Chrysler Concorde 1993, Руководство по обслуживанию, Страница: 26 / 820

FRONT SUSPENSION
FRONT SUSPENSION MAJOR COMPONENTS
(FIG. 2)
STRUT ASSEMBLY
The front strut and suspension of the vehicle is
supported by coil springs positioned around the
struts. The springs are contained between an upper
seat, located just below the top strut mount assembly
(Fig. 2) and a lower spring seat on the strut lower
housing.
The top of each strut assembly is bolted to the up-
per fender reinforcement (shock tower) through a
rubber isolated mount.
The bottom of the strut assembly attaches to the
top of the steering knuckle with two serrated
through bolts and prevailing torque nuts. Caster is a
fixed setting (net build) on all vehicles and is not ad-
justable.
STEERING KNUCKLE
The steering knuckle (Fig. 2) is a single casting
with legs machined for attachment to the front strut
assembly and lower control arm ball joint. The steer-
ing knuckle also has machined abutments on the
casting to support and align the front brake caliper
assembly. The knuckle also holds the front drive
shaft outer C/V joint hub and bearing assembly. The
hub is positioned through the bearing and knuckle,
with the constant velocity stub shaft splined through
the hub. The outer C/V joint is retained to the hub
and bearing assembly using a prevailing torque nut.
LOWER CONTROL ARM
The lower control arm (Fig. 2) is a steel forging
with 2 rubber bushings isolating the lower control
arm from the front cradle assembly. The isolator
bushings consist of a metal encased pivot bushing
and a solid rubber tension strut bushing. The lower
control arm is bolted to the cradle assembly using a
pivot bolt through the center of the rubber pivot
bushing and at the tension strut isolator bushing
(Fig. 2).
The ball joint is an integral part of the control arm
and has a non-tapered stud with a notch for clamp
bolt clearance. The stud is clamped and locked into
the steering knuckle leg with a clamp bolt. The ball
joint used on the L.H. Platform vehicle is non-ser-
viceable and if defective must be serviced as part of
the lower control arm.
DRIVESHAFTS
A left and right driveshaft is attached inboard to
the transaxle differential output (or stub) shaft, and
outboard to the driven wheel hub and bearing assem-
bly.
To deliver driving force from the transaxle to the
front wheels during turning maneuvers and suspen-
sion movement. Both shafts are constructed with con-
stant velocity universal joints at both ends.
Both shafts have a Tripod (sliding) joint at the
transaxle end and C/V joints (with splined stub
shafts) on the hub ends. Due to the transaxle loca-
tion the connecting shafts between the C/V joints are
of different length and construction. The left shaft is
longer than the right. Both the left and right drive
shafts are of the solid bar type. No tubular drive
shafts are used on any available L.H. platform vehi-
cle and powertrain combinations.
TENSION STRUTS
The L.H. platform vehicle uses a tension strut (Fig.
2) on each side of the vehicles front suspension. The
tension strut controls longitudinal (for-and-aft) move-
ment of the front wheels of the vehicles. Controlling
the longitudinal movement of the wheels reduces
harshness when wheels hit sudden irregularities in
the road surface.
STABILIZER BAR (SWAY BAR)
The stabilizer bar (Fig. 2) interconnects the front
strut assemblies of the vehicle. The purpose of a sta-
bilizer bar is to control the body roll of the vehicle.
STABILIZER BAR LINK ASSEMBLY
The stabilizer bar link assembly (Fig. 2) is used to
attach the stabilizer bar to the front strut assem-
blies. This reduces the fore-and-aft rate of the sway
bar from the rest of the suspension.
2 - 4 SUSPENSION AND DRIVESHAFTS