Specyfikacja Chrysler 200 2014

SPECIFICATIONS Chrysler 200 2014

ENGINE

SPARK PLUGS

TRANSMISSION

CHASSIS

DANE DO USTAWIENIA GEOMERTII KÓŁ

SPECIFICATIONS

CURB HEIGHT MEASUREMENT

The wheel alignment is to be checked and all alignment adjustments made with the vehicle at its required curb height specification.

Vehicle height is to be checked with the vehicle on a flat, level surface, preferably a vehicle alignment rack. The tires are to be inflated to the recommended pressure. All tires are to be the same size as standard equipment. Vehicle height is checked with the fuel tank full of fuel, and no passenger or luggage compartment load.

Vehicle height is not adjustable. If the measurement is not within specifications, inspect the vehicle for bent or weak suspension components. Compare the parts tag on the suspect coil spring(s) to the parts book and the vehicle sales code, checking for a match. Once removed from the vehicle, compare the coil spring height to a correct new or known good coil spring. The heights should vary if the suspect spring is weak.

Measure curb height as follows:

1. Jounce the vehicle. Refer to above note.
   
   
   

   NOTE:

   On some vehicles it may be necessary to remove an engine belly pan in order to gain access to the lower control arm pivot bolt.

 
1. FRONT – On each side of the vehicle, measure the distance (1) from the center of the lower control arm rear (vertical) pivot bolt head to the floor or alignment rack/lift runway surface. It may be necessary to measure to the bottom of a straight edge placed from lift runway to runway to get an accurate measurement.

 
1. FRONT – Measure and record the distance (3) from the center of the spindle to the same surface or straight edge used to measure from the front pivot bolt.

 
1. Subtract the pivot bolt height (1) from the spindle height (3) to obtain the curb height value (2). Compare the curb height value (2) to specifications listed in the following CURB HEIGHT SPECIFICATIONS chart. Maximum left-to-right differential is not to exceed 12 mm (0.5 in.).
   
   

 
1. REAR – On each side of the vehicle, measure and record the distance (2) from the flat surface below the rear toe adjustment cam bolt (1) to the floor or alignment rack/lift runway surface. It may be necessary to measure to the bottom of a straight edge (3), placed from lift runway to runway, to get an accurate measurement.
   
   

 
1. REAR – On each side of the vehicle, measure and record the distance (3) from the center of the rear spindle to the same surface that was used to measure to below the bolt in the previous step.

 
1. REAR – Subtract the mounting bolt height (1) from the spindle height (3) to obtain the curb height value (2). Compare the curb height value (2) to specifications listed in the following CURB HEIGHT SPECIFICATIONS chart. Maximum left-to-right differential is not to exceed 12 mm (0.5 in.).

 
1. If curb height is found to be out of specification and there is no sign of excessive body damage, curb height can be changed by replacing the applicable spring with a spring offering a different check load.

CURB HEIGHT SPECIFICATIONS

WHEEL ALIGNMENT

PRE-WHEEL ALIGNMENT INSPECTION

Before starting wheel alignment, the following inspection and necessary corrections must be completed. Refer to the suspension and steering system diagnosis chart below for additional information.

1. Inspect tires for size, air pressure, and tread wear. If tire wear is found, proceed to following steps. If not, proceed to step 2.
   1. Inspect the front wheel bearings for wear using the procedure outlined in the hub and bearing section.
   
   
    
   1. Inspect the front wheels for excessive radial or lateral runout and balance using procedure outlined in tire and wheel section.
   
   
    

 
1. Inspect the ball joints, linkage pivot points, and the steering gear for looseness, roughness, binding, wear or noise using the appropriate component diagnosis procedure.

 
1. Road test the vehicle. The purpose of road testing the vehicle is to fully understand the voice of the customer. During the road test, the customer complaint should be duplicated under the same conditions that the customer cites (i.e. road, lane, and speeds) as an issue.
   1. Vehicle pulling and steering wheel off center complaints can often be misdiagnosed. The road test should be used to determine if the vehicle is actually pulling, or if the steering wheel is off center.
   
   
    
   1. While driving in a stable manner, a test driver can differentiate a pull and wheel off center condition by momentarily releasing the steering wheel and observing whether the vehicle tracks straight, follows the road crown or if the steering wheel is simply off center to one side.
   
   
    
   1. Depending on the results, the appropriate corrective action should be applied.
   
   
    

SUSPENSION AND STEERING SYSTEM DIAGNOSIS

WHEEL ALIGNMENT SETUP

1. Position the vehicle on an alignment rack.

 
1. Install all required alignment equipment on the vehicle, per the alignment equipment manufacturer's instructions. On this vehicle, a four-wheel alignment is recommended.
   
   

   NOTE:

   Prior to reading the vehicle's alignment readouts, the front and rear of vehicle should be jounced. Induce jounce (rear first, then front) by grasping the center of the bumper and jouncing each end of vehicle an equal number of times. The bumper should always be released when vehicle is at the bottom of the jounce cycle.

 
1. Read the vehicle's current front and rear alignment settings. Compare the vehicle's current alignment settings to the vehicle specifications for camber, caster and toe-in 

REAR CAMBER

Rear camber settings on this vehicle are determined at the time the vehicle is designed, by the location of the vehicle's suspension components. This is referred to as Net Build. The result is no required adjustment of camber after the vehicle is built or when servicing the suspension components. Thus, when performing a wheel alignment, rear camber is not considered an adjustable angle.

