Chrysler Sebring, Stratus sedan, Sebring Convertible. Manual — part 277
SPECIFICATIONS
WHEEL ALIGNMENT
NOTE: All specifications are given in degrees.
NOTE: All wheel alignments are to be set with the
vehicle at its proper curb height. (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD PRO-
CEDURE).
FRONT WHEEL
ALIGNMENT
PREFERRED SETTING
ACCEPTABLE RANGE
CAMBER
2
0.3°
2
0.9° to +0.3°
Cross Camber (Maximum
side-to-side difference)
0.0°
0.7°
CASTER
+3.3°
+2.3° to +4.3°
Cross Caster (Maximum
side-to-side difference)
0.0°
1.0°
TOE* - RIGHT OR LEFT
+0.12°
+0.02° to +0.22°
TOTAL TOE* **
+0.24°
+0.04° to +0.44°
REAR WHEEL
ALIGNMENT
PREFERRED SETTING
ACCEPTABLE RANGE
CAMBER
2
0.5°
2
1.1° to +0.1°
TOE* - RIGHT OR LEFT
+0.05°
2
0.05° to +0.15°
TOTAL TOE* **
+0.10°
2
0.10° to +0.30°
THRUST ANGLE
0.00°
2
0.15 to 0.15°
*Positive (+) toe is toe-in, negative (
2
) toe is toe-out.
**Total toe is the arithmetic sum of the left and right wheel toe settings. Total Toe must be equally split
between each front wheel to ensure the steering wheel is centered after setting Toe. Left and right toe
must be equal to within 0.02 degrees.
JR
WHEEL ALIGNMENT
2 - 61
WHEEL ALIGNMENT (Continued)
DIFFERENTIAL & DRIVELINE
TABLE OF CONTENTS
page
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
HALF SHAFT
TABLE OF CONTENTS
page
page
HALF SHAFT
. . . . . . . . . . . . . . . . . . . . . . . . . . 1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
. . . . . . . . . . . . . . . . 1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
. . . . . . . . . . . . . . . . . . . . . . . . . . 6
. . . . . . . . . . . . . . . . . . . . . . . . . . 9
CV BOOT - INNER
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
. . . . . . . . . . . . . . . . . . . . . . . . . 10
CV BOOT - OUTER
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
. . . . . . . . . . . . . . . . . . . . . . . . . 15
HALF SHAFT
DESCRIPTION
This vehicle is equipped with an unequal length
halfshaft system (Fig. 1). These halfshafts consist of
two constant velocity joints connected by a solid
shaft. A solid short interconnecting shaft is used on
the left side. A long solid interconnecting shaft is
used on the right side.
Some halfshafts use a tuned rubber damper
weight. When replacing a halfshaft assembly, be sure
the replacement halfshaft has the same damper
weight as the original.
Both halfshaft assemblies use the same type of
inner and outer joints. The inner joint of both half-
shaft assemblies is a tripod joint, and the outer joint
of both halfshaft assemblies is a Rzeppa joint. Both
tripod joints and Rzeppa joints are true constant
velocity (C/V) joint assemblies. The inner tripod joint
allows for the changes in halfshaft length through
the jounce and rebound travel of the front suspen-
sion.
On vehicles equipped with ABS brakes, the outer
C/V joint is equipped with a tone wheel used to
determine vehicle speed for ABS brake operation.
The inner tripod joint of both halfshafts is splined
into the transaxle side gears. The inner tripod joints
are retained in the side gears of the transaxle using
a snap ring located in the stub shaft of the tripod
joint. The outer C/V joint has a stub shaft that is
splined into the wheel hub and retained by a steel
hub nut.
OPERATION
Halfshaft assemblies are designed to transmit
power from the transaxle to the front wheels, while
allowing for powertrain and suspension flex.
DIAGNOSIS AND TESTING
HALFSHAFT DIAGNOSIS
VEHICLE INSPECTION
(1) Check for grease in the vicinity of the inboard
tripod joint and outboard C/V joint; this is a sign of
inner or outer joint seal boot or seal boot clamp dam-
age.
(2) A light film of grease may appear on the right
inner tripod joint seal boot; this is considered normal
and should not require replacement of the seal boot.
JR
DIFFERENTIAL & DRIVELINE
3 - 1
NOISE AND/OR VIBRATION IN TURNS
A clicking noise and/or a vibration in turns could
be caused by one of the following conditions:
(1) Damaged outer C/V or inner tripod joint seal
boot or seal boot clamps. This will result in the loss
and/or contamination of the joint grease, resulting in
inadequate lubrication of the joint.
(2) Noise may also be caused by another compo-
nent of the vehicle coming in contact with the half-
shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a result of one of the following
conditions:
(1) A torn seal boot on the inner or outer joint of
the halfshaft assembly.
(2) A loose or missing clamp on the inner or outer
joint of the halfshaft assembly.
(3) A damaged or worn halfshaft C/V joint.
SHUDDER OR VIBRATION DURING ACCELERATION
This problem could be a result of:
(1) A worn or damaged halfshaft inner tripod joint.
(2) A sticking tripod joint spider assembly (inner
tripod joint only).
(3) Improper wheel alignment. (Refer to 2 - SUS-
PENSION/WHEEL
ALIGNMENT
-
STANDARD
PROCEDURE)
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of:
(1) Foreign material (mud, etc.) packed on the
backside of the wheel(s).
(2) Out of balance front tires or wheels. (Refer to
22 - TIRES/WHEELS - STANDARD PROCEDURE)
(3) Improper tire and/or wheel runout. (Refer to 22
- TIRES/WHEELS - STANDARD PROCEDURE)
Fig. 1 Unequal Length Halfshaft System
1 - STUB AXLE
8 - OUTER C/V JOINT
2 - OUTER C/V JOINT
9 - RIGHT HALFSHAFT
3 - OUTER C/V JOINT BOOT
10 - INNER TRIPOD JOINT BOOT
4 - TUNED RUBBER DAMPER WEIGHT
11 - INNER TRIPOD JOINT
5 - INTERCONNECTING SHAFT
12 - INNER TRIPOD JOINT
6 - OUTER C/V JOINT BOOT
13 - INNER TRIPOD JOINT BOOT
7 - STUB AXLE
14 - INTERCONNECTING SHAFT-LEFT HALFSHAFT
3 - 2
HALF SHAFT
JR
HALF SHAFT (Continued)
Нет комментариевНе стесняйтесь поделиться с нами вашим ценным мнением.
Текст