CHAPTER 5 SUSPENSION

SECTION 1 STRUCTURE AND PARAMETERS

1. FRONT SUSPENSION
2. REAR SUSPENSION

SECTION 2 MAINTENANCE OPERATION

1. FRONT SUSPENSION
2. FRONT SHOCK ABSORBER
3. FRONT STABILIZER BAR
4. LOWER ARM
5. REAR SUSPENSION
6. REAR SHOCK ABSORBER
7. SUSPENSION ARM
8. STRUT ROD

SECTION 3 WHEEL ALIGNMENT (FRONT AND REAR)

1. TOOLS AND INSTUMENT
2. CHECKS PRIOR TO WHEEL ALIGNMENT MEASUREMENT
3. CHECKS AND ADJUSTMENT OF FRONT
4. WHEEL ALIGNMENT
5. CHECK AND ADJUSTMENT OF REAR TOE-IN
 CHAPTER 5 SUSPENSION
To make the riding comfort and handling stability compatible with each other, the MacPhersoon
strut independent type suspension is used on the front suspension, whereas the dual link strut
independent type suspension is used on the rear suspension.
SECTION 1 STRUCTURE AND PARAMETERS
Front suspension

The front suspension is the MacPherson strut independent type which is composed of a stabilizer
serving also as attention rod, lower arms, coil springs and shock absorbers which constitute also as
parts of the suspension links.
Superior riding comfort and handling stability are made compatible with each other by setting the
respective specifications and front wheel alignment at their optimum values. In addition, the
attaching position of the lower arm to the body has been moved forward in order that the stability
at high speeds may be further improved.

Front suspension upper support

For enhanced riding comfort, the rubber capacity of the upper support is set with an ample margin.
The front spring bumper is integral with the shock absorber cover.
Front coil spring
The front coil spring comes in five kinds depending upon models.

Front shock absorber

The front shock absorber is the double-action telescopic type. It comes in three kinds of
“standard”, “European standard” and “hard” depending upon models.
As regards the shock absorber for the hard specifications, a gas (nitrogen gas) sealed type is used
so that the riding comfort and handling stability may be further improved.
Front shock absorber ID
Used in spring ID
Front Painted in pink a distance of
TJ7101
spring 2.75 round from end
Front Painted in white a distance of
TJ7101U
spring 2.75 round from end
Painted in white a distance of
Front
TJ7131U 2.75 round from end, and
spring
another of 3.75 round
Painted in white a distance of
Front
TJ7131 2.75 round from end, and
spring
another of 3.75 round
Stabilizer bar serving also as
front tension rod

The stabilizer bar comes in the following three

kinds: “Standard”, “European standard” and
“hard”. The tension rod becomes integral with
the stabilizer bar in order that the compliance
in a fore-and-aft direction may be softened. As
a result, any impacts from the road surface can
be reduced effectively, thus resulting in
improved riding comfort.

Specification of stabilizer bar and stabilizer

bush
 diameter Φ21mm
stabilizer
6.958N/mm
bar stiffness
(0.71kgf/mm)
stabilizer ID color white
bush diameter(hole) Φ21mm

Suspension lower arm

The lower arm of a forged type has an “I”-shaped cross-section which features great rigidity. The
outboard side of the lower arm is attached to the steering knuckle through the ball joint, while the
inboard side of the lower arm is attached to the body through the lower arm bush and lower arm
bracket.
As regards the bush provided at the body side of the lower arm, this bush has such characteristics
that it is soft in a fore-and-aft direction, whereas it is hard in a right-and-left direction.
Consequently, any shocks transmitted from the road surface during driving are absorbed effectively
by deflections in a fore-and-aft direction which will cause changes in the front wheel alignment are
kept at a minimum level. Thus, it becomes possible to make the riding comfort and handling
stability compatible with each other.

Lower ball joint

For improved reliability, the lower ball joint employs a ball stud of a bolt-slit tightening type, a
press-fitting type dust cover and an integral type ball joint seat.
Rear suspension
The rear suspension is the dual link strut independent suspension type which is composed of two
suspension arms provided transversely in parallel and strut rods extending forward.
On the dual link strut independent type suspension, those loads transmitted from the tires in a fore-
and-aft direction and a right-and-left direction as well as in an up-and-down direction are applied
to the respective different components.
This feature makes it possible to design each part at its optimum setting, resulting in superior
riding comfort and handling stability.
Loading forces in a fore-and-aft direction .....................................................force are applied
primarily to the strut rods and bushes at both ends.
Loading forces in a right-and-left direction ..................................................force are applied
primarily to the two suspension arms and bushes at both ends.
Loading forces in an up-and-down direction ................................................. force are applied
primarily to the coil springs, shock absorbers and the rubber blocks provided at the suspension
upper support sections.
Especially, the arm length of the suspension arms No.1 and No.2 has been set to a comparatively
long value so that the effects of the twisting of the bushes may be kept at a minimum level. This
design makes the riding comfort and handling stability compatible with each other.

Rear alignment
toe-in 5
camber -40′
Operation
(1)Straight-ahead condition
The configuration of the suspension arms
assures excellent handling stability and
riding comfort under this state.

(2)When vehicle height is changing due to

bounding and rebounding:
When the vehicle bounds or rebounds, the
strut rod draws a circular arc locus and the
tire moves forward in the arrow-headed
direction. However, a parallelogram is
formed because of the two suspension
arms arranged in parallel. As a result, no
change occurs in the tire toe. Thus, the
stability can be maintained.

(3)During braking period or when backward load is applied due to irregularities of road:
Although the tire moves backward, the
toe is hardly affected because of the
function of the two suspension arms.
Consequently, the stability is assured even
under this state. Owing to this feature, the
rubber bush of the strut rod can be
softened so as to provide ample
compliance (flexibility) in a fore-and-aft
direction. In this way, the riding comfort
can be improved without and sacrifice of
the handling stability.

(4)During cornering period:

During the cornering period, an inward
load is applied to the outboard tire. And
this load is applied only to the forward
arm, causing the rubber bush to deflect.
As a result, the tire is moved toward the
toe-in side. Consequently, the motor
vehicle tends to become “under steer”
which is favorable to the stability of the
motor vehicle.

Toe-in adjustment
The toe-in adjusting mechanism of the rear suspension is provided on the suspension arm No.2. the
toe-in adjustment can be performed by turning the toe adjusting plate.
Ten graduations are provided on the toe adjusting plate in increments of 10 degrees. The toe can be
adjusted approximately 5mm by moving one graduation.

Rear suspension upper support

For enhanced riding comfort, the rubber capacity of the upper support has been set with an ample
margin.
With regard to the rear spring bumper
for the standard suspension use, a
rubber spring bumper integral with the
shock absorber cover has been
employed.
As regards the rear spring bumper for
use in the European standard and hard
suspensions, a foamed urethane spring
bumper which is separated from the
urethane shock absorber cover is used.

Rear coil spring

The rear coil spring comes in three
kinds of “Standard”, “European
standard” and “hard”, depending upon
models and destinations.
The standard suspension employs equal
pitch coil springs. On the other hand,
the European standard and hard suspensions employ unequal pitch coil springs in which the spring
constant can be altered depending upon loads so that explants riding comfort and handling stability
may be achieved.
 Front shock absorber ID
Used in spring ID
rear Painted in yellow a distance
TJ7101
spring of 2.75 round from end
rear Painted in red a distance of
TJ7101U
spring 2.75 round from end
Painted in red a distance of
rear
TJ7131U 2.75 round from end, and
spring
another of 3.75 round
Painted in red a distance of
rear
TJ7131 2.75 round from end, and
spring
another of 3.75 round

Rear shock absorber

The rear shock absorber is the double-action telescopic type. It comes in four kinds, depending
upon models and destinations.
As regards the shock absorber for the hard specifications, a gas (nitrogen gas) sealed type is used
so that the riding comfort and handling stability may be further improved.

