1996 CHRYSLER VOYAGER wheel alignment

Mc PHERSON STRUT ASSEMBLY
The front suspension of the vehicle is supported by
coil springs positioned around the strut assembly.
The springs are contained between an upper seat,
located just below the top strut mount assembly and
a lower spring seat on the strut fluid reservoir.
The top of each strut assembly is bolted to the
upper fender reinforcement (strut tower) through a
rubber isolated mount.
The bottom of the strut assembly attaches to the
steering knuckle with two through bolts. Caster is a
fixed setting on all vehicles and is not adjustable
when an alignment is performed. In the event the
camber setting on a vehicle requires adjustment, a
service strut is available which will provide a method
by which the camber can be adjusted.
The strut assemblies on this vehicle are inter-con-
nected by the front stabilizer bar through 2 link
assemblies attaching the struts to the stabilizer bar.
STEERING KNUCKLE
The steering knuckle (Fig. 1) is a single casting
with legs machined for attachment of the strut
damper, steering linkage, disc brake caliper, and
lower control arm ball joint. The steering knuckle
also has the front hub/bearing assembly mounted to
it. The hub is positioned through the bearing and
knuckle, with the constant velocity stub shaft splined
through the hub.
LOWER CONTROL ARM
The lower control arm is an iron casting. The lower
control arm is mounted to and isolated from the body
of the vehicle using 2 types of rubber bushings. The
front lower control arm bushing is the spool type and
is pressed into the lower control arm, while the rear
uses a bushing that is pushed over a stem on the
lower control arm. The front and rear of the lower
control arm is mounted to the cast crossmemberusing a pivot bolt through the center of the front
pivot bushing, and a retainer which traps the rear
bushing in the crossmember.
The ball joint is pressed into 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 is lubricated for the life of the vehi-
cle and does not require any periodic lubrication.
STABILIZER BAR
The stabilizer bar interconnects both Mc Pherson
strut assemblies of the vehicle and is attached
through rubber isolator bushings to the front suspen-
sion cradle
Jounce and rebound movements affecting one
wheel are partially transmitted to the opposite wheel
to stabilize body roll.
Attachment of the stabilizer bar to the front sus-
pension cradle is through 2 rubber-isolator bushings
and bushing retainers. The stabilizer bar to Mc Pher-
son strut assembly attachment is done utilizing a
sway bar attaching link. All parts of the stabilizer
bar are serviceable, and the stabilizer bar to cross-
member bushings are split for easy removal and
installation. The split in the stabilizer bar to cross-
member bushing should be positioned toward the
rear of the vehicle, with the square corner down
toward the ground, when the stabilizer bar is
installed in the vehicle.
STABILIZER BAR ATTACHING LINK
The stabilizer bar attaching links are used to
attach each end of the stabilizer bar to the front
strut assemblies. This reduces the fore-and-aft rate of
the stabilizer bar from the rest of the vehicle's front
suspension.
HUB AND BEARING ASSEMBLY
The Unit III Front Hub and Bearing Assembly is
used on all front wheel drive vans.
All hub and bearing assemblies mount to the steer-
ing knuckle the same way, but very by the wheel size
on the vehicle. Vehicles equipped with 14 inch wheels
have a 4 inch wheel mounting stud pattern. Vehicles
equipped with 15 inch wheels have a 4 1/2 inch
wheel mounting stud pattern. If a hub and bearing
assembly needs to be replaced, be sure that the
replacement assembly has the same size wheel
mounting stud pattern as the original part.
This unit is serviced only as a complete assembly.
It is mounted to the steering knuckle by four mount-
ing bolts that are removed from the rear of the steer-
ing knuckle.
Fig. 1 Front Steering Knuckle
2 - 10 SUSPENSIONNS
DESCRIPTION AND OPERATION (Continued)

CAUTION: If the vehicle being serviced is
equipped with eccentric strut assembly attaching
bolts, the eccentric bolt must be installed in the
bottom (slotted) hole on the strut clevis bracket
(Fig. 25).
(2) Install steering knuckle back in clevis bracket
of strut damper assembly (Fig. 24). Install the strut
damper to steering knuckle attaching bolts. Tighten
both attaching bolts to a torque of 90 N´m (65 ft. lbs.)
plus an additional 1/4 turn.
