Chrysler PT Cruiser. Manual — part 404
WATTS LINK
REMOVAL
NOTE: Before proceeding, (Refer to 2 - SUSPEN-
SION/REAR - WARNING).
(1) Raise the vehicle. (Refer to LUBRICATION &
MAINTENANCE/HOISTING - STANDARD PROCE-
DURE)
(2) If the lower watts link is being removed, per-
form the following first, otherwise proceed to the
next step.
(a) Remove the nut securing the bell crank pivot
bolt in the center of the axle (Fig. 37).
(b) With the bolt still installed, slide the bell
crank away from the axle just enough to remove
the nut securing the lower link to the bell crank
(Fig. 37).
(3) Remove the nut securing the ball joint to the
bell crank (Fig. 37).
(4) Install the Remover, Special Tool MB991113, on
the link ball joint at the bell crank and release ball
joint from the bell crank.
(5) Remove the bolt securing the link to the
bracket on the body of the vehicle. Remove the link.
INSTALLATION
CAUTION: When installing the link, DO NOT attempt
to turn the ball joint end of the link independently.
(1) Making sure the ball joint end is positioned
properly for mounting to the bell crank (Fig. 37),
install the link into the bracket on the body of the
vehicle.
(2) Install the bolt (and flag nut for upper link)
securing the link to the bracket, but do not fully
tighten it at this time. It must be tightened when the
vehicle is at curb height.
NOTE: The upper link extends from the right side of
the vehicle to the upper end of the bell crank while
the lower link extends from the left side of the vehi-
cle to the lower end of the bell crank.
(3) Install the upper or lower link to the bell crank
(Fig. 37). Install the nut on the ball joint stud and
tighten it to a torque of 14 N·m (10 ft. lbs.) plus an
additional 180° turn after torque is met.
(4) If the lower link is the link being installed, per-
form the following, otherwise proceed to the next
step.
(a) Slide the bell crank pivot bolt all the way
through the axle.
(b) Place the washer and nut on the end of the
pivot bolt and tighten it to a torque of 149 N·m
(110 ft. lbs.).
CAUTION: Although both ends of the bell crank
appear to be the same, they are not. When install-
ing the watts links or bell crank, make sure the bell
crank is properly positioned. When mounted prop-
erly, the words “BACK UP” should be able to be
read from the rear over the top of the axle (Fig. 38).
(5) Verify the words “BACK UP” can be read on
the bell crank from the rear over the top of the axle
(Fig. 38). If they cannot be read at this position, the
link or bell crank is not installed properly and must
be removed and reinstalled so that the words “BACK
UP” can be read on the upper rear of the bell crank
once installed.
(6) Lower the vehicle to the ground.
(7) Place the vehicle on an alignment rack or
drive-on hoist.
(8) With the suspension at curb height, tighten the
link mounting bolt at the body bracket to a torque of
92 N·m (68 ft. lbs.).
Fig. 38 Bell Crank
1 - INSTALLATION DIRECTION
2 - 52
REAR SUSPENSION
PT
WATTS BELL CRANK (Continued)
WHEEL ALIGNMENT
TABLE OF CONTENTS
page
page
WHEEL ALIGNMENT
DIAGNOSIS AND TESTING - SUSPENSION
. . . . . . . . . . . . . . . . . . . . . . 56
STANDARD PROCEDURE - CURB HEIGHT
MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . 58
ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . 59
. . . . . . . . . . . . . . . . . . . 61
WHEEL ALIGNMENT
DESCRIPTION - WHEEL ALIGNMENT
Vehicle wheel alignment is the positioning of all
interrelated front and rear suspension angles. These
angles affect the handling and steering of the vehicle
when it is in motion. Proper wheel alignment is
essential for efficient steering, good directional stabil-
ity, and proper tire wear.
The method of checking a vehicle’s front and rear
wheel alignment varies depending on the manufac-
turer and type of equipment used. The manufactur-
er’s instructions should always be followed to ensure
accuracy
of
the
alignment,
except
when
DaimlerChrysler Corporation’s wheel alignment spec-
ifications differ.
On this vehicle, the suspension angles that can be
adjusted are as follows:
Front
• Camber
• Toe
Rear
• Camber
• Toe
Check the wheel alignment and make all wheel
alignment adjustments with the vehicle standing at
its proper curb height specification. Curb height is
the normal riding height of the vehicle. It is mea-
sured from a certain point on the vehicle to the
ground or a designated area while the vehicle is sit-
ting on a flat, level surface. Refer to Curb Height
Measurement in this section for additional informa-
tion.
Typical wheel alignment angles and measurements
are described in the following paragraphs.
CAMBER
Camber is the inward or outward tilt of the top of
the tire and wheel assembly (Fig. 1). Camber is mea-
sured in degrees of angle relative to a true vertical
line. Camber is a tire wearing angle.
• Excessive negative camber will cause tread wear
at the inside of the tire.
