1999 DODGE NEON suspension

DIAGNOSIS AND TESTING
SUSPENSION AND STEERING DIAGNOSIS
CONDITION POSSIBLE CAUSES POTENTIAL CORRECTIONS
Front End Whine On Turns 1. Defective Wheel Bearing 1. Replace Wheel Bearing
2. Incorrect Wheel Alignment 2. Check And Reset Wheel
Alignment
3. Worn Tires 3. Replace Tires
Front End Growl Or Grinding On
Turns1. Defective Wheel Bearing 1. Replace Wheel Bearing
2. Engine Mount Grounding
Against Frame Or Body Of Vehicle.2. Check For Motor Mount Hitting
Frame Rail And Reposition Engine
As Required
3. Worn Or Broken C/V Joint 3. Replace C/V Joint
4. Loose Wheel Lug Nuts 4. Verify Wheel Lug Nut Torque
5. Incorrect Wheel Alignment 5. Check And Reset Wheel
Alignment
6. Worn Tires 6. Replace Tires
Front End Clunk Or Snap On
Turns1. Loose Wheel Lug Nuts 1. Verify Wheel Lug Nut Torque
2. Worn Or Broken C/V Joint 2. Replace C/V Joint
3. Worn Or Loose Tie Rod Or Ball
Joint3. Tighten Or Replace Tie Rod End
Or Ball Joint
4. Worn Control Arm Bushing 4. Replace Control Arm Bushing
5. Loose Sway Bar Or Upper Strut
Attachment5. Tighten Sway Bar Or Upper Strut
Attachment To Specified Torque
Front End Whine With Vehicle
Going Straight At A Constant
Speed1. Defective Wheel Bearing 1. Replace Wheel Bearing
2. Incorrect Wheel Alignment 2. Check And Reset Wheel
Alignment
3. Worn Tires 3. Replace Tires
Front End Growl Or Grinding With
Vehicle Going Straight At A
Constant Speed1. Engine Mount Grounding 1. Reposition Engine As Required
2. Worn Or Broken C/V Joint 2. Replace C/V Joint
Front End Whine When
Accelerating Or Decelerating1. Worn Or Defective Transaxle
Gears Or Bearings1. Replace Transaxle Gears Or
Bearings
Front End Clunk When
Accelerating Or Decelerating1. Worn Or Broken Engine Mount 1. Replace Engine Mount
2. Worn Or Defective Transaxle
Gears Or Bearings2. Replace Transaxle Gears Or
Bearings
3. Loose Wheel Lug Nuts 3. Verify Wheel Lug Nut Torque
4. Worn Or Broken C/V Joint 4. Replace C/V Joint
5. Worn Or Loose Ball Joint 5. Tighten Or Replace Ball Joint
6. Worn Or Loose Control Arm
Bushing6. Tighten To Specified Torque Or
Replace Control Arm Bushing
7. Loose Crossmember Bolts 7. Tighten Crossmember Bolts To
Specified Torque
PLSUSPENSION 2 - 3

CONDITION POSSIBLE CAUSES POTENTIAL CORRECTIONS
Road Wander 1. Incorrect Tire Pressure 1. Inflate Tires To Rcommended
Pressure
2. Incorrect Front Or Rear Wheel
To e2. Check And Reset Front Wheel
To e
3. Worn Wheel Bearings 3. Replace Wheel Bearing
4. Worn Control Arm Bushings 4. Replace Control Arm Bushing
5. Excessive Friction In Steering
Gear5. Replace Steering Gear
6. Excessive Friction In Steering
Shaft Coupling6. Replace Steering Coupler
7. Excessive Friction In Strut Upper
Bearing7. Replace Strut Bearing
Lateral Pull 1. Unequal Tire Pressure 1. Inflate All Tires To Recommended
Pressure
2. Radial Tire Lead 2. Perform Lead Correction
Procedure
3. Incorrect Front Wheel Camber 3. Check And Reset Front Wheel
Camber
4. Power Steering Gear Imbalance 4. Replace Power Steering Gear
5. Wheel Braking 5. Correct Braking Condition
Causing Lateral Pull
Excessive Steering Free Play 1. Incorrect Steering Gear
Adjustment1. Adjust Or Replace Steering Gear
2. Worn Or Loose Tie Rod Ends 2. Replace Or Tighten Tie Rod Ends
3. Loose Steering Gear Mounting
Bolts3. Tighten Steering Gear Bolts To
The Specified Torque
4. Loose Or Worn Steering Shaft
Coupler5. Replace Steering Shaft Coupler
Excessive Steering Effort 1. Low Tire Pressure 1. Inflate All Tires To Recommended
Pressure
2. Lack Of Lubricant In Steering
Gear2. Replace Steering Gear
3. Low Power Steering Fluid Level 3. Fill Power Steering Fluid
Reservoir To Correct Level
4. Loose Power Steering Pump Belt 4. Correctly Adjust Power Steering
Pump Drive Belt
5. Lack Of Lubricant In Steering Ball
Joints5. Lubricate Or Replace Steering
Ball Joints
6. Steering Gear Malfunction 6. Replace Steering Gear
7. Lack Of Lubricant In Steering
Coupler7. Replace Steering Coupler
2 - 4 SUSPENSIONPL
DIAGNOSIS AND TESTING (Continued)