Rear stabilizer bar

The rear stabilizer bar is standard equipment in the European standard and hard suspension
specifications.
The rear stabilizer bar controls the motor vehicle’s rolling which may occur during running,
resulting in remarkable running stability.
Rear suspension arms
The rear suspension arms No.1 and No.2 are made of steel sheet. Their out board sides are attached
through rubber bushes to the lower parts of the rear axle carrier, while their inboard sides are
attached through rubber bushes to the body. These suspension arms counteract loads applied in a
right-and –left direction.
The suspension arm bush has such characteristics that it is soft in a fore-and-aft direction of the
motor vehicle, whereas it is hard in a right-and-left direction of the motor vehicle. Consequently,
the change in alignment caused by lateral forces is maintained at a minimum level, thus improving
the handling stability.
Moreover, the toe in adjusting mechanism is provided on the suspension arm No.2. thus, the toe-in
adjusted by turning the toe adjusting plate.

Rear strut rod

A rear strut rod made of steel pipe is used so that the unsprung weight may be reduced.
The front end of the rear axle carrier with a rubber bush interposed. The rear strut rod counteracts
loads applied in a right-and-left direction.
For improved riding comfort, a slit is provided in each rubber bush at both ends so as to assure
compliance in fore-and-aft direction.
Rear suspension bushes

Rear axle carrier × Rear suspension arm

Body × Rear suspension arm No.1
No.1

Rear axle carrier × Rear suspension arm

Body × Rear suspension arm No.2
No.2

Body × Strut rod Rear axle carrier × Strut rod

SECTION 2 MAINTENANCE OPERATION
FRONT SUSPENSION
SECTIONAL VIEW
FRONT SHOCK ABSORBER
COMPONENTS

REMOVAL
1. Jack up the vehicle at the front side.
Support the body with safety stands.
2. Remove the front wheel.

3. Flexible hose removal

(1) Remove the clip at the shock
absorber side.
(2) Disconnect the flexible hose at the
shock absorber bracket.
4. Shock absorber removal
(1) Remove the attaching bolts and nuts
of the steering knuckle. Separate the shock
absorber from the steering knuckle.
NOTE:
Before removing the left shock
absorber, remove the disc brake caliper
attaching bolt (upper side).

(2) Remove the two attaching nuts of

the suspension support located at the
fender upper section. Remove the shock
absorber from the body.
NOTE:
Be sure to protect the drive shaft boot
with cloth or the like so that it may not be
damaged.

DISASSEMBLY
1. Compress the coil spring, using the
following SST.
SST: 09727-87701-000

2. Coil spring disassembly

(1) Clamp the front suspension support
in a vice.
(2) Remove the bearing dust cover and
loosen the nut.
NOTE:
Never remove the nut by applying impacts
on it, using an impact wrench or the like.
(3) Remove the following parts: the front
suspension support, bearing, front spring
upper seat, coil spring and spring bumper.

INSPECTION
Inspect the following parts.
2. Shock absorber operation inspection
(1) Push or pull the piston rod of the
shock absorber at a constant speed. Ensure
that the force required to move the rod is
uniform over the entire stroke.
However, when the piston rod is pulled
strongly, the pulling force may become
slightly greater over the stroke 30 mm (1.2
inches) toward the end of the pulling
stroke, It should be noted that this
phenomenon is not abnormal.
(2) Move the piston rod quickly in an
up-and-down direction with a stroke of 5 -
10 mm (0.2 - 0.4 inch). Ensure that the
force required to move the rod will not
change.
(3) If any abnormal feeling or noise is
encountered during the inspection above,
replace the shock absorber.
NOTE:
Perform this inspection after the piston
rod has been moved in an up-and-down
direction three or four times.
ASSEMBLY
1. Assembly of coil spring
(1) Insert the spring bumper at a
point below the cut-out section of the
piston rod.
(2) Compress the coil spring, using
the following SST. Install it to the shock
absorber.
SST: 09727-87701-000

(3) Install the front spring upper seat and

bearing.
(4) Install the front suspension support.
NOTE:
Be sure to align the cut-out section of the
front suspension support with that of the
piston rod during the assembly.

(5) Clamp the front suspension support in

a vice. Tighten the suspension support,
using a new nut.
Tightening Torque: 3.5 - 5.5 kgf-m

(6) Install the bearing dust cover.

(7) Align the coil spring end with the
recessed sections of the upper and lower
seats. Proceed to remove the SST.

INSTALLATION
1. Installation of shock absorber upper
section
(1) Install the suspension support on the
fender apron. (Use a new nut.)
Tightening Torque: 2.0 - 3.0 kgf-m

2. Installation of steering knuckle section

(1) Mount the steering knuckle on the
shock absorber lower bracket.
(2) Install the bolt and nut in position
and tighten them.

Tightening Torque: 11-16 kgf-m

(79.2-115.2 ft-lb)
NOTE:
With the knuckle pushed against the
lower side, tighten the bolt and nut.
NOTE:
In the case of the removal/installation of
the left shock absorber, install the
attaching bolt (upper side) of the disc
brake caliper after the steering knuckle
section has been installed.
Tightening Torque: 3.2 - 4.2 kgf-m

3. Install the flexible hose, as follows:

(1) Install the flexible hose to the shock
absorber bracket.
 (2) Install the flexible hose clip.
4. Install the wheels. Jack the vehicle
down.
5. Front wheel alignment inspection (See
page 5-32.)

FRONT STABILIZER BAR

COMPONENTS

REMOVAL
1. Jack up the vehicle at the front side.
Support the body with
safety stands.

2. Remove the stabilizer bar, as follows:

(1) Remove the stabilizer bar end nuts
and retainer.

(2) Remove the attaching bolts of the

stabilizer bar brackets.
 (3) Remove the stabilizer bar from the
vehicle.
NOTE:
If any difficulty in removing the stabilizer
bar is encountered, remove the stabilizer
bar by using a jack on the tire.
(4) Remove the bush from the stabilizer
bar.

INSPECTION
Inspect the following parts.

INSTALLATION
1. Stabilizer bar installation
Install the cushions to the stabilizer bar.

(2) Install the stabilizer bar to the lower

arm.
NOTE:
If the stabilizer bar end is not aligned
with the lower arm attaching hole, use a
jack on the tire so as to align the holes with
each other.

(3) Install the cushion and stabilizer bar

brackets.
Tightening Torque: 4.0 - 6.0 kgf-m (29
- 43 ft-lb)

(4) Install the cushions and retainers,

while paying attention to the direction of
the retainer. Tighten them temporarily,
using a new nut.
(5) Rock the front section of the vehicle
in an up-and-down direction two or three
times so as to settle the suspension.
(6) With the vehicle in an unloaded state
(the lower arm is horizontal), tighten the
nuts.
Tightening Torque: 7.5 - 10.5 kgf-m
(54 - 75.6 ft-lb)
NOTE:
If the nut is tightened at the rebound
side, the cushion twisting angle will
become large, resulting in reduced riding
comfort.
2. Front wheel alignment inspection (See
page 5-32.)
LOWER ARM
COMPONENTS

REMOVAL
1. Jack up the vehicle at the front side.
Support the body with safety stands.
2. Remove the front wheel.

3. Lower arm removal.

(1) Remove the stabilizer bar end nut.
(2)Remove the attaching bolt and nut of
the ball joint.
(3) Remove the attaching nut of the lower
arm at the body side.
(4) Remove the lower arm bracket.
(5) Remove the lower arm.

INSPECTION
Inspect the following parts.

1. Lower ball joint dust cover replacement

(1) Remove the dust cover, using a
common screwdriver.
NOTE:
Be very careful not to damage the
socket section.

