suspension SSANGYONG TURISMO 2013 Service Manual

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1. OVERVIEW
The axle is the device of transferring the drive power from the engine to the wheels; its inside is fitted to
the side gear spline of the differential gear and outside is connected to the drive wheels. The axles in
front and rear of vehicle are known as the front axle and rear axle respectively.
For the FR (Front engine, Rear wheel drive) type vehicle driven by the rear wheels, the drive power is
basically transferred to the rear wheels in the following order in 2WD mode: Engine-
>Clutch→Transmission→Propeller shaft (Rear propeller shaft)→Final reduction gear (Rear
axle)→Rear axle shaft→Rear wheels. In 4WD mode, the drive power to the rear wheels is
distributed to the front wheels in order of Front propeller shaft->Front axle->Front axle shaft->Front
wheel via the T/C assembly. And, 4WD solenoid valve releases the vacuum and engage the locking
hub actuator to the LH/RH front hub end gear to transfer the drive power of the axle shaft to the front
wheels.
The front axle and front axle shaft are used in only 4WD model. The rear axle has the independent
rear drive axle (IRDA) which is used on the independent rear suspension (IRS).
Front axleTransmission
Transfer case
Front propeller shaft Rear propeller shaftRear axle

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1. SPECIFICATIONS
DescriptionSpecification
Front Suspension Rear Suspension
Suspension typeDouble wishbone Multi-link type
Spring typeCoil spring Coil spring
Shock absorber typeReciprocating cylindrical type
(gas type)Reciprocating cylindrical type
(gas type)
Stabilizer bar typeTorsion bar type Torsion bar type
2. WHEEL ALIGNMENT
Front Wheel
AlignmentToe-in0.˚±0.10˚
Camber-0.12˚±0.50˚
Caster4.80˚±0.50˚
Rear Wheel
AlignmentToe-in0.48˚±0.15˚
Camber-1.20˚±0.50˚
Caster-

07-6
1) Front Suspension (Double Wishbone)
Suspension is the term given to the system of springs, shock absorbers and linkages that connects a
vehicle to its wheels and allows relative motion between the two. Suspension systems serve a dual
purpose - contributing to the vehicle's road-holding/handling and braking for good active safety and
driving pleasure, and keeping vehicle occupants comfortable and reasonably well isolated from road
noise, bumps, and vibrations, etc. These goals are generally at odds, so the tuning of suspensions
involves finding the right compromise. It is important for the suspension to keep the road wheel in contac
t
with the road surface as much as possible, because all the forces acting on the vehicle do so through
the contact patches of the tires. The suspension also protects the vehicle itself and any cargo or luggage
from damage and wear.
2) Rear Suspension (Multi Link Type)
1. OVERVIEW
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.
The multi-link type is used for the rear
suspension to distribute the internal force (load)
applied to the link while driving. Also, the change
in camber or toe and shock load from the road
has been minimized by optimizing the link
arrangement.

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Upper Arm
The upper arm is mounted to the frame
and the knuckle and it relieves the load
delivered from the tire to the knuckle.
This enables to absorb the various
impacts according to the load shapes
and to ensure the drivability.
Lower Arm
Knuckle
There are two types of knuckle (4WD,
2WD)
Cam bolt
1) Front Suspension (Double Wishbone)
The lower arm is mounted to the knuckle, the
shock absorber and the lower arm assembly. It
relieves the load delivered from the tire to the
knuckle. This enables to absorb the various
impacts according to the load shapes and to
ensure the drivability.
2. COMPONENTS

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Shock Absorber Assembly
Stabilizer Bar Assembly
The stabilizer bar is intended to force each side of the vehicle to lower, or rise, to similar heights, to
reduce the sideways tilting (roll) of the vehicle on curves, sharp corners, or large bumps. The basic
function is to force the opposite wheel's shock absorber, spring or suspension rod to lower, or rise, to a
similar level as the other wheel. In a fast turn, a vehicle tends to drop closer onto the outer wheels, and
the sway bar will soon force the opposite wheel to also get closer to the vehicle. As a result, the vehicle
tends to "hug" the road, closer in a fast turn, where all wheels are closer to the body. After the fast turn,
then the downward pressure is reduced, and the paired wheels can return to their normal height against
the vehicle, kept at similar levels by the connecting stabilizer bar.
Stabilizer bar
Stabilizer bar
Bracket
Stabilizer bar link
Coil spring -
The shock absorber assembly reduces the effect of traveling over
rough ground, leading to improved ride quality and increases in
comfort. While shock absorber serves the purpose of limiting
excessive suspension movement, their intended sole purpose is to
dampen spring oscillations. The shock absorber in this vehicle uses
the gas to absorb excess energy from the spring.
Shock absorber -
Keep the clearance to drive shaft.
To prevent the transverse force to shock absorber, the upper
center line and the lower center line of shock absorber are
placed on same line. 1.
2.

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Spring link
2) Rear Suspension
Rear coil springWheel carrier assembly
Rear sub frame bush
Nut
Upper washer Upper
bush
Bumper stopper Lower bush
Dust coverShock absorber
Bolt
NutCollar
Front
Rear
Rear shock absorber assembly

08-6
4. TROUBLESHOOTING
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

11-6
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 join Replace
leakage of steering fluid Repair or replace
Insufficient steering fluid or air insertionFill 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 brake system Repair or replace
Defective suspension 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

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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 Repair or replace
Looseness of oil pump bracket Retighten
Looseness of oil pump Retighten
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
Ignition key cannot be
inserted into key cylinderDefective lock cylinder Replace the steering
column
Defective ignition switch Replace the ignition
switch

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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.