FRONT CAMBER AND CASTER

Front camber and caster settings on this vehicle are determined at the time the vehicle is designed, by the location of the vehicle's suspension components. This is referred to as Net Build. The result is no required adjustment of camber and caster after the vehicle is built or when servicing the suspension components. Thus, when performing a wheel alignment, caster and camber are not normally considered adjustable angles but some adjustment can be made. Camber and caster should be checked to ensure they meet vehicle specifications 

If individual front camber or caster is found not to meet alignment specifications, each can be adjusted by shifting the front crossmember or by using an available service adjustment bolt package. If an adjustment bolt package installation is necessary, inspect the suspension components for any signs of damage or bending first.

ADJUSTMENT BY SHIFTING CROSSMEMBER

1. Loosen the four bolts fastening the front crossmember to the frame just enough to allow movement of the crossmember 

 
1. Loosen the bolts fastening the fore/aft crossmember to the frame just enough to allow movement of the crossmember 

   CAUTION:

   When shifting the front crossmember, keep in mind that the front and rear engine mounts are attached to the front crossmember and fore/aft crossmember and should be inspected following the crossmember shift to make sure they are properly aligned.

 
1. Shift front crossmember as necessary (See following tables) to bring camber or caster into specifications. When shifting crossmember, use care not to move other angles (camber or caster) that are within specifications, out of specifications.
   

   FRONT CAMBER ADJUSTMENT BY SHIFTING CROSSMEMBER*
   Left Camber Below Specification	Move crossmember to the right
   Left Camber Above Specification	Move crossmember to the left
   Right Camber Below Specification	Move crossmember to the left
   Right Camber Above Specification	Move crossmember to the right
   Cross Camber Below Specification	Move crossmember to the right
   Cross Camber Above Specification	Move crossmember to the left
   * For every move to adjust one side of the vehicle, a countermove on the opposite side will occur.

   
   

   FRONT CASTER ADJUSTMENT BY SHIFTING CROSSMEMBER
   Left Caster Below Specification	Move left side of crossmember forward
   Left Caster Above Specification	Move left side of crossmember rearward
   Right Caster Below Specification	Move right side of crossmember forward
   Right Caster Above Specification	Move right side of crossmember rearward
   Cross Caster Below Specification	Move left side of crossmember forward and right side rearward
   Cross Caster Above Specification	Move left side of crossmember rearward and right side forward

 
1. Tighten all previously loosened fasteners (bolts) securing the crossmember to the vehicle to specifications 

 
1. Jounce the rear, then front of the vehicle an equal amount of times.

 
1. Measure camber and caster. If camber and caster are within specifications, proceed to TOE. If camber cannot be brought into specifications, perform the CAMBER ADJUSTMENT BOLT PACKAGE INSTALLATION below.

CAMBER ADJUSTMENT BOLT PACKAGE INSTALLATION

1. Raise and support the vehicle.

 
1. If replacing one strut-to-knuckle bolt, remove lower bolt by striking bolt directly and loosen upper bolt. If replacing both bolts, replace bolts one at a time so wheel weight is supported by a bolt at all times.

 
1. Install standard bolt or bolts in same orientation as the removed bolts and thread nuts but do not torque. Wheel should be loose in camber direction.

 
1. Have an assistant hold the wheel in the direction of desired camber change (push on top of tire and pull on bottom of tire for more negative camber or pull on top of wheel and push on bottom of tire for more positive (camber). Tighten both nuts to the proper 

 
1. Repeat for other side if needed.

 
1. Lower vehicle.

 
1. Perform wheel alignment as necessary

 
1. If more adjustment is required proceed with the camber adjustment with service strut procedure.

CAMBER ADJUSTMENT WITH SERVICE STRUT

Production struts have a round lower hole (1) in the strut clevis bracket.

1. Remove the front strut from the vehicle and discard the strut clevis bolts.

 
1. Install a NEW service strut with elongated bottom clevis holes in the vehicle while following the steps below:
   1. Use the service package bolts and not the standard clevis bolts. Be sure to place the bolt with the eccentric cam in the bottom (slotted) hole on strut clevis bracket.
   
   
    
   1. Install the dog bone washers provided in the service package and nuts on the replacement bolts. Tighten each nut just enough to hold the knuckle in position while adjusting camber, but still allows the knuckle to move in the clevis bracket.
   
   
    

 
1. Install the tire and wheel assembly (1) 

 
1. Perform the above procedure to opposite side strut as required.

 
1. Lower the vehicle and jounce the front and rear of the vehicle.

 
1. Adjust the front camber to the preferred setting using the cam bolt in the lower mounting hole. Once camber is set to specifications, tighten the upper and lower strut service package bolt nuts to the proper . Again jounce the front and rear of the vehicle, then verify the camber settings.

 
1. Once camber is within specifications, adjust toe to meet the preferred specification setting. Refer to FRONT TOE within this wheel alignment service procedure.

TOE

1. Center the steering wheel and lock it in place using a steering wheel clamp.
   
   
   

   NOTE:

   When setting toe, make sure to set rear toe to the preferred specifications before setting front toe to the preferred specifications

 
1. Remove the steering wheel clamp.

 
1. Remove the alignment equipment.

 
1. Road test the vehicle to verify the steering wheel is straight and the vehicle does not pull or wander.

REAR TOE

1. While holding the cam bolt head (4) stationary, loosen the toe link mounting cam bolt nut (3).

 
1. Rotate the cam bolt head (4) left or right until the rear wheel toe for that rear wheel is set to the preferred specification 

 
1. While holding the cam bolt head (4) stationary, tighten the toe link mounting cam bolt nut (3) to the proper 

FRONT TOE

1. Loosen the tie rod adjusting jam nut (1). Grasp the inner tie rod (3) and rotate it one way or the other until the front wheel toe is set to the preferred specification 

 
1. Tighten the tie rod adjusting jam nut to 

 
1. Make sure the inner tie rod-to-steering gear boot is not twisted. If removed, reinstall the clamp where the boot meets the inner tie rod.