(2) When assembling the lower ball

joint dust cover, apply grease to the
following sections.

(3)Press the dust cover into position, using

a press in combination with the following
SST.
 SST: 09618-87301-000
NOTE:
Make sure that no grease or oil gets to
the socket section (indicated by a "*"
mark) during the press operation.

2. Lower arm bush replacement

(1) Remove the bush, using the
following SSTs.
SST: 09301 -87701

09636-20010

(2) Press the bush into position, using

a press in conjunction with the
following SSTs
SST: 09301-87701
09636-20010

INSTALLATION
1. Lower arm installation
(1) Temporarily tighten the lower arm ball
joint section and stabilizer bar end nut
section.

(2) Tighten the bolt and nut of the ball

joint section. Tightening Torque: 8.0 -
10.5 kgf-m
(3)Install the lower arm bracket.
Tightening Torque: 7.5 - 10.5 kgf-m
(4) Tighten the lower arm attaching nut
temporarily.
(5) Install the front wheel.

(6) Jack down the vehicle.

(7) Rock the front section of the vehicle in
an up-and-down direction two or three
times so as to settle the suspension

(8) With the vehicle in an unloaded state

(lower arm is horizontal), tighten the nut.
(Stabilizer bar)
Tightening Torque:
7.5 - 10.5 kgf-m

(Lower arm)
Tightening Torque:
7.0 - 10.0 kgf-m
2. Inspect front wheel alignment

REAR SUSPENSION
SECTIONAL VIEW
REAR SHOCK ABSORBER
COMPONENTS

REMOVAL
1. Jack up the vehicle at the rear section.
Support the body with safety stands.
2. Remove the wheel.
3. Removal of brake tube and flexible hose
(1) Disconnect the brake tube from the
flexible hose.
SST: 09751-36011-000
(2) Detach the clip. Disconnect the
flexible hose from the shock absorber.

4. Remove the nuts attaching the shock

absorber to the axle carrier. Leave the bolts
in an inserted condition.

5. Trim removal
(1) Remove the package tray.
(2) Remove the package tray side trim.

6. Slacken the nut attaching the shock

absorber to the suspension support.
NOTE:
 Do not remove the nut.

7. Remove the nuts attaching the

suspension support to the body.
8. Remove the attaching bolts of the axle
carrier and shock absorber. Remove the
shock absorber from the body.

DISASSEMBLY
1. Coil spring removal
(1) Compress the coil spring, using the
following SST.
SST: 09727-87701-000

(2) Remove the nut.

 REAR AXLE & SUSPENSION

(3) Remove the rear shock absorber

cushion, rear suspension support, rear coil
spring insulator, spring bumper and coil
spring.
INSPECTION
1. Inspect the following parts.

2. Shock absorber operation inspection

(1) Push or pull the piston rod of the
shock absorber at a constant speed. Ensure
that the force required moving the rod is
uniform over the entire stroke. However,
when the piston rod is pulled strongly, the
pulling force may become slightly greater
over the stroke 30 mm (1.2 inches) toward
the end of the pulling stroke. It should be
noted that this phenomenon is not
abnormal.
(2) Move the piston rod quickly in an up-
and-down direction with a stroke of 5 - 10
mm (0.2 - 0.4 inch). Ensure that the force
required to move the rod will not change.
(3) If any abnormal feeling or noise is
encountered during the inspection above,
replace the shock absorber.
NOTE:
Perform this inspection after the piston
rod has been moved in an up-and-down
direction for three or four times.
When the gas filling type shock absorber
is replaced, previous to the disposal, be
sure to release the gas from the shock
absorber.
ASSEMBLY
1. Assembly of coil spring
(1) Install the spring bumper at a point
below the cut-out section of the piston rod.
(2) Compress the coil spring, using the
following SST. Install it to the shock
absorber.
SST: 09727-87701-000

(3) Install the rear shock absorber

cushion to the rear suspension support.
(4) Install the rear coil spring insulator to
the rear suspension support.
NOTE:
Be sure to align the cut-out section of the
rear coil spring insulator with the stud bolt
section of the rear suspension support
during the assembly.

