suspension SUZUKI SWIFT 2000 1.G RG413 Service User Guide

3-6 STEERING, SUSPENSION, WHEELS AND TIRES
RADIAL TIRE WADDLE
Waddle is side to side movement at the front and/or rear of the
vehicle. It is caused by the steel belt not being straight within the
tire. It is most noticeable at a low speed, 8 to 48 kph (5 to 30
mph).
It is possible to locate the faulty tire by road testing the vehicle. If
it is on the rear, the rear end of the vehicle shakes from side to
side or “waddles”. To the driver in the seat, it feels as though
someone is pushing on the side of vehicle.
If the faulty tire is on the front, waddling is more visual. The front
sheet metal appears to be moving back and forth and the driver
feels as though he is at the pivot point in vehicle.
Waddle can be quickly diagnosed by using Tire Problem Detector
(TPD) and following the equipment manufacture’s recommenda-
tions.
If TPD is not available, an alternative method of substituting
known-good tire/wheel assemblies can be used as follows,
although it takes a longer time.
1) Ride vehicle to determine whether the front or rear waddles.
2) Install tires and wheels that are known to be good (on similar vehicle) in place of those on waddling end of
vehicle. If waddling end cannot be identified, substitute rear ones.
3) Road test again. If improvement is noted, reinstall originals one at a time till waddle causal tire is found. If no
improvement is noted, install known-good tires in place of all four. Then reinstall originals in the same man-
ner as above.
EQUIPMENT MANUFACTURE’S RECOMMENDATIONS
In flate tires to recommended pressure
Road test vehicle on level unrowned road in both directions
Switch front tires side to side and road test again
Lead corrected,
if roughness results, replace tiresLeads in same directionLeads reverses direction
Put tires back in original position
and check alignmentInstall a known-good tire on one front side
Lead remains install a known-good
tire in place of other front tire
Lead remains known-good tires are not goodLead corrected replace tire
Lead corrected replace tire

STEERING, SUSPENSION, WHEELS AND TIRES 3-7
RADIAL TIRE LEAD
“Lead” is the deviation of the vehicle from a straight path on a level rod even with no pressure on the steering
wheel.
Lead is usually caused by:
Incorrect alignment.
Uneven brake adjustment.
Tire construction.
The way in which a tire is built can produce lead in a vehicle. 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. If one
side of the tire has a little larger diameter than the other, the tire will tend to roll to one side. This will develop a
side force which can produce vehicle lead.
The procedure in above figure (Lead Diagnosis) should be used to make sure that front alignment is not mis-
taken for tire lead.
Part of the lead diagnosis procedure is different from the proper tire rotation pattern currently in the owner
and service manuals. If a medium to high mileage tire is moved to the other side of the vehicle, be sure to
check that ride roughness has not developed
Rear tires will not cause lead.
VIBRATION DIAGNOSIS
Wheel unbalance causes most of the highway speed vibration problems. If a vibration remains after dynamic
balancing, its possible causes are as follows.
Tire runout.
Wheel runout.
Tire stiffness variation.
Measuring tire and/or wheel free runout will uncover only part of the problem. All three causes, known as loaded
radial runout, must be checked by using a Tire Problem Detector (TPD). If TPD is not available, alternative
method of substituting known-good tire and wheel assemblies on the problem vehicle can be used, although it
takes a longer time.
[A] : Tire out of round 1. Smooth road
[B] : Tire stiffness variation 2. Suspension movement (loaded runout)
[C] : Rim bent or out of round

3-8 STEERING, SUSPENSION, WHEELS AND TIRES

3A-2 FRONT END ALIGNMENT
GENERAL DESCRIPTION
Front alignment refers to the angular relationship between the
front wheels, the front suspension attaching parts and the ground.
Generally, the only adjustment required for front alignment is toe
setting.
Camber and caster can’t be adjusted. Therefore, should camber
or caster be out of specification due to the damage caused by
hazardous road conditions or collision, whether the damage is in
body or in suspension should be determined. If the body is dam-
aged, it should be repaired and if suspension is damaged, it
should be replaced.
TOE SETTING
Toe is the turning in or out of the front wheels. The purpose of a
toe specification is to ensure parallel rolling of the front wheels
(Excessive toe-in or toe-out may increase tire wear).
Toe-in
“B”-“A” : 0 ± 1 mm (0 ± 0.039 in.)
For adjusting toe setting, refer to “TOE ADJUSTMENT” in this
section.
CAMBER
Camber is the tilting of the front wheels from the vertical, as
viewed from the front of the vehicle. 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 is measured in
degrees.
Camber “C”
2WD vehicle : –0° 20’ ± 1°
4WD vehicle : 0° ± 1°
ALIGNMENT SERVICE DATA (REFERENCE)
Caster
2WD vehicle : 3° 25’ ± 2°
4WD vehicle : 3° 35’ ± 2°
Kingpin inclination
2WD vehicle : 12° 40’ ± 2°
4WD vehicle : 12° 15’ ± 2° NOTE:
Toe-in value was measured by using a toe-in gauge.
[A]: Wheel top view
1. Forward
“A”
“B”1 [A]
1. Body center [A]: Front view
2. Center line of wheel
2
1
90
o
C [A]

FRONT END ALIGNMENT 3A-3
DIAGNOSIS
DIAGNOSIS TABLE
For the details, refer to Section 3.
PRELIMINARY CHECKS PRIOR TO ADJUSTING FRONT ALIGNMENT
Steering and vibration complaints are not always the result of improper alignment. An additional item to be
checked is the possibility of tire lead due to worn or improperly manufactured tires. “Lead” is the deviation of the
vehicle from a straight path on a level road without hand pressure on the steering wheel. Procedure for deter-
mining the presence of a tire lead problem contains in SECTION 3. Before making any adjustment affecting toe
setting, the following checks and inspections should be made to ensure correctness of alignment readings and
alignment adjustments:
1) Check all tires for proper inflation pressures and approximately the same tread wear.
2) Check for loose of ball joints. Check tie rod ends; if excessive looseness is noted, it must be corrected
before adjusting.
3) Check for run-out of wheels and tires.
4) Check vehicle trim heights; if out of limits and a correction is to be made, it must be made before adjusting
toe.
5) Check for loose of suspension arms.
6) Check for loose or missing stabilizer bar attachments.
7) Consideration must be given to excess loads, such as tool boxes. If this excess load is normally carried in
vehicle, it should remain in vehicle during alignment checks.
8) Consider condition of equipment being used to check alignment and follow manufacturer's instructions.
9) Regardless of equipment used to check alignment, vehicle must be on a level surface both fore and aft and
transversely.
TOE ADJUSTMENT
1) Loosen right and left tie rod end lock nuts (1) first.
2) Rotate right and left tie rods (2) by the same amount to align
toe-in to specification. In this adjustment, right and left tie
rods (2) should become equal in length “A”.
3) After adjustment, tighten lock nuts (1) to specified torque.
Tightening torque
Tie rod end lock nuts (a) : 45 N·m (4.5 kg-m, 32.5 lb-ft) NOTE:
Before rotating tie rods (2), apply grease between tie
rods and rack boots so that boots won't be twisted.
NOTE:
Make sure that rack boots are not twisted.

3A-4 FRONT END ALIGNMENT
CAMBER AND CASTER CHECK AND
ADJUSTMENT
Should camber or caster be found out of specifications upon
inspection, locate its cause first.
If it is in damaged, loose, bent, dented or worn suspension parts,
they should be replaced.
If it is in vehicle body, repair it so as to attain specifications.
STEERING ANGLE CHECK AND ADJUST-
MENT
When tie rod or tie rod end was replaced, check toe and then also
steering angle with turning radius gauge (1).
If steering angle is not correct, check if right and left tie rods are
equal in length “A”.
Steering angle
Inside : 35° ± 3°
Outside : 31° ± 3°
SIDE SLIP (REFERENCE)
For inspecting front wheel side slip with side slip tester:
Side slip limit
IN : 2 mm/m (0.079 in/3.3 ft)
OUT : 1 mm/m (0.039 in/3.3 ft)
If side slip exceeds above limit, toe-in or front wheel alignment
may not be correct.NOTE:
To prevent possible incorrect reading of camber or
caster, vehicle front end must be moved up and down a
few times before inspection.
NOTE:
If tie rod lengths were changed to adjust steering angle,
reinspect toe-in.

FRONT SUSPENSION 3D-1
6F1
6F2
6G
1A
6K
7A
7A1
7B1
7C1
3D
7F
8A
8B
8C
8D
8E
9
10
10A
10B
SECTION 3D
FRONT SUSPENSION
CONTENTS
GENERAL DESCRIPTION .............................. 3D-1
DIAGNOSIS ..................................................... 3D-3
STABILIZER BAR AND/OR BUSHING
CHECK ......................................................... 3D-3
STRUT ASSEMBLY CHECK ....................... 3D-3
SUSPENSION CONTROL ARM / STEERING
KNUCKLE CHECK ....................................... 3D-4
SUSPENSION CONTROL ARM BUSHING
CHECK ......................................................... 3D-4
SUSPENSION CONTROL ARM JOINT
CHECK ......................................................... 3D-4
FRONT SUSPENSION FASTENERS
CHECK ......................................................... 3D-5WHEEL DISC, NUT AND BEARING
CHECK ........................................................ 3D-5
ON-VEHICLE SERVICE .................................. 3D-6
STRUT ASSEMBLY..................................... 3D-6
STABILIZER BAR AND/OR BUSHINGS ..... 3D-9
WHEEL HUB AND STEERING
KNUCKLE .................................................. 3D-11
SUSPENSION CONTROL ARM /
BUSHING................................................... 3D-16
REQUIRED SERVICE MATERIAL................ 3D-19
SPECIAL TOOL ............................................ 3D-19