PRE-ALIGNMENT VEHICLE INSPECTION
CAUTION: If the front suspension crossmember
shows any sign of impact damage, the steering col-
umn to steering gear coupling must be inspected.
Refer to Group 19 Steering in this service manual
for the inspection procedure.
Before any attempt is made to change or correct
the wheel alignment factors, the following inspection
and necessary corrections must be made on those
parts which influence the steering of the vehicle.
(1) Be sure the fuel tank is full when the wheel
alignment specifications are checked and or adjusted.
A full tank of fuel weighs approximately 75 pounds,
if the fuel tank is not full this reduction in weight
will affect the curb height of the vehicle and the
alignment specifications.
(2) Alignment specifications of a vehicle can be the
most accurately checked and set when the passenger
compartment and trunk of the vehicle are vacant
with the exception of the spare tire. People, luggage,
and any other appreciable weight will adversely
affect the checking and setting of the camber specifi-
cation.
(3) Check and if required, inflate all of the tires to
the recommended air pressure. All tires must be of
the same size and in good condition and have approx-
imately the same tread wear.Note the type of
tread wear on the tire, this will aid in diagnos-
ing problems. Refer to Group 22 Tires And
Wheels in this service manual for the tire wear
diagnosis.
(4) Check the front tire and wheel assemblies for
radial runout.
(5) Before beginning the alignment process,
inspect all suspension component fasteners for loose-
ness and/or loss of specified torque.
(6) Inspect the lower front ball joints and all steer-
ing linkage for looseness and any signs of wear and
or damage.
(7) Inspect the tie rod ends for looseness and any
signs of wear and or damage.
(8) Inspect the rubber bushings on all suspension
components for signs of wear or deterioration. If any
bushings show signs of wear or deterioration they
should be replaced prior to aligning the vehicle.
SERVICE PROCEDURES
WHEEL ALIGNMENT CHECK AND ADJUSTMENT
PROCEDURE
CASTER CAMBER
Front and rear Caster and Camber settings on this
vehicle are determined at the time the vehicle isdesigned, by the location of the vehicle's suspension
components. This is called a Net Build vehicle and
results in no required adjustment of Caster and
Camber after vehicle is built or when servicing the
suspension components. Thus Caster and Camber are
not normally considered an adjustable specification
when performing an alignment on this vehicle.
Though Caster and Camber are not adjustable they
must be checked to ensure they meet vehicle specifi-
cations.
If front and or rear camber is found not to meet
the vehicle alignment specifications, it can be
adjusted using a Mopar Service Kit developed to
allow for camber adjustment. If a vehicle's front or
rear camber is found to be outside the specifications,
the vehicles suspension components should be
inspected for any signs of damage on bending.This
must be done before using the Mopar Service
Kit for setting camber to meet required specifi-
cation.
If a vehicles caster is not within manufacturers
alignment specifications, check for damaged suspen-
sion components or body parts. This type of damage
can cause component locations to move affecting
vehicle alignment.No adjustment can be made
for the Caster setting on this vehicle.
CAUTION: Do not attempt to adjust the vehicles
Caster or Camber by heating, bending or any other
modification of the suspension components.
(1) Correctly position vehicle on alignment rack
and install all required equipment on vehicle, per the
alignment equipment manufacturers specifications.
(2) Center the steering wheel and lock in place
using a steering wheel clamp.
NOTE: Prior to reading each alignment specifica-
tion, jounce the front and rear of the vehicle an
equal number of times. Induce jounce (rear first
then front) by grasping center of bumper and jounc-
ing each end of vehicle an equal number of times.
Bumper should always be released when vehicle is
at the bottom of the jounce cycle.
(3) Correctly jounce vehicle and read front and
rear alignment settings and compare to vehicle spec-
ifications for Camber, Caster and Toe. See Alignment
Specifications in this group of the service manual for
required specifications.If front and rear camber
readings are within required specifications pro-
ceed to step Step 3 in the Front And Rear Toe
Setting procedure. If Camber readings are not
within specifications refer to step Step 1 in the
following camber adjustment bolt package
installation procedure, for the front and rear
Camber adjustment procedure.
PLSUSPENSION 2 - 5
DIAGNOSIS AND TESTING (Continued)