(5) Install the rear suspension support.

NOTE:
·Be sure to align the cut-out section of
the rear suspension support with that of the
piston rod during the assembly.
·Align the rear suspension support on
the shock absorber lower bracket, as
shown in Fig 6-78.
 (6) Fit the suspension support. Tighten it
temporarily, using a new nut.
(7) Align the coil spring end with the
recessed sections of the upper and lower
seats. Proceed to remove the SST.

INSTALLATION
1. Install the suspension support to the
body, using a new nut.
Tightening Torque: 1.0 - 1.6 kgf-m
(7.2 - 11.6 ft-lb)

2. Mount the axle carrier on the shock

absorber. Fit the bolts and new nuts in
position and tighten them.
Tightening Torque: 11 - 16 kgf-m (79 -
115 ft-lb)
NOTE:
·The steering carrier attaching nuts are
special nuts on which a friction stabilizing
agent has been coated. Hence, be certain
not to reuse them.
·Tighten the bolts and nuts while pushing
the axle carrier to the lower side (positive
side).
3. Install the flexible hose and brake tube,
as follows:
(1) Install the flexible hose to the shock
absorber. Secure it with the clip.
(2) Install the brake tube to the flexible
hose.
SST: 09751-36011-000

4. Tighten the suspension support attaching

nut.
Tightening Torque: 3.5 - 5.5 kgf-m

5. Trim installation
(1) Install the package tray side trim.
(2) Install the package tray.
6. Perform air bleeding for the brake
system. (See page
8-5.)
7. Install the wheels. Jack down the
vehicle.
8. Check the rear wheel alignment. (See
page 5-38.)
SUSPENSION ARM
COMPONENTS

REMOVAL
1. Jack up the vehicle.
(1) Jack up the vehicle and support the
body with safety stands.
(2) Remove the wheel.

2. Removal of suspension arm No.2

(1) Remove the attaching bolt and nut of
the suspension arm at the axle carrier side.

(2) Remove the attaching bolt of the

suspension arm and cam at the body side.
Then, remove the suspension arm.
NOTE:
Put a mate mark on the body bracket and
the toe adjusting cam so that the mark may
be used as guide during the installation.

3. Removal of suspension arm No.1

(1) Remove the attaching bolt and nut of
the suspension arm at the axle carrier side.

(2) Remove the attaching bolt and nut of

the suspension arm at the body side. Then,
remove the suspension arm.

INSPECTION
Inspect the parts as shown in the right
figure.
INSTALLATION

1. Installation of suspension arm No.1

(1) Tighten the suspension arm to the
body temporarily with the new bolt and
nut.
(2) Tighten the suspension arm to the
axle carrier temporarily with the new bolt
and nut.

2. Installation of suspension arm No.2

(1) Mount the suspension arm on the
body. Tighten the suspension arm to the
body temporarily with the new bolt and
cam. Prior to secure tightening, align the
mate marks on the toe adjuster cam and
body with each other.

(2) Tighten the suspension arm to the

axle carrier temporarily with the new bolt
and nut.
3. Tightening of suspension arm attaching
bolt
(1) Install the wheel. jacks down the
vehicle. Rock the vehicle in an up-and-
down direction a few times so as to settle
the suspension.

(2) With the vehicle weight applied to

the suspension, tighten the bolts and nuts.
[Suspension arm No.1]
(Axle carrier side)
Tightening Torque: 7.5 - 10.5 kgf-m
(Body side)
Tightening Torque: 7.5 - 10.5 kgf-m

[Suspension arm No.2]

(Axle carrier side)
Tightening Torque: 7.5 - 10.5 kgf-m
(Body side)
Tightening Torque: 7.1 - 8.8 kgf-m

4. Check the rear wheel alignment.

(See page 5-38.)
STRUT ROD
REMOVAL
1. Jack up the vehicle.
(1) Jack up the vehicle. Support the
body with safety stands.
(2) Remove the wheel.
2. Strut rod removal
(1) Remove the attaching bolt and nut of
the strut rod at the axle carrier side.
(2) Remove the attaching bolt and nut of
the strut rod at the body side. Then,
remove the strut rod.

