propeller shaftRear wheel
Rear axle
Rear wheel
Input shaft of transfer
case
↓
Output shaft of transfer
case

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2) 4H Mode (4 Wheel Drive - High Speed)
Power Flow ▶

07-14
3) 4L Mode (4 Wheel Drive - Low Speed)
Power Flow ▶

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1. SPECIFICATIONS
2. WHEEL ALIGNMENT
Description Specification
Front SuspensionSuspension typeDouble wishbone
Spring typeCoil spring
Shock absorber typeReciprocating cylindrical type (gas type)
Stabilizer bar typeTorsion bar type
Rear SuspensionSuspension type5-link type
Spring typeCoil spring
Shock absorber typeReciprocating cylindrical type (gas type)
Stabilizer bar typeTorsion bar type
Front
Wheel
AlignmentToe-in2 ± 2 mm [0~4mm]
CamberLH-0.19° ± 0.25°
RH-0.29° ± 0.25°
CasterLH4.4° ± 0.4°
RH4.5° ± 0.4°

08-8
5. TROUBLESHOOTING
Problem Cause Action
Vehicle rollingBroken stabilizer bar Replace
Faulty shock absorber Replace
Abnormal noise.Loosening mounting Retighten
Damaged or worn wheel bearing Replace
Damaged shock absorber Replace
Damaged tire Replace
Poor ridingOver inflated tire Adjust pressure
Faulty shock absorber Replace
Loosened wheel nut Tighten as specified torque
Bent or broken coil spring Replace
Damaged tire Replace
Worn bushing Replace
Vehicle pulls to one sideDeformed arm assembly Replace
Worn bushing Replace
Bent or broken coil spring Replace
Hard steeringExcessive resistance of lower arm
ball jointReplace
Insufficient tire pressure Replace
Faulty power steering Replace
Unstable steering
Worn or loosened lower arm
bushingRetighten or replace
Vehicle bottoming
Worn or broken coil spring Replace
Vehicle height loweredOver loaded on the vehicle -
Defective shock absorber Replace
Defective coil spring Replace

08-10
2. FRONT SUSPENSION (DOUBLE WISHBONE)
Advantage ▶
The advantage of a double wishbone suspension is that it is fairly easy to work out the effect
of moving each joint, so the kinematics of the suspension can be tuned easily and wheel
motion can be optimized.
It is also easy to work out the loads that different parts will be subjected to which allows more
optimized lightweight parts to be designed.
They also provide increasing negative camber gain all the way to full jounce travel unlike the
MacPherson strut which provides negative camber gain only at the beginning of jounce travel
and then reverses into positive camber gain at high jounce amounts. 1.
2.
3.
Disadvantage ▶
The disadvantage is that it is slightly more complex than other systems like a MacPherson strut.
Due to the increased number of components within the suspension setup it takes much longer to
service and is heavier than an equivalent MacPherson design. 1.
2. Double wishbone suspension is an independent suspension design using two (occasionally parallel)
wishbone-shaped arms to locate the wheel. Each wishbone or arm has two mounting points to the
chassis and one joint at the knuckle. The shock absorber and coil spring mount to the wishbones to
control vertical movement. Double wishbone designs allow the engineer to carefully control the
motion of the wheel throughout suspension travel, controlling such parameters as camber angle,
caster angle, toe pattern, roll center height, scrub radius, scuff and more.
Lower arm Upper arm Shock absorber Stabilizer

08-12
4. WHEEL ALIGNMENT
The front wheels have specific angle to allow control of the steering wheel with less effort, ensure
driving stability, improve steering wheel restoration and steering performance, and minimize the
tires wear.
1) Toe-in
The difference of measured distances between the front ends of the tires (A) and the rear ends of
the tires (B) along the same axle when viewed the wheels from the top
Toe-in
2 ± 2 mm (0~4 mm)
When viewed from the top, the distance between the tire centers is smaller in the front than in
the rear. ▶
Side slip protection
Parallel front wheels rotation (straight ahead driving is ensured by toe-in to prevent the wheels
from tilting outwards by the camber while driving)
Prevention of uneven (outward) tire wear
Prevention of toe-out from wearing of steering linkage -
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Front

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2) Camber
The angle between the center line of the tire and the vertical line when viewed from the front of
the vehicle
CamberLH -0.19° ± 0.25°
RH -0.29° ± 0.25°
Positive camber: Top of the tire is tilted outward ▶
Advantages: The axle is not bent when it is loaded.
The force required to operate the steering wheel is reduced due to
smaller contact area (or load area) of the tire.
Restoring force of the steering wheel is gained (when turning the
steering wheel, the tire circles and the force to lift the frame is applied.
In this case, the shock absorber contracts and the restoration force is
applied to the steering wheel.) -
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Disadvantages:Cornering force decreases as the positive camber increases when
the vehicle makes turn.
The hub bearing is worn unevenly if camber is excessive. -
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Zero camber: When the tire center line is perpendicular to the ground level ▶
Negative camber ▶
Advantages:
Better traction force due to wide load area (applicable for off-road vehicle)
Better corner driving when the vehicle makes turn as the cornering force
increases (applicable for high-speed F1 vehicle) -
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Disadvantages:
he axle is easy to be bent or deviated in the negative camber than in
the positive camber when load is applied on the axle.
Difficult to control due to wide load area. -
-

08-14
3) Caster
The angle between the vertical line and king pin, which fixes the steering knuckle and front axle,
(steering column which connects the top and bottom ball joints in the independent axle type)
when viewed the tires from the side.
Caster: With considering the height difference between the wheel centers of the front and rear
wheels. (Under standard condition that the vehicle is on a level ground) ▶
Positive caster: Top of the king pin is tilted backward from the vertical line of the wheel center
when viewed the tires from the side ▶
Advantages:Directional force to go straight (following control)
Restoring force of the wheel (restored to the straight ahead direction)
Prevention of wheel shimmy (wheels wobble left and right) -
-
-
Negative caster: Top of the king pin is tilted forward from the vertical line of the wheel center
when viewed the tires from the side ▶
Advantages:
Disadvantages:Impact from the road is transferred to the steering wheel (steering wheel
turns)
Poor straightness -
-Smaller turning radius -
CasterLH 4.4° ± 0.4°
RH 4.5° ± 0.4°

09-4
2. SYSTEM OVERVIEW
1) Terms and Definition
CBS: Conventional Brake System
ABS: Anti-Lock Brake System
EBD: Electronic brake-Force Distribution
ESP: Electronic Stability Program
ABD: Automatic Braking Differential
ASR: Acceleration Slip Regulation
AYC: Active Yaw Control (Understeer and Oversteer Control)
HBA: Hydraulic Brake Assistant
ARP: Active Rollover Protection
HSA: Hill Start Assistant
Brake pad: Brake pad is a component of disk brakes used in automotive and other
applications. Brake pad is steel backing plates with friction material bound to the surface that
faces the brake disc.
Brake disc: The brake disc is a device for slowing or stopping the rotation of a wheel while it is
in motion.
Brake caliper: To stop the wheel, friction material in the form of brake pads (mounted on a
device called a brake caliper) is forced hydraulically against both sides of the disc. Friction
causes the disc and attached wheel to slow or stop.
Brake master cylinder: The brake master cylinder is a control device that converts non-
hydraulic pressure (commonly from a driver's foot) into hydraulic pressure, in order to move
other device(s) which are located at the other end of the hydraulic system, such as one or
more slave cylinders. As piston(s) move along the bore of the master cylinder, this movement
is transferred through the hydraulic fluid, to result in a movement of the slave cylinder(s). The
hydraulic pressure created by moving a piston (inside the bore of the master cylinder) toward
the slave cylinder(s) compresses the fluid evenly, but by varying the comparative surface-area
of the master cylinder and/or each slave cylinder, one will vary the amount of force and
displacement applied to each slave cylinder (relative to the amount of force and displacement
that was applied to the master cylinder). -
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FunctionVehicle with CBS
Vehicle with ABS/EBD Vehicle with ESP
ABS
Not appliedApplied
Applied EBD Applied
ABD
Not applied ASR
AYC
HBA
ARP
2) Functions