tires SUZUKI SX4 2006 1.G Service User Guide

Downloaded from www.Manualslib.com manuals search engine 2-1 Precautions:
Suspension
Precautions
Precautions
Precautions on SuspensionS6RW0D2000001
Suspension Caution
Refer to “Suspension Caution in Section 00”.
Wheels and Tires Caution
Refer to “Wheels and Tires Caution in Section 00”.
General Precautions
Refer to “General Precautions in Section 00”.
Vehicle Lifting Points
Refer to “Vehicle Lifting Points in Section 0A”.
Fastener Caution
Refer to “Fastener Caution in Section 00”.
Fastener Information
Refer to “Fasteners Information in Section 0A”.
Brake Caution
Refer to “Brake Caution in Section 00”.

Downloaded from www.Manualslib.com manuals search engine Suspension General Diagnosis: 2A-1
Suspension
Suspension General Diagnosis
Diagnostic Information and Procedures
Suspension, Wheels and Tires Symptom DiagnosisS6RW0D2104001
Condition Possible cause Correction / Reference Item
Vehicle pulls (Leads)Mismatched or uneven tiresReplace tires.
Tires not adequately inflatedAdjust tire pressure.
Broken or sagging coil springsReplace coil springs.
Radial tire lateral forceReplace tire.
Disturbed wheel alignmentCheck and adjust wheel alignment.
Brake dragging in one road wheelRepair brake.
Loose, bent or broken front or rear
suspension partsTighten or replace related suspension parts.
Abnormal or excessive
tire wearSagging or broken coil springReplace coil spring.
Tire out of balanceAdjust balance or replace tire.
Disturbed wheel alignmentCheck and adjust wheel alignment.
Faulty strut (shock absorber)Replace strut (shock absorber).
Hard drivingReplace tires.
Overloaded vehicleReplace tires.
Not rotated tiresReplace or rotate tires.
Worn or loose wheel bearingReplace wheel bearing.
Wobbly wheel or tireReplace wheel or tire.
Tires not adequately inflatedAdjust tire pressure.
Front suspension frame and/or
suspension control arm are transformedCheck and replace.
Wheel trampBlister or bump on tireReplace tire.
Improper strut (shock absorber) actionReplace strut (shock absorber).
Shimmy, shake or
vibrationTire or wheel out of balanceBalance wheel or replace tire and/or wheel.
Loosen wheel bearingsReplace wheel bearings.
Worn tie-rod endsReplace tie-rod ends.
Worn lower ball jointsReplace suspension control arm.
Excessive wheel runoutRepair or replace wheel and/or tire.
Blister or bump on tireReplace tire.
Excessively loaded radial runout of tire /
wheel assemblyReplace tire or wheel.
Disturbed wheel alignmentCheck and adjust wheel alignment.
Loose or worn steering linkageTighten or replace steering linkage.
Abnormal noise, front endWorn, sticky or loose tie-rod ends, lower
ball joints, tie-rod inside ball joints or
drive shaft jointsReplace tie-rod end, suspension arm, tie-rod
or drive shaft joint.
Damaged struts or mountingsRepair or replace struts or mountings.
Worn suspension arm bushingsReplace suspension arm bushings.
Loose stabilizer barTighten bolts or nuts and/or replace bushes.
Loose wheel boltsTighten wheel bolts.
Loose suspension bolts or nutsTighten suspension bolts or nuts.
Broken or damaged wheel bearingsReplace wheel bearings.
Broken suspension springsReplace suspension springs.
Worn strut bearingsReplace strut bearing.
Malfunction of Power Steering SystemCheck and correct malfunction.
Low or uneven trim height
NOTE
See NOTE *1.

Broken or sagging coil springsReplace coil springs.
Over loadedCheck loading.
Incorrect coil springsReplace coil spring.
Tires not adequately inflatedAdjust tire pressure.
Ride too softFaulty strut (shock absorber)Replace strut (shock absorber).
Suspension bottomsOverloadedCheck loading.
Faulty strut (shock absorber)Replace strut (shock absorber).
Incorrect, broken or sagging coil springsReplace coil spring.

Downloaded from www.Manualslib.com manuals search engine 2A-2 Suspension General Diagnosis:
NOTE
*1: Right-to-left trim height (“H”) difference should be within 15 mm (0.6 in.) with curb weight. (same
with rear side.)