INSPECTION
Inspect the parts as shown in the right
figure.

INSTALLATION
1. Strut rod installation
(1) Tighten the strut rod to the body
temporarily with the new bolt and nut.
(2) Tighten the strut rod to the axle
carrier temporarily with the new bolt and
nut.
NOTE:
The strut rod attaching bolts are special
bolts on which a friction stabilizing agent
has been coated. Hence, be certain not to
reuse them.
2. Tightening of strut rod attaching bolt
(1) Install the wheel.
(2) With the vehicle in an unloaded state,
jack down the vehicle. Rock the vehicle in
an up-and-down direction a few times so
as to settle the suspension.

(3) With the vehicle weight applied to

the suspension, tighten the bolt and nut.
Tightening Torque: 7.5 - 10.5 kgf-m
(54 - 76 ft-lb)

3. Check the rear wheel alignment. (See

page 5-38.)
WHEEL ALIGNMENT
(FRONT AND REAR)
TOOLS AND INSTRUMENTS
Turning radius gauge, tire pressure gauge,
camber, caster, kingpin gauge and dial
gauge

CHECKS PRIOR TO WHEEL

ALIGNMENT
MEASUREMENT
1. Checking Tires for Wear
2. Checking Tires for Air Pressure
Air inflation pressure
Tire
kg/cm2 (psi)
165/70R13 1.8 (26)

3. Checking Tires for Runout

(Up-and-down and right-and-left
directions)
Maximum Limit: 3.0 mm (0.12 inch)

4. Checking Bolts of Related Sections for

Tightened Condition

5. Checking Related Sections for

Excessive Play
(1) Jack up the vehicle. Alternately push
and pull the upper and lower parts of each
tire. Ensure that the tire exhibits no
excessive play.
(2) If the tire exhibits an excessive play,
perform the following check while the
brake pedal is being depressed.
① The excessive play disappears:
This indicates that the front wheel
bearing is
loose.
② The excessive play still persists:
This indicates that the knuckle
section, axle
carrier section or suspension is
loose.

(3) If the wheel bearing is judged as

being loose, proceed to check the play in
the axial direction, using the following
SST.
SST: 09510-87301-000
(Front and rear wheel bearings)
Specified Value: Not to exceed 0.2
mm (0.008 inch)
Maximum Limit: 0.05 mm (0.002
inch)

CHECKS AND ADJUSTMENT OF

FRONT WHEEL ALIGNMENT
1. Turning Radius Gauge Set
(1) Set the turning radius gauge to the
zero point. Proceed to lock the gauge.

(2) Place the vehicle on the gauge in

such a way that the center of the tire-to-
floor contact surface may be aligned with
the center of the turning radius gauge.
NOTE:
1 Perform the check on a level floor.
2 When a portable type turning radius gauge is employed, a plate having the same thickness as
that of the gauge should be placed under the rear wheel so that the vehicle levelness may be
maintained.
3 Make sure that the wheels are in their straight ahead conditions.
4 Keep the vehicle in an unloaded state. In order to prevent the vehicle from moving during the
check, be sure to apply the foot brake, using a brake pedal pusher or the like.
2. Checking Wheel Turning Angle
(1) Measure the wheel turning angle, using
a turning radius gauge.
Specified Value:
Inner side 39°55’±2°

Outer side 35°0'±2°

(2) If the wheel turning angle differs
between the right and left sides, correct the
turning angle.

