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1. SPECIFICATIONS

Description Specification

Front Suspension

Suspension type Double wishbone

Spring type Coil spring

Shock absorber type Reciprocating cylindrical type (gas type)

Stabilizer bar type Torsion bar type

Rear Suspension

Suspension type 5-link type / multi-link type

Spring type Coil spring

Shock absorber type Reciprocating cylindrical type (gas type)

Stabilizer bar type Torsion bar type

2. WHEEL ALIGNMENT

LH RH

Camber 0.12 ± 0.25° 0 ± 0.25°

Caster 4.28° ± 0.4° 4.38° ± 0.4°

Toe-in 2 ± 2mm

Inspect the tire inflation pressure and underbody before checking the wheel alignment.- Tire inflation pressure: 32 psi

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3. LAYOUT AND COMPONENTSFront View▶

Shock absorber assemblyCoil springUpper arm assemblyAxle shaft assemblySteering knuckleLower arm assemblyShock absorber yoke assembly

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Shock absorber (to yoke) bolt: 122.5 ~ 142.1 NmUpper arm (knuckle side) nut: 137.2 ~ 156.8 NmLower arm (knuckle side) nut: 137.2 ~ 156.8 NmYoke lower (lower arm side) nut: 147.0 ~ 166.6 Nm

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A . 5-Link type B. Multi-link type(changed lower arm ball joint)

In lower arm design, the current mass production vehicle (A) is different from the new model (B) from July 2012.

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Top View▶

Stabilizer bar link lower nutTightening torque: 107.8 ~ 127.4Nm

Coil spring mounting nutTightening torque: 58.8 ~ 78.4Nm

Stabilizer bar link upper nutTightening torque: 29.4 ~ 49.0Nm Upper arm (frame side) bolt/nut

Tightening torque: 107.8 ~ 127.4Nm

Stabilizer bar clamp boltTightening torque: 39.2 ~ 58.8Nm

Lower arm (shock absorber yoke side) nutTightening torque: 147.0 ~ 166.6Nm

Lower arm (frame side) bolt/nutTightening torque: 205.8 ~ 225.4Nm

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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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Shock absorber upper bolt/nutTightening torque: 29.4 ~ 44.1Nm

Shock absorber lower bolt/nutTightening torque: 78.4 ~ 98.0Nm

Upper arm bolt/nutTightening torque: 147.0 ~ 176.4Nm

Lower arm bolt/nutTightening torque: 147.0 ~ 176.4Nm

Stabilizer bar mounting bracketTightening torque: 39.2 ~ 58.8Nm

Stabilizer bar link upperTightening torque: 29.4 ~ 44.1Nm

Lateral rodTightening torque: 147.0 ~ 196.0Nm

Stabilizer bar link lowerTightening torque: 58.8 ~ 78.4Nm

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5. TROUBLESHOOTING

Problem Cause Action

Vehicle rollingBroken stabilizer bar Replace

Faulty shock absorber Replace

Abnormal noise.

Loosening mounting Retighten

Damaged or worn wheel bearing Replace

Damaged shock absorber Replace

Damaged tire Replace

Poor riding

Over inflated tire Adjust

Faulty shock absorber Replace

Loosened wheel nut Tighten as specified torque

Bent or broken coil spring Replace

Damaged tire Replace

Worn bushing Replace

Vehicle pulls to one side

Deformed arm assembly Replace

Worn bushing Replace

Bent or broken coil spring Replace

Hard steering

Excessive resistance of lower arm ball joint

Replace

Insufficient tire pressure Replace

Faulty power steering Replace

Unstable steering Worn or loosened lower arm bushing Retighten or replace

Vehicle bottoming Worn or broken coil spring Replace

Vehicle height lowered

Over loaded on the vehicle -

Defective shock absorber Replace

Defective coil spring Replace

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1. OVERVIEWSuspension is the term given to the system of springs, shock absorbers and linkages that connects a vehicle to its wheels. 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 contact 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 design of front and rear suspension of a vehicle may be different.

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▶

Disadvantage▶

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.

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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.

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3. REAR SUSPENSION (MULTI LINK TYPE)

Shock absorber Stabilizer bar Rear coil spring

Lower arm Upper arm Lateral rod

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.

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4. WHEEL ALIGNMENTWheel alignment (adjustment of Camber, Caster and Toe) is part of standard automobile maintenance that consists of adjusting the angles of the wheels so that they are set to the specification. The purpose of these adjustments is to reduce tire wear, and to ensure that vehicle travel is straight and true (without "pulling" to one side). Alignment angles can also be altered beyond the specifications to obtain a specific handling characteristic.

Necessity for Wheel Alignment▶

Wheel alignment consists of adjusting the angles of the wheels so that they are perpendicular to the ground and parallel to each other. The purpose of these adjustments is maximum tire life and a vehicle that tracks straight and true when driving along a straight and level road. The symptoms of a vehicle that is out of alignment are:Uneven or rapid tire wearPulling or drifting away from a straight lineWandering on a straight level roadSpokes of the steering wheel off to one side while driving on a straight and level road.

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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.

When viewed from the top, the distance between the tire centers is smaller in the front than in

the rear.

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Side slip protectionParallel 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 wearPrevention of toe-out from wearing of steering linkage

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Toe-in 2 ± 2mm

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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

Positive camber: Top of the tire is tilted outward ▶

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.)

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Cornering force decreases as the positive camber increases when the vehicle makes turn.The hub bearing is worn unevenly if camber is excessive.

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Zero camber: When the tire center line is perpendicular to the ground level▶

Negative camber▶

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

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The 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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Advantages:

Disadvantages:

Advantages:

Disadvantages:

CamberLH 0.12 ± 0.25°

RH 0 ± 0.25°

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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.

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)

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)

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Caster:▶

CasterLH 4.28 ± 0.4°

RH 4.38 ± 0.4°

Positive caster:▶

Advantages:

Negative caster:▶

Advantages:

Disadvantages:

Top of the king pin is tilted forward from the vertical line of the wheel center when viewed the tires from the side

Top of the king pin is tilted backward from the vertical line of the wheel center when viewed the tires from the side

Smaller turning radius-

Impact from the road is transferred to the steering wheel (steering wheel turns)Poor straightness

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