Body leans or sways in
cornersLoose stabilizer barTighten stabilizer bar bolts or nuts, or replace
bushes.
Faulty strut (shock absorber) or
mountingReplace strut (shock absorber) or tighten
mounting.
Broken or sagging coil springsReplace coil springs.
OverloadedCheck loading.
Cupped tiresFront struts defectiveReplace struts.
Worn wheel bearingsReplace wheel bearings.
Excessive tire or wheel run-outReplace tire and/or wheel.
Worn ball jointsReplace suspension control arm.
Tire out of balanceAdjust tire balance. Condition Possible cause Correction / Reference Item
“H”
I2RH01210001-01

Downloaded from www.Manualslib.com manuals search engine Front Suspension: 2B-2
Front Wheel Alignment ConstructionS6RW0D2201002
Among factors for front wheel alignment, only toe setting
can be adjusted. Camber and caster are not adjustable.
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 and
damaged body should be repaired or damaged
suspension should be replaced.
Preliminary Checks Prior to Adjustment Front Wheel
Alignment
Steering and vibration complaints are not always the
result of improper wheel alignment. An additional item to
be checked is the possibility of tire lead due to worn or
improperly manufactured tires. “Lead” is the vehicle
deviation from a straight path on a level road without
hand pressure on the steering wheel. Refer to “Radial
Tire Lead / Pull Description in Section 2D” in order to
determine if the vehicle has a tire lead problem. Before
making any adjustment affecting wheel alignment, the
following checks and inspections should be made to
ensure correctness of alignment readings and alignment
adjustments:• Check all tires for proper inflation pressures and
approximately the same tread wear.
• Check for loose of ball joints. Check tie-rod ends; if
excessive looseness is noted, it must be corrected
before adjusting.
• Check for run-out of wheels and tires.
• Check vehicle trim heights; if it is out of limit and a
correction is needed, it must be done before adjusting
toe.
• Check for loose of suspension control arms.
• Check for loose or missing stabilizer bar attachments.
• 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.
• Consider condition of equipment being used to check
alignment and follow manufacturer’s instructions.
• Regardless of equipment used to check alignment,
vehicle must be placed on a level surface.
NOTE
To prevent possible incorrect reading of toe,
camber or caster, vehicle front and rear end
must be moved up and down a few times
before inspection.

Repair Instructions
Front Wheel Alignment Inspection and
Adjustment
S6RW0D2206001
Toe Inspection and Adjustment
Preparation for toe inspection and adjustment.
• Place vehicle in unloaded state on level surface.
• Set steering wheel in straight state.
• Check that inflation pressure of each tire is adjusted
properly and wheel is free from deflection.
• Check that each suspension part is free from bend,
dent, wear or damage in any other form.
• Check that ground clearance at the right and left is
just about the same.Inspection
Measure toe with toe-in gauge (1).
Toe should be within following specifications.
If toe is out of the specification, adjust toe properly.
To e
IN 1.0 ± 1.0 mm (0.0394 ± 0.0394 in.)
I2RH01220062-01

Downloaded from www.Manualslib.com manuals search engine 2D-1 Wheels and Tires:
Suspension
Wheels and Tires
General Description
Tires DescriptionS6RW0D2401001
The tire is of tubeless type. The tire is designed to
operate satisfactorily with loads up to the full rated load
capacity when inflated to the recommended inflation
pressures.
Correct tire pressures and driving habits have an
important influence on tire life. Heavy cornering,
excessively rapid acceleration, and unnecessary sharp
braking increase tire wear.
Tire Placard
The “Tire Placard” is located on the left or right door lock
pillar and should be referred to tire information.
The placard lists the maximum load, tire size and cold
tire pressure where applicable.
NOTE
Whether rim size and/or maximum load are
listed or not depends on regulations of each
country.