3. Correction of Wheel Turning Angle

(1) Slacken the lock nuts of the tie rod
ends.
(2) Make the length indicated in the right
figure equal between the right and left
sides.
NOTE:
1 Make sure that the boot is not twisted during the correction.
2 Make sure that the tie rods at the right and left sides are turned by the same amount.

4. Checking Camber, Caster and Kingpin

Angles
(1) Get the instruments ready for the
checking
(2) Camber check
1 Ensure that the wheels are in their straight-ahead conditions.
2 Align the level air bubble with the central position.
3 Take the camber reading of the gauge.
Specified Value: 0°20'±1°
(3) Checking caster and kingpin angles
(Right wheel)
1 Turn the steering wheel to the right side, until the right front tire comes at a point
where the turning radius gauge registers 20 degrees.
2 Turn each of the caster and kingpin adjusting screws so that the respective air bubble
may be aligned with the zero point.
3 Turn the steering wheel to the left side, until the right front tire comes at a point where
the turning radius gauge registers 20 degrees.
4 Take the gauge readings of the caster and kingpin angles.
Specified Value:
Caster .................................. 2°55'±1°
Kingpin angle.......................
12°±30'

5. Toe-In Measurement
(1) Rock the vehicle so that the vehicle
height may stabilize.
(2) Move the vehicle forward about five
meters so that the front wheels may
become in their straight-ahead conditions.
NOTE:
Do not move the vehicle backward during
the measurement.
(3) Align the height of the toe-in gauge
pointers with the center height of the front
wheels.
(4) Put a mark on the tread center of each
front wheel tire at the rear side. Measure
the distance between the two marks
(Dimension A) in the figure.

(5) Slowly move the vehicle forward by

pushing the vehicle, until the wheels turn
180 degrees.

(6) Measure the distance (Dimension B)

between the two marks which were put in
the preceding step. This measurement is
performed at the front side of the vehicle.
Calculate the amount of toe-in, i.e.
(Dimension A - Dimension B).
Specified Value: -1- +3 mm

6. Toe-In Adjustment
(1) Slacken the lock nuts of the tie rod
ends.

5-130
 (2) Perform the toe-in adjustment by
turning the tie rod
ends.
NOTE:
1 Care must be exercised to ensure that the boot is not twisted during the adjustment.
2 When adjusting the toe-in, the tie rods at the right and left sides should be turned by the
same amount.
3 The length indicated in the right figure must be the same amount. (If the length differs
between the right and left sides, a difference occurs in the wheel turning angle between
the right and left sides.)
7. Sideslip Check
Check the sideslip, using a sideslip
tester.
Specified Value: -3 – +3 mm

CHECK AND ADJUSTMENT OF REAR

TOE-IN
1. Toe-In Check
(1) Rock the vehicle so that the vehicle
height may stabilize.
(2) Move the vehicle forward about five
meters so that the front wheels may
become in their straight-ahead conditions.
(3) Align the height of the toe-in gauge
pointers with the center height of the rear
wheels.
(4) Put a mark on the tread center of each
rear wheel tire at the rear side. Measure the
distance between the two marks
(Dimension A) in the figure.
(5) Slowly move the vehicle forward by
pushing the vehicle, until the wheels turn
180 degrees.
(6) Measure the distance (Dimension B)
between the two marks which were put in
the preceding step. This measurement is
performed at the front side of the rear
wheels.
(7) calculate the amount of toe-in, i.e.
(Dimension A - Dimension B).
Specified Value: +4 - +8 mm
2. Toe-In Adjustment
(1) Slacken the set bolt of the toe
adjusting cam.

(2) Insert a hexagon wrench key into the

hexagonal hole provided at the back side
of the two adjusting cam.
Turn the hexagon wrench key.
(Inside: IN, Outside: OUT)
(Reference)
When each of the adjusting cams
provided at both sides is turned by one
graduation, the toe-in will change
approximately 5 mm (0.20 inch).
3. Sideslip Check
Check the sideslip, using a sideslip tester.
Specified Value: 1 - 7mm/m