suspension SSANGYONG NEW ACTYON SPORTS 2013 Service Manual

08-34411-01
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
AlignmentTOEUnilateral : 0.10 ± 0.16°
Total : 0.20 ± 0.13°
Camber-0.5 ± 0.25°
Caster4.6 ± 0.4°

08-4
3. SYSTEM LAYOUT AND TIGHTENING TORQUE OF
FRONT SUSPENSION
Upper arm assembly
Coil spring
Shock absorber
Front axle shaft assembly
Steering gear
box assembly Lower arm assembly
Shock absorber yoke
Knuckle assembly
Stabilizer bar assembly
Front View ▶
Upper arm (on knuckle) nut
Tightening torque: 140 ~ 160 Nm
Lower arm (on knuckle) nut
Tightening torque: 140 ~ 160 Nm
Shock absorber (to yoke) bolt
Tightening torque: 125 ~ 145 Nm

08-6
4. SYSTEM LAYOUT AND TIGHTENING TORQUE OF REAR
SUSPENSION
Lower arm (link)
Stabilizer bar link
Stabilizer bar
Shock absorber
Coil spring seat (upper side)Lateral rod
Axle housing Upper arm (link)Top View ▶

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Under View (4WD, Automatic Transmission)
Rear suspension
1. SUSPENSION
The suspension is the device to connect the axle and vehicle. It absorbs the vibrations and impacts from
road surface, which enhances the comforts, driving force, braking force and drivability.
Front suspension

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

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3. REAR SUSPENSION (MULTI LINK TYPE)
Multi-link (5-Link) type suspension is the independent suspension. It provides good ride comfort and
drivability by reducing the coil spring weight. Also, it increases the space for passenger compartment by
lowering the floor. This type of suspension consists of multiple links such as coil spring, shock absorber,
upper and lower arms, lateral rod and stabilizer bar.
Shock absorber Stabilizer bar Rear coil spring
Lower arm Upper arm Lateral rod

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Problem Possible Cause Action
Noise or vehicle
vibration when appliedIncorrectly mounted back plate or caliper Repair
Loosened bolt of back plate or caliper Retighten
Uneven wear of brake disc Replace
Brake pad contamination Clean or replace
Sticking brake pad on contact surface Replace
Wear or hardening of brake pad Replace
Excessive clearance between caliper and pad Repair
Uneven contact of pad Repair
Lack of lubrication in sliding parts Lubricate
Improper operation of caliper Replace
Dust cover missing Repair
Loosened suspension mounting bolt Retighten
Pulls to one side when
brakingUnbalanced tire pressure between left and right Adjust
Poor contact of brake pad Repair
Oil or grease on brake pad Replace
Scratch, uneven wear, distortion of brake disc Replace
Improperly installed brake caliper Repair
Improper operation of auto adjuster Repair
Crack or distortion of brake pad Replace
Poor braking Oil leak or contamination Repair or replace
Air in brake line Bleed air
Improper operation of brake booster Repair
Poor contact of brake pad Repair
Oil or grease on brake pad Replace
Improper operation of auto adjuster Repair
Clogged brake line Repair
Improper operation of proportioning valve Repair
3. TROUBLESHOOTING

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4. TROUBLESHOOTING
Problem Possible Cause Action
Movements of steering
feels heavyIrregular wear or binding of steering ball joint due
to lack of lubrication or foreign material insertionLubricate or replace
Damaged or defective steering gear Replace the steering
gear assembly
Incorrect steering pinion preload Adjust
Defective steering shaft joint Replace
leakage of steering fluid Repair or replace
Insufficient steering fluid or air insertion Fill up fluid or bleed air
Defective steering oil pump Replace
Damaged or loosened pump drive belt Adjust or replace
Clogging of fluid line Repair or replace
Damaged wheel or tire Repair or replace
Defective suspension Repair or replace
Steering wheel pulls to
one sideDamaged steering linkage Replace
Damaged wheel or tire Repair or replace
Defective suspension Repair or replace
Defective brake system Repair or replace
Excessive free play of
steering wheelWorn steering gear Replace the steering
gear assembly
Worn or damaged steering ball joint Replace
Looseness of steering gear box Retighten
Poor returning of
steering wheelBroken or binding of steering ball joint Replace
Improper correct steering pinion preload Replace the steering
gear assembly
Damaged wheel or tire Repair or replace
Defective suspension Repair or replace

12-14
Problem Possible Cause Action
Excessive vibration of
steering wheel (shimming)Broken steering linkage Replace
Looseness of steering gear box Retighten
Broken or binding of steering ball joint Replace
Worn or damaged front wheel bearing Replace
Damaged wheel or tire Repair or replace
Defective suspension Repair or replace
Abnormal noise from
steering systemLooseness of steering gear box Retighten
Defective steering gear Replace the gear
assembly
Interference between steering column and
partsRepair
Looseness of steering linkage Retighten
Loosened or damaged oil pump drive belt Adjust or replace
Looseness of oil pump bracket Replace
Looseness of oil pump Replace
Air insertion into system Bleed air
Defective oil pump Replace
Abnormal noise when
turning steering wheelLooseness of steering column Retighten
Worn or damaged steering shaft bearing Replace the steering
column
Looseness of intermediate shaft Retighten
Too heavy steering wheel Worn or damaged steering shaft bearing Replace the steering
column

14-18
4. WHEEL ALIGNMENT
▶Toe-in
▶Camber
In automotive engineering, toe, also known as
tracking, is the symmetric angle that each wheel
makes with the longitudinal axis of the vehicle, as a
function of static geometry, and kinematic and
compliant effects. This can be contrasted with
steer, which is the anti-symmetric angle, i.e. both
wheels point to the left or right, in parallel (roughly).
Positive toe, or toe in, is the front of the wheel
pointing in towards the center line of the vehicle.
Negative toe, or toe out, is the front of the wheel
pointing away from the center line of the vehicle.
Toe can be measured in linear units, at the front of
the tire, or as an angular deflection.
Camber is the angle made by the wheels of a
vehicle; specifically, it is the angle between the
vertical axis of the wheels used for steering and
the vertical axis of the vehicle when viewed from
the front or rear. It is used in the design of steering
and suspension. If the top of the wheel is farther
out than the bottom (that is, away from the axle), it
is called positive camber; if the bottom of the
wheel is farther out than the top, it is called
negative camber. Wheel alignment consists of adjusting the angles of the wheels so that they are parallel to each other
and perpendicular to the ground, thus maximizing tire life and ensures straight and true tracking along a
straight and level road.
Camber angle alters the handling qualities of a particular suspension design; in particular, negative
camber improves grip when cornering. This is because it places the tire at a better angle to the road,
transmitting the forces through the vertical plane of the tire rather than through a shear force across it.
Another reason for negative camber is that a rubber tire tends to roll on itself while cornering. Negative
camber can also be caused by excessive weight on the front wheels. This is commonly seen on
modified cars with larger engines than standard; the weight of the modified engine can make the wheels
negatively camber. The inside edge of the contact patch would begin to lift off of the ground if the tire had
zero camber, reducing the area of the contact patch. This effect is compensated for by applying negative
camber, maximizing the contact patch area. Note that this is only true for the outside tire during the turn;
the inside tire would benefit most from positive camber.