(3) Slide drive shaft back into front hub and bear-
ing assembly. Then install steering knuckle onto the
stud of the ball joint assembly (Fig. 23).
(4) Install aNEWsteering knuckle to ball joint
stud, clamping bolt and nut (Fig. 21). Tighten the
clamping bolt and nut to a torque of 145 N´m (105 ft.
lbs.).
(5) Install tie rod end into steering knuckle. Start
attaching nut onto stud of tie rod end. While holding
stud of tie rod end stationary using a 11/32 socket,
(Fig. 17) tighten tie rod end to steering knuckle
attaching nut. Then using a crowfoot and 11/32
socket (Fig. 26), tighten the tie rod end attaching nut
to a torque of 54 N´m (40 ft. lbs.).
(6) Install braking disc on hub and bearing assem-
bly (Fig. 16).
(7) Install disc brake caliper assembly on steering
knuckle. Caliper is installed by first sliding bottom of
caliper under abutment on steering knuckle, and
then rotating top of caliper against top abutment
(Fig. 14).
(8) Install disc brake caliper assembly to steering
knuckle attaching bolts (Fig. 13). Tighten the disc
brake caliper assembly attaching bolts to a torque of
35 N´m (30 ft. lbs.).
(9) Clean all foreign matter from the threads of
the outer C/V joint stub axle. Install the washer and
stub axle to hub/bearing assembly nut on stub axle
and securely tighten nut.(10) Install wheel speed sensor and mounting bolt
(Fig. 19) on steering knuckle. Tighten the speed sen-
sor attaching bolt to a torque of 7 N´m (60 in. lbs.).
(11)
Install front wheel and tire assembly. Install
and tighten the wheel mounting stud nuts in proper
sequence until all nuts are torqued to half the required
specification. Then repeat the tightening sequence to
the full specified torque of 135 N´m (100 ft. lbs.).
(12) Lower vehicle.
(13) With the vehicle's brakes applied to keep hub
from turning, tighten the hub nut to a torque of 203
N´m (150 ft. lbs.) (Fig. 27).
(14) Install the spring wave washer on the end of
the stub axle.
(15) Install the hub nut lock, and anewcotter pin
(Fig. 11). Wrap cotter pin prongs tightly around the
hub nut lock as shown in (Fig. 11).
(16) Set front Toe on vehicle to required specifica-
tion. Use procedure listed under Wheel Alignment, in
the Front Suspension Service Procedures section of
this service manual.
Fig. 25 Correctly Installed Eccentric Attaching Bolt
Fig. 26 Torquing Tie Rod End Attaching Nut
Fig. 27 Torquing Front Stub Axle To Hub Nut
2 - 18 SUSPENSIONNS
REMOVAL AND INSTALLATION (Continued)

REAR SUSPENSION
INDEX
page page
GENERAL INFORMATION
REAR SUSPENSION..................... 38
DESCRIPTION AND OPERATION
REAR TRACK BAR....................... 39
REAR WHEEL ALIGNMENT................ 39
SHOCK ABSORBERS (REAR LOAD LEVELING) . 40
STABILIZER BAR........................ 39
REMOVAL AND INSTALLATION
JOUNCE BUMPER....................... 46
LEAF SPRING FRONT MOUNT............. 47LEAF SPRING REAR MOUNT.............. 47
REAR SPRINGS (AWD)................... 43
REAR SPRINGS (FWD)................... 40
REAR TRACK BAR....................... 45
SHOCK ABSORBER...................... 45
STABILIZER BAR........................ 46
TRACK BAR MOUNT..................... 45
SPECIFICATIONS
REAR SUSPENSION FASTENER TORQUES . . . 48
GENERAL INFORMATION
REAR SUSPENSION
The rear suspension design on this vehicle uses
leaf springs and a tube and casting axle (Fig. 1) and
(Fig. 2). It is designed to handle the various load
requirements of the vehicle. The leaf springs used on
the rear suspension of this vehicle are of either a
mono-leaf or multi-leaf design.The rear axle used on front wheel drive applica-
tions of this vehicle is mounted to the rear leaf
springs using isolator bushings at the axle mounting
brackets.
The rear axle used on all wheel drive applications
of this vehicle is also mounted to the rear leaf
springs but does not use isolator bushings between
the rear axle and the leaf springs.