GENERAL DESCRIPTION
The front suspension is the strut type independent suspension. The upper end of a strut is anchored to the vehi-
cle body by a strut support. The strut and strut support are isolated by a rubber mount. A strut bearing is also
installed a little lower to the rubber mount.
The lower end of the strut is connected to the upper end of a steering knuckle and lower end of knuckle is
attached to the stud of a ball joint which is incorporated in a unit with a suspension control arm. And connected
to this steering knuckle is the tie rod end.
Thus, movement of the steering wheel is transmitted to the tie rod end and then to the knuckle, eventually caus-
ing the wheel-and-tire to move. In this operation, with the movement of the knuckle, the strut also rotates by
means of the strut bearing and lower ball joint.NOTE:
All front suspension fasteners are an important attaching part in that it could affect the perfor-
mance of vital parts and systems, and/or could result in major repair expense. They must be
replaced with one of the same part number or with an equivalent part if replacement becomes nec-
essary. Do not use a replacement part of lesser quality or substitute design. Torque values must be
used as specified during reassembly to assure proper retention of this part.
Never attempt to heat, quench or straighten any front suspension part. Replace it with a new part or
damage to the part may result.

3D-2 FRONT SUSPENSION
1. Strut assembly 4. Wheel 7. Drive shaft [A] : FORWARD
2. Stabilizer bar 5. Suspension control arm 8. Tie rod Tightening torque
3. Steering knuckle 6. Vehicle body 9. Brake disc Do not reuse.
[A]
4
92
35
8
660 N·m(6.0 kg-m) 175 N·m(17.5 kg-m)
60 N·m(6.0 kg-m)
85 N·m(8.5 kg-m)
85 N·m(8.5 kg-m)
43 N·m(4.3 kg-m)
65 N·m(6.5 kg-m)
65 N·m(6.5 kg-m)
23 N·m(2.3 kg-m)
50 N·m(5.0 kg-m)
175 N·m(17.5 kg-m)
105 N·m(10.5 kg-m)
1
8
45 N·m (4.5kg-m) 7
5
4
9

FRONT SUSPENSION 3D-3
DIAGNOSIS
STABILIZER BAR AND/OR BUSHING CHECK
Bar
Inspect for damage or deformation.
If defective, replace.
Bushing
Inspect for damage, wear or deterioration.
If defective, replace.
STRUT ASSEMBLY CHECK
Inspect strut for oil leakage, damage or deformation.
If strut is found faulty, replace it as an assembly unit,
because it can not be disassembled.
Inspect strut function refer to the following procedures.
1) Check and adjust tire pressures as specified.
2) Bounce vehicle body 3 or 4 times continuously by pushing
front end on the side with strut to be checked.
3) Apply the same amount of force at each push and note strut
resistance both when pushed and rebounding.
4) Also, note how many times vehicle body rebounds before
coming to stop after hands are off. Do the same for strut on
the other side.
5) Compare strut resistance and number of rebalance on the
right with those on the left. And they must be equal in both.
With proper strut, vehicle body should come to stop the
moments hands are off or after only one or two small rebal-
ances.
If conditions of struts are in doubt, compare them with known-
good vehicle or strut.
Inspect bearing for wear, abnormal noise or gripping.
If defective, replace.

3D-4 FRONT SUSPENSION
Inspect spring seat for cracks or deformation.
If defective, replace.
Inspect bump stopper for deterioration.
If defective, replace.
Inspect rebound stopper and strut mount for wear, cracks or
deformation.
If defective, replace.
SUSPENSION CONTROL ARM / STEERING
KNUCKLE CHECK
Inspect for cracks, deformation or damage.
If defective, replace.
SUSPENSION CONTROL ARM BUSHING
CHECK
Inspect for damage, wear or deterioration.
If defective, replace.
SUSPENSION CONTROL ARM JOINT CHECK
Check for smooth rotation.
Inspect ball stud for damage.
Inspect dust cover for damage.
If there is any damage to either, control arm assembly must be
replaced as a complete unit.
NOTE:
Suspension control arm and arm joint cannot be sepa-
rated.