4411-01 08-3

1. SPECIFICATIONS
Description Specification
Suspension type Double wishbone

Front Suspension Spring type Coil spring

Shock absorber type Reciprocating cylindrical type (gas type)
Stabilizer bar type Torsion bar type

Suspension type 5-link type

Rear Suspension Spring type Coil spring

Shock absorber type Reciprocating cylindrical type (gas type)

Stabilizer bar type Torsion bar type

2. WHEEL ALIGNMENT
Toe-in 2 ± 2 mm [0~4mm]
LH -0.19° ± 0.25°
Front Camber
Wheel RH -0.29° ± 0.25°
Alignment
LH 4.4° ± 0.4°
Caster
RH 4.5° ± 0.4°
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3. SYSTEM LAYOUT AND TIGHTENING TORQUE OF

FRONT SUSPENSION
▶ Front View

Upper arm assembly

Upper arm (on knuckle) nut
Tightening torque: 140 ~ 160 Nm Shock absorber (to yoke) bolt
Tightening torque: 125 ~ 145 Nm
Coil spring

Shock absorber

Front axle shaft assembly

Stabilizer bar assembly

Lower arm assembly Steering gear

box assembly
Shock absorber yoke

Lower arm (on knuckle) nut

Knuckle assembly
Tightening torque: 140 ~ 160 Nm
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▶ Top View

Coil spring mounting nut

Tightening torque: 60 ~ 80 Nm
Stabilizer bar link upper nut
Tightening torque: 30 ~ 50 Nm Upper arm (frame side) bolt/nut
Tightening torque: 110 ~ 130 Nm

Stabilizer bar link lower nut Stabilizer bar clamp bolt

Tightening torque: 110 ~ 130 Nm Tightening torque: 40 ~ 60 Nm

Lower arm (frame side) bolt/nut

Tightening torque: 210 ~ 230 Nm

Lower arm (shock absorber yoke side) nut

Tightening torque: 150 ~ 170 Nm

Lower arm (end yoke) bolt

Tightening torque: 70 ~ 80 Nm
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4. SYSTEM LAYOUT AND TIGHTENING TORQUE OF REAR

SUSPENSION
▶ Top View Lower arm (link)

Stabilizer bar link

Stabilizer bar

Upper arm (link)

Shock absorber

Lateral rod

Axle housing

Coil spring seat (upper side)

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Lower arm bolt/nut Stabilizer bar link lower

Tightening torque: 150 ~ 180 Nm Tightening torque: 60 ~ 80 Nm

Stabilizer bar mounting bracket

Upper arm bolt/nut
Tightening torque: 40 ~ 60 Nm
Tightening torque:150~180 Nm
Stabilizer bar link upper
Tightening torque: 30 ~ 45 Nm

Lateral rod
Tightening torque: 150 ~ 180 Nm

Shock absorber upper bolt/nut

Tightening torque: 30 ~ 45 Nm

Shock absorber lower bolt/nut

Tightening torque: 80 ~ 100 Nm
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5. TROUBLESHOOTING
Problem Cause Action
Broken stabilizer bar Replace
Vehicle rolling
Faulty shock absorber Replace
Loosening mounting Retighten
Damaged or worn wheel bearing Replace
Abnormal noise.
Damaged shock absorber Replace
Damaged tire Replace
Over inflated tire Adjust pressure
Faulty shock absorber Replace
Loosened wheel nut Tighten as specified torque
Poor riding
Bent or broken coil spring Replace
Damaged tire Replace
Worn bushing Replace
Deformed arm assembly Replace
Vehicle pulls to one side Worn bushing Replace
Bent or broken coil spring Replace
Excessive resistance of lower arm Replace
Hard steering ball joint
Insufficient tire pressure Replace
Faulty power steering Replace
Unstable steering Worn or loosened lower arm Retighten or replace
bushing
Vehicle bottoming Worn or broken coil spring Replace
Over loaded on the vehicle -
Vehicle height lowered Defective shock absorber Replace
Defective coil spring Replace
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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.

Under View (4WD, Automatic Transmission)

Front suspension

Rear suspension
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2. FRONT SUSPENSION (DOUBLE WISHBONE)

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

▶ Advantage
1. 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.
2. 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.
3. 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.
▶ Disadvantage

1. The disadvantage is that it is slightly more complex than other systems like a MacPherson strut.
2. 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.
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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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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

Front

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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2) Camber
The angle between the center line of the tire and the vertical line when viewed from the front of
the vehicle

LH -0.19° ± 0.25°
Camber
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.)
Disadvantages: - Cornering force decreases as the positive camber increases when
the vehicle makes turn.
- The hub bearing is worn unevenly if camber is excessive.

▶ 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
Disadvantages: increases (applicable for high-speed F1 vehicle)
- 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.
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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.

LH 4.4° ± 0.4°
Caster
RH 4.5° ± 0.4°

▶ 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: - Smaller turning radius
Disadvantages: - Impact from the road is transferred to the steering wheel (steering wheel
turns)
- Poor straightness