Fig. 1 Front Wheel Drive Rear Suspension
2 - 38 SUSPENSIONNS

The rear suspension used on the front wheel drive
commercial version of this vehicle is unique to this
application. The rear axle is mounted to the rear leaf
springs as on the non-commercial application of this
vehicle but does not use any isolators between the
spring and the axle. The leaf spring used on the com-
mercial version of this vehicle is a multi-leaf spring
but is a unique design for the commercial applica-
tion.
The rear leaf spring shackle angles provide
increasing suspension rates as the vehicle is loaded.
This provides a comfortable unloaded ride and also
ample rear suspension travel when the vehicle is
loaded.
A new type of load-leveling shock is available. The
self leveling shock absorbers are a self-contained
vehicle leveling system and shock absorber combined.
The shock absorbers are mounted at an angle, paral-
lel to the springs and forward at the top. This design
provides greater stability in addition to controlling
ride motion.
The rear wheel bearings used are similar to the
bearings used in the front wheels. The bearings are
permanently sealed and require no maintenance. The
bearing and hub are serviced as an assembly. For
service procedures, refer to Group 5, Brakes.DESCRIPTION AND OPERATION
REAR WHEEL ALIGNMENT
Alignment adjustment is not required. The rear
axle alignment settings are preset at the factory and
therefore no alignment is necessary.
REAR TRACK BAR
On front wheel drive applications of this vehicle
that are equipped with single leaf rear springs a
track bar (Fig. 3) is used on the rear axle.
The track bar connects the rear axle to the frame/
body of the vehicle. The track bar is isolated from the
body of the vehicle by an isloator bushing located in
each end of the track bar.
The track bar (Fig. 3) prevents excessive side to
side movement of the rear axle. The track bar is used
to keep the location of the axle in the correct position
for optimum handling and control of the vehicle.
STABILIZER BAR
The stabilizer bar (Fig. 4) interconnects both sides
of the rear axle and attaches to the rear frame rails
using 2 rubber isolated link arms.
Jounce and rebound movements affecting one
wheel are partially transmitted to the opposite wheel
to reduce body roll.
Fig. 2 All Wheel Drive Rear Suspension
NSSUSPENSION 2 - 39
GENERAL INFORMATION (Continued)

SUSPENSION
CONTENTS
page
SPECIFICATIONS
ALIGNMENT SPECIFICATIONS............. 1
SPECIFICATIONS
ALIGNMENT SPECIFICATIONS
All alignment specifications are to be checked and
adjusted with the vehicle at its correct ride height.
Refer to the ride height specifications listed in the
following alignment specifications chart.
* Camber is adjustable using the Mopar Cam-
ber Adjustment Service Kit. Refer to the Mopar
Parts Catalog for the required service kit part
number.
** Caster is not adjustable. If found to be out
of specification check for proper ride heights
and damaged/worn out suspension components
and replace as necessary.
*** Toe-In is positive.**** Toe, Camber and thrust angle are not
adjustable. If found to be out of specification
check for proper ride heights and damaged/
worn out suspension components and replace
as necessary.
***** When Measuring ride heights: 1) Ensure
that the tire pressures are correct. 2) Jounce
the vehicle at the bumper several times and
release at the bottom of the stroke. 3) Measure
from the ground to the outboard, lower, center
section of the fender wheel well opening. Ride
heights are not adjustable. If found to be out of
specification check for damaged and/or worn
out suspension components and replace as nec-
essary.
NS/GSSUSPENSION 2 - 1

ALIGNMENT ANGLE TIRE SIZES TIRE SIZESALTERNATIVE
FUELS
P205/75/R14 P205/75/R15 C.N.G.
P215/65/R15 P215/65/R16 ELECTRIC
* FRONT INDIVIDUAL CAMBER IN
DEGREES............................................+0.15É +or- 0.40É +0.05É +or- 0.40É +0.15É +or- 0.40É
Front Side To Side Camber Difference Not
To Exceed...................0.00É - 0.50É MAX 0.00É - 0.50É MAX 0.00É - 0.50É MAX
** FRONT INDIVIDUAL CASTER IN
DEGREES............................................+1.40É + or - 1.00É +1.40É + or - 1.00É +1.40É +or- 1.00É
Front Side To Side Caster Difference Not To
Exceed.....................................0.00É - 1.00É MAX 0.00É - 1.00É MAX 0.00É - 1.00É MAX
*** FRONT INDIVIDUAL TOE RIGHT/
LEFT.........................................+0.05É+or- 0.10É +0.05É +or- 0.10É +0.05É +or- 0.10É
FRONT TOTAL
TOE....................................................