• Excessive positive camber will cause tread wear
on the outside of the tire.
Fig. 1 Camber
1 - WHEELS TILTED OUT AT TOP
2 - WHEELS TILTED IN AT TOP
PT
WHEEL ALIGNMENT
2 - 53
CROSS CAMBER
Cross camber is the difference between left and
right camber. To achieve the cross camber reading,
subtract the right side camber reading from the left.
For example, if the left camber is +0.3° and the right
camber is 0.0°, the cross camber would be +0.3°.
CASTER
Caster is the forward or rearward tilt of the steer-
ing knuckle in reference to the position of the upper
and lower ball joints. Caster is measured in degrees
of angle relative to a true vertical center line. This
line is viewed from the side of the tire and wheel
assembly (Fig. 2).
• Forward tilt (upper ball joint ahead of lower)
results in a negative caster angle.
• Rearward tilt (upper ball joint trailing lower)
results in a positive caster angle.
Although caster does not affect tire wear, a caster
imbalance between the two front wheels may cause
the vehicle to lead to the side with the least positive
caster.
CROSS CASTER
Cross caster is the difference between left and
right caster.
TOE
Toe is the inward or outward angle of the wheels
as viewed from above the vehicle (Fig. 3).
• Toe-in is produced when the front edges of the
wheels on the same axle are closer together than the
rear edges.
• Toe-out is produced when the front edges of the
wheels on the same axle are farther apart than the
rear edges.
Toe-in and toe-out can occur at the front wheels
and the rear wheels.
Toe is measured in degrees or inches. The mea-
surement identifies the amount that the front of the
wheels point inward (toe-in) or outward (toe-out). Toe
is measured at the spindle height. Zero toe means
the front and rear edges of the wheels on the same
axle are equally distant.
TOE-OUT ON TURNS
Toe-out on turns is the relative positioning of the
front wheels while steering through a turn (Fig. 4).
This compensates for each front wheel’s turning
radius. As the vehicle encounters a turn, the out-
board wheel must travel in a larger radius circle
than the inboard wheel. The steering system is
Fig. 2 Caster
Fig. 3 Toe
1 - TOE-IN
2 - TOE-OUT
2 - 54
WHEEL ALIGNMENT
PT
WHEEL ALIGNMENT (Continued)
designed to make each wheel follow its particular
radius circle. To accomplish this, the front wheels
must progressively toe outward as the steering is
turned from center. This eliminates tire scrubbing
and undue tire wear when steering a vehicle through
a turn.
DYNAMIC TOE PATTERN
Dynamic toe pattern is the inward and outward toe
movement of the front and rear tires through the
suspension’s jounce and rebound travel. As the vehi-
cle’s suspension moves up and down, the toe pattern
varies. Toe pattern is critical in controlling the direc-
tional stability of the vehicle while in motion. Front
and rear dynamic toe pattern is preset by the factory
at the time the vehicle is assembled.
It is not necessary to check or adjust front or rear
dynamic toe pattern when doing a normal wheel
alignment. The only time dynamic toe pattern needs
to be checked or adjusted is if the frame of the vehi-
cle has been damaged.
STEERING AXIS INCLINATION (S.A.I.)
Steering axis inclination is the angle between a
true vertical line starting at the center of the tire at
the road contact point and a line drawn through the
center of the upper ball joint (or strut) and the lower
ball joint (Fig. 5). S.A.I. is built into the vehicle and
is not an adjustable angle. If S.A.I. is not within
specifications, a bent or damaged suspension compo-
nent may be the cause.
INCLUDED ANGLE (I.A.)
Included angle is the sum of the S.A.I. angle plus
or minus the camber angle, depending on whether or
not the wheel has positive or negative camber (Fig.
5). If camber is positive, add the camber angle to the
S.A.I angle. If camber is negative, subtract the cam-
ber angle from the S.A.I. angle. Included angle is not
adjustable, but can be used to diagnose a frame mis-
alignment or bent suspension component (spindle,
strut).
THRUST ANGLE
Thrust angle is the averaged direction the rear
wheels are pointing in relation to the vehicle’s center
line (Fig. 6). The presence of negative or positive
thrust angle causes the rear tires to track improperly
to the left or right of the front tires (dog tracking).
• Negative thrust angle means the rear tires are
tracking to the left of the front tires.
• Positive thrust angle means the rear tires are
tracking to the right of the front tires.
Improper tracking can cause undue tire wear, a
lead or pull and a crooked steering wheel. Excessive
thrust angle can usually be corrected by adjusting
the rear wheel toe so that each wheel has one-half of
the total toe measurement.
Fig. 4 Toe-Out On Turns
1 - TOE-OUT ON TURNS
Fig. 5 S.A.I. and I.A.
1 - S.A.I.
2 - CAMBER
3 - I.A.
PT
WHEEL ALIGNMENT
2 - 55
WHEEL ALIGNMENT (Continued)
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