Inflation of Tires
The pressure recommended for any model is carefully
calculated to give a satisfactory ride, stability, steering,
tread wear, tire life and resistance to bruises.
Tire pressure, with tires cold, (after vehicle has set for 3
hours or more, or driven less than one mile) should be
checked monthly or before any extended trip. Set to the
specifications on the “Tire Placard” located on the left or
right door lock pillar.
It is normal for tire pressure to increase when the tires
become hot during driving.
Do not bleed or reduce tire pressure after driving.
Bleeding reduces the “Cold Inflation Pressure”.
Higher than recommended pressure can cause:
• Hard ride
• Tire bruising or carcass damage
• Rapid tread wear at center of tire
Unequal pressure on same axle can cause:
• Uneven braking
• Steering lead
• Reduced handling
• Swerve on accelerationLower than recommended pressure can cause:
• Tire squeal on turns
• Hard Steering
• Rapid and uneven wear on the edges of the tread
• Tire rim bruises and rupture
• Tire cord breakage
• High tire temperature
• Reduced handling
• High fuel consumption
Matched Tires and Wheels (Steel Type)
Tires and wheels are match mounted at the assembly
plant.
This means that the radially stiffest part of the tire, or
“high spot”, is matched to the smallest radius or “low
spot” of the wheel.
This is done to provide the smoothest possible ride.
The “high spot” of the tire is originally marked by paint
dot (1) on the outboard sidewall. This paint dot will
eventually wash off the tire.
The “low spot” of the wheel is originally marked by paint
dot (2) on the wheel rim-flange. Properly assembled, the
wheel rims’ paint dot should be aligned with the tires’
paint dot as shown in figure.
Whenever a tire is dismounted from its wheel, it should
be remounted so that the tire and wheel are matched. If
the tire’s paint dot cannot be located, a line should be
scribed on the tire and wheel before dismounting to
assure that it is remounted in the same position.
I2RH01240001-01

Downloaded from www.Manualslib.com manuals search engine Wheels and Tires: 2D-2
Replacement Tires
When replacement is necessary, the original equipment
type tire should be used. Refer to the Tire Placard.
Replacement tires should be of the same size, load
range and construction as those originally on the vehicle.
Use of any other size or type tire may affect ride,
handling, speedometer / odometer calibration, vehicle
ground clearance and tire or snow chain clearance to the
body and chassis.
It is recommended that new tires be installed in pairs on
the same axle. If necessary to replace only one tire, it
should be paired with the tire having the most tread, to
equalize braking traction.
WARNING!
Do not mix different types of tires on the
same vehicle such as radial, bias and bias-
belted tires except in emergencies, because
handling may be seriously affected and may
result in loss of control.

The metric term for tire inflation pressure is the kilo
pascal (kPa). Tire pressures is usually printed in both
kPa and kgf/cm
2 on the “Tire Placard”.
Metric tire gauges are available from tool suppliers.
The chart, shown in the table, converts commonly used
inflation pressures from kPa to kgf/cm
2 and psi.
Wheels DescriptionS6RW0D2401002
Wheel Maintenance
Wheel repairs that use welding, heating, or peening are
not approved. All damaged wheels should be replaced.
Replacement Wheels
Wheels must be replaced if they are bent, dented, have
excessive lateral or radial runout, air leak through welds,
have elongated bolt holes, if lug wheel bolts won’t stay
tight, or if they are heavily rusted. Wheels with greater
runout than shown in the following may cause
objectional vibrations.
Replacement wheels must be equivalent to the original
equipment wheels in load capacity, diameter, rim with
offset and mounting configuration. A wheel of improper
size or type may affect wheel and bearing life, brake
cooling, speedometer / odometer calibration, vehicle
ground clearance and tire clearance to body and
chassis.How to Measure Wheel Runout
To measure the wheel runout, it is necessary to use an
accurate dial indicator. The tire may be on or off the
wheel. The wheel should be installed to the wheel
balancer of the like for proper measurement.
Take measurements of both lateral runout “a” and radial
runout “b” at both inside and outside of the rim flange.
With the dial indicator set in place securely, turn the
wheel one full revolution slowly and record every reading
of the indicator.
When the measured runout exceeds the specification
and correction by the balancer adjustment is impossible,
replace the wheel. If the reading is affected by welding,
paint or scratch, it should be ignored.
Lateral runout limit “a”
Aluminum wheel: 0.3 mm (0.012 in.)
Steel wheel: 0.9 mm (0.035 in.)
Radial runout limit “b”
Aluminum wheel: 0.3 mm (0.012 in.)
Steel wheel: 0.7 mm (0.028 in.)
Metric Lug Nuts and Wheel Studs
All models use metric lug nuts and wheel studs.
Metric lug nuts and wheel studs size
M12 x 1.25
If a broken stud is found, see “Front Wheel Hub, Disc,
Bolt and Bearing Check in Section 2B”, “Front Wheel
Hub, Steering Knuckle and Wheel Bearing Removal and
Installation in Section 2B”, “Rear Wheel Hub Assembly
Removal and Installation in Section 2C”. kPa kgf/cm
2psi
Conversion: 1 psi =
6.895 kPa 1 kgf/cm
2 =
98.066 kPa160 1.6 23
180 1.8 26
200 2.0 29
220 2.2 32
240 2.4 35
260 2.6 38
280 2.8 41
300 3.0 44
320 3.2 47
340 3.4 50I4RS0A240001-01
I2RH01240003-01

Downloaded from www.Manualslib.com manuals search engine 2D-3 Wheels and Tires:
Irregular and/or Premature Wear DescriptionS6RW0D2401003
Irregular and premature wear has many causes. Some
of them are as follows: incorrect inflation pressures, lack
of tire rotation, driving habits, improper alignment.
If the following conditions are noted, tire rotation is
necessary:
• Front tire wear is different from rear’s.
• Uneven wear exists across tread of any tires.
• Both sides of front tire wears are not even.
• Both sides of rear tire wears are not even.
• There is cupping, flat spotting, etc.
A wheel alignment check is necessary if following
conditions are noted:
• Both sides of front tire wears are not even.
• Wear is uneven across the tread of any front tire.
• Front tire treads have scuffed appearance with
“feather” edges on one side of tread ribs or blocks.
Wear Indicators DescriptionS6RW0D2401004
Original equipment tires have built-in tread wear
indicators (1) to show when they need replacement.
These indicators (1) will appear as 12 mm (0.47 in.) wide
bands when the tire tread depth becomes 1.6 mm (0.063
in.).
When the indicators (1) appear in 3 or more grooves at 6
locations, tire replacement is recommended.
Radial Tire Waddle DescriptionS6RW0D2401005
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 recommendations.
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 manner.
[A]: Hard Cornering, under inflation or lack of tire rotation
[B]: Incorrect wheel alignment, tire construction not uniform or wheel
heavy acceleration
I3RH0A240002-01
I2RH01240005-01
I2RH01240006-01

Downloaded from www.Manualslib.com manuals search engine Wheels and Tires: 2D-4
Equipment manufacture’s recommendations
Radial Tire Lead / Pull DescriptionS6RW0D2401006
“Lead / Pull” is the deviation of the vehicle from a straight
path on a level road even with no pressure on the
steering wheel.
Lead is usually caused by the following conditions.
• Improper tire and wheel alignment.
• Uneven brake assemblies.
• 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 the figure (Lead Diagnosis) should be
used to make sure that wheel alignment is not mistaken
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.
Balancing Wheels DescriptionS6RW0D2401007
There are two types of wheel and tire balance: static and
dynamic. Static balance, as shown in figure, is the equal
distribution of weight around the wheel. Wheels that are
statically unbalanced cause a bouncing action called
tramp. This condition will eventually cause uneven tire
wear.Dynamic balance, as shown in figure, is the equal
distribution of weight on each side of the wheel
centerline so that when the tire spins there is no
tendency for the assembly to move from side to side.
Wheels that are dynamically unbalanced may cause
shimmy.
Inflate tires to recommended pressure
Road test vehicle on level unrouned 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
I2RH01240007-01
1. Heavy spot wheel tramp [A]: Before correction
2. Balance weights addition point [B]: Corrective weights
3. C/L of spindle
1. Heavy spot wheel shimmy [C]: Before correction
2. Balance weights addition point [D]: Corrective weights
3. C/L of spindle
I2RH01240008-01
I2RH01240009-01

Downloaded from www.Manualslib.com manuals search engine 2D-5 Wheels and Tires:
Repair Instructions
Wheel Discs InspectionS6RW0D2406006
Inspect each wheel disc for dents, distortion and cracks.
A disc in badly damaged condition must be replaced.
Wheel Balance Inspection and AdjustmentS6RW0D2406001
Refer to “Balancing Wheels Description”.
Deposits of mud, etc. must be cleaned from inside of rim.
WARNING!
Stones should be removed from the tread in
order to avoid operator injury during spin
balancing and to obtain good balance.

Each tire should be inspected for any damage, then
balanced according to equipment manufacturer’s
recommendation.
Off-Vehicle Balancing
Most electronic off-vehicle balancers are more accurate
than the on-vehicle spin balancers. They are easy to use
and give a dynamic (two plane) balance. Although they
do not correct for drum or disc unbalance as does on-
vehicle spin balancing, this is overcome by their
accuracy, usually to within 1/8 ounce.
On-Vehicle Balancing
On-vehicle balancing methods vary with equipment and
tool manufacturers. Be sure to follow each
manufacturer’s instructions during balancing operation.
WARNING!
Wheel spin should be limited to 55 km/h (35
mph) as indicated on speedometer.
This limit is necessary because speedometer
only indicates one-half of actual wheel speed
when one drive wheel is spinning and the
other drive wheel is stopped.
Unless care is taken in limiting drive wheel
spin, spinning wheel can reach excessive
speeds. This can result in possible tire
disintegration or differential failure, which
could cause serious personal injury or
extensive vehicle damage.

CAUTION!
For vehicle equipped with ABS, using on-
vehicle balancing method with ignition
switch ON may set malfunction diagnostic
trouble code (DTC) of ABS even when system
is in good condition.
Never turn ignition switch ON while spinning
wheel.

Tire RotationS6RW0D2406002
To equalize wear, rotate tires periodically as shown in
figure.
Refer to “Wheel (with Tire) Removal and Installation”.
F: Forward
I7RW01240001-02

Downloaded from www.Manualslib.com manuals search engine Wheels and Tires: 2D-6
Wheel (with Tire) Removal and InstallationS6RW0D2406003
Removal
CAUTION!
Never use heat to loosen tight wheel because
the application of heat to wheel causes the
wheel life shorter and the wheel bearing
damage.

1) Loosen wheel nuts by approximately 180° (half a
rotation).
2) Hoist vehicle.
3) Make sure that the vehicle will not fall off by trying to
move vehicle body in both ways.
4) Remove wheel nuts except one.
5) Support the wheel and/or tire not to drop the wheel
and then remove the nut left with the wheel.
Installation
For installation, reverse removal procedure, noting the
following.
• Wheel nuts must be tightened in sequence and to
specified torque to avoid bending wheel or brake disc
or drum as shown in the figure.
NOTE
Before installing wheels, remove any build-
up of corrosion on wheel mounting surface
and brake disc or drum mounting surface by
scraping and wire brushing. Installing wheels
without good metal-to-metal contact at
mounting surfaces can cause wheel bolts to
loosen, which can later allow a wheel to
come off while vehicle is moving.

Tightening order
“1” – “2” – “3” – “4” – “5”
Tightening torque
Wheel nut (a): 85 N·m (8.5 kgf-m, 61.5 lb-ft)
Tire Mounting and DismountingS6RW0D2406004
WARNING!
Do not stand over tire when inflating. Bead
may break when bead snaps over rim’s safety
hump and cause serious personal injury.
Do not exceed specified pressure when
inflating. If specified pressure will not seat
beads, deflate, re-lubricate and reinflate.
Over inflation may cause bead to break and
cause serious personal injury.

Use a tire changing machine to mount or dismount tires.
Follow equipment manufacturer’s instructions. Do not
use hand tools or tire irons alone to change tires as they
may damage tire beads or wheel rim.
Rim bead seats should be cleaned with a wire brush or
coarse steel wool to remove lubricants, old rubber and
light rust. Before mounting or dismounting a tire, bead
area should be well lubricated with approved tire
lubricant.
After mounting, inflate 330 kPa (47.9 psi) pressure so
that beads are completely seated. Then adjust pressure
to specified shown in the tire placard.
Tire RepairS6RW0D2406005
There are many different materials and techniques on
the market to repair tires. As not all of these work on all
types of tires, tire manufacturers have published detailed
instructions on how and when to repair tires. These
instructions can be obtained from each tire
manufacturer.
IYSQ01240008-01