Specified In Degrees+0.10É +or- 0.20É +0.10É +or- 0.20É +0.10É +or- 0.20É
FRONT SIDE TO SIDE TOE
DIFFERENTIAL.....................................0.00É - 0.06É MAX 0.00É - 0.06É MAX 0.00É - 0.06É MAX
****REAR INDIVIDUAL CAMBER IN
DEGREES............................................+0.00É +or- 0.25É +0.00É +or- 0.25É -0.10É +or- 0.25
REAR INDIVIDUAL TOE RIGHT/
LEFT........................................0.00É +or- 0.40É 0.00É +or- 0.40É 0.00É +or- 0.40É
**** REAR TOTAL TOE.....................
Specified In Degrees
TOE OUT: When Backed On Alignment Rack
Is TOE In When Driving0.00É +or- 0.40É 0.00É +or- 0.40É 0.00É +or- 0.40É
****REAR THRUST ANGLE................ 0.00É +or- 0.30É 0.00É +or- 0.30É 0.00É +or- 0.30É
STEERING WHEEL ANGLE................ 0.00É +or- 2.50É 0.00É +or- 2.50É 0.00É +or- 2.50É
FRONT RIDE HEIGHT (MEASURED AT
TOP OF FENDER WHEEL
OPENING)............................................747.5 mm
+or-10.0mm753.5 mm
+or-10.0mm783.5 mm
+or-10.0mm
FRONT RIDE HEIGHT SIDE TO SIDE
DIFFERENTIAL.....................................0.0 mm 12.5 mm
MAX0.0 mm 12.5 mm
MAX0.0 mm 12.5 mm
MAX
*****REAR RIDE HEIGHT (MEASURED AT
TOP OF FENDER WHEEL
OPENING)............................................766.0 mm
+or-10.0mm772.0 mm
+or-10.0mm802.5 mm
+or-10.0mm
*****REAR RIDE HEIGHT SIDE TO SIDE
DIFFERENTIAL.....................................0.0 mm 12.5 mm
MAX0.0 mm 12.5 mm
MAX0.0 mm 12.5 mm
MAX
2 - 2 SUSPENSIONNS/GS
SPECIFICATIONS (Continued)

lation section in this group of the service manual for
the required procedure.
The combined brake shoe and lining material
thickness should be measured at the thinnest part of
the assembly.
When a set of brake shoes are worn to a total
thickness of approximately 7.0 mm (9/32 inch) they
should be replaced.
Replacebothbrake shoe assemblies (inboard and
outboard). It is necessary thatbothrear wheel sets
be replaced whenever brake shoe assemblies on
either side are replaced.
If the brake shoe assemblies do not require
replacement, reinstall, the assemblies making sure
each brake shoe is returned to the original position.
Refer to Rear Disc Brake Shoe Installation in the
Removal And Installation section in this group of the
service manual for the required procedure.
CALIPER INSPECTION
Check for brake fluid leaks in and around boot
area and inboard lining, and for any ruptures, brit-
tleness or damage to the piston dust boot. If the boot
is damaged, or a fluid leak is visible, disassemble cal-
iper assembly and install a new seal and boot, and
piston if scored. Refer to Rear Disc Brake Caliper in
the Disassembly And Assembly Section in this group
of the service manual.
Check the guide pin dust boots to determine if they
are in good condition. Replace if they are damaged,
dry, or found to be brittle. Refer to Rear Disc Brake
Caliper in the Disassembly And Assembly Section in
this group of the service manual.
REAR DRUM BRAKE SHOE LINING INSPECTION
(1) Remove the tire and wheel assembly from the
vehicle
(2) Remove the rear brake adjusting hole cover
plug (Fig. 194).
(3) Insert a thin screwdriver into brake adjusting
hole to hold the adjusting lever away from the
notches on the adjusting screw star wheel.
(4) Insert Tool C-3784 into brake adjusting hole
and engage notches of brake adjusting screw star
wheel. Release brake by prying down with adjusting
tool.
(5) Remove the rear brake drum from the rear
hub/bearing assembly.
(6) Inspect brake lining for wear, shoe alignment,
and or contamination from grease or brake fluid.
Fig. 193 Rear Wheel Cylinder (Exploded View)
Fig. 194 Brake Adjustment Hole Rubber Plug
NSBRAKES 5 - 77
CLEANING AND INSPECTION (Continued)

these inputs to the CAB should be investigated if a
complaint of intermittent warning system operation
is encountered.
(12) Low system voltage. If Low System Voltage is
detected by the CAB, the CAB will turn on the ABS
Warning Lamp until normal system voltage is
achieved. Once normal voltage is seen at the CAB,
normal operation resumes.
(13) High system voltage. If high system voltage is
detected by the CAB, the CAB will turn on the
Amber ABS Warning Lamp until normal system volt-
age is achieved. Once normal voltage is again
detected by the CAB, normal ABS operation will be
resumed at the next key on cycle.
(14) Additionally, any condition which results in
interruption of electrical current to the CAB or mod-
ulator assembly may cause the ABS Warning Lamp
to turn on intermittently.
(15) The body controller can turn on the (yellow)
ABS warning lamp if CCD communication between
the body controller and the CAB is interupted.
TONEWHEEL INSPECTION
CAUTION: The tone wheels used on this vehicle
equipped with the Teves Mark 20 Antilock Brake
System are different then those used on past mod-
els of this vehicle equipped with antilock brakes.
Reduced braking performance will result if this part
is used on earlier model vehicles and an accident
could result. Do not use on pre-1998 model year
vehicles.
Carefully inspect tonewheel at the suspected faulty
wheel speed sensor for missing, chipped or broken
teeth, this can cause erratic speed sensor signals.
Tonewheels should show no evidence of contact
with the wheel speed sensors. If contact was made,
determine cause and correct before replacing the
wheel speed sensor.
Excessive runout of the tonewheel can cause
erratic wheel speed sensor signals. Refer to Tone-
wheel Runout in the Specification Section in this sec-
tion of the service manual for the tonewheel runout
specification. Replace drive shaft assembly or rear
hub/bearing assembly if tonewheel runout exceeds
the specification.
Inspect tonewheels for looseness on their mounting
surfaces. Tonewheels are pressed onto their mounting
surfaces and should not rotate independently from
the mounting surface.
Check the wheel speed sensor head alignment to
the tone wheel. Also check the gap between the speed
sensor head and the tone wheel to ensure it is at
specification. Refer to Wheel Speed Sensor Clearance
in the Specification Section in this section of the ser-
vice manual.
PROPORTIONING VALVE
CAUTION: Proportioning valves (Fig. 18) should
never be disassembled.
If premature rear wheel skid occurs on hard brake
application, it could be an indication that a malfunc-
tion has occurred with one of the proportioning
valves.
If a malfunctioning proportioning valve is sus-
pected on a vehicle, refer to Proportioning Valve Test
in the Proportioning Valves Section in this group of
the service manual for the required test procedure.
BRAKE FLUID CONTAMINATION
Indications of fluid contamination are swollen or
deteriorated rubber parts.
Swollen rubber parts indicate the presence of
petroleum in the brake fluid.
To test for contamination, put a small amount of
drained brake fluid in clear glass jar. If fluid sepa-
rates into layers, there is mineral oil or other fluid
contamination of the brake fluid.
If brake fluid is contaminated, drain and thor-
oughly flush system. Replace master cylinder, propor-
tioning valve, caliper seals, wheel cylinder seals,
Antilock Brakes hydraulic unit and all hydraulic
fluid hoses.
TEST DRIVING ABS COMPLAINT VEHICLE
Most ABS complaints will require a test drive as a
part of the diagnostic procedure. The purpose of the
test drive is to duplicate the condition.
NOTE: Remember conditions that result in the
turning on of the Red BRAKE Warning Lamp may
indicate reduced braking ability. The following pro-
cedure should be used to test drive an ABS com-
plaint vehicle.
Fig. 18 Brake Proportioning Valve Identification
5 - 98 BRAKESNS
DIAGNOSIS AND TESTING (Continued)