CAMBER ADJUSTMENT BOLT PACKAGE INSTALLATION
PROCEDURE
(1) If front and or rear camber readings obtained
are not within the required specification range, a
Mopar Service Kit is available to provide the
required adjustment. The kit contains new bolts and
nuts for the strut clevis bracket to steering knuckle
attachment. The bolts contained in the service kit,
are slightly undersize allowing for movement
between the strut clevis bracket and steering
knuckle. The movement allowed by the undersize
bolts will provide approximately 2 degrees of camber
adjustment per side of vehicle. To install new bolts in
service kit follow the procedure below.
CAUTION: The Mopar Service Kit for allowing
adjustment of front and rear camber are different
for the front and rear of the vehicle. When using the
service kits be sure that the front and rear strut
attaching bolts are always used in the right location
on the vehicle.
(2) Raise front and or rear of vehicle until tires are
not supporting the weight of the vehicle.
CAUTION: The steering knuckle and rear knuckle
to strut assembly attaching bolts are serrated and
must not be turned during removal. Remove nuts
while holding bolts stationary in the steering knuck-
les.
(3) Remove original upper bolt attaching the front
or rear strut clevis bracket to the steering knuckle or
rear knuckle (Fig. 3) or (Fig. 4).
(4) Loosen lower bolt attaching strut clevis bracket
to steering knuckle or rear knuckleONLYenough to
allow knuckle to move in clevis bracket.(5) Install bolt from service kit into the upper
strut clevis bracket to steering knuckle or rear
knuckle mounting hole.
CAUTION: Only the nuts supplied in the service
kits MUST be used with the service kit replacement
bolts. The original nuts will not properly secure the
strut clevis bracket to steering knuckle or rear
knuckle.
(6) Install nut provided in service kit on the
replacement bolt.
(7) Tighten upper bolt and nut from service kit
until snug, but still allowing movement between
strut clevis bracket and knuckle.
(8) Remove original lower bolt. Install bolt from
service kit into the bottom hole of the strut clevis
bracket. Install nut and snug.
(9) Lower vehicle until full weight of vehicle is
supported by the suspension and then jounce front
and rear of vehicle an equal amount of times.
(10) Adjust front and or rear camber to the pre-
ferred setting by pushing or pulling on the top of the
front or rear tire. When camber is correctly set
tighten upper and lower strut clevis bracket bolts.
Again jounce front and rear of vehicle an equal
amount of times and verify front and rear camber
setting. See Alignment Specifications in this group of
the service manual for required specifications.
(11) When vehicle is at correct camber setting
torque both front strut clevis bracket to steering
knuckle attaching bolts to 53 N´m (40 ft. lbs.) plus an
additional 1/4 turn after required torque is met.
Torque rear strut clevis bracket to rear knuckle
attaching bolts to 95 N´m (70 ft. lbs.).
(12) If Toe readings obtained are not within the
required specification range, adjust Toe to meet the
preferred specification setting. Toe is adjustable
using the following Toe setting procedure.
Fig. 3 Front Strut Clevis Bracket To Steering
Knuckle Attaching Bolts
Fig. 4 Rear Strut Clevis Bracket Attaching Bolts
2 - 6 SUSPENSIONPL
SERVICE PROCEDURES (Continued)

COMPETITION PACKAGE ALIGNMENT PROCEDURE
If a vehicle is equipped with the optional competi-
tion package, (S/C ACR) the front wheel camber is
adjustable.
These vehicles come equipped with a special front
strut (Fig. 5). The clevis bracket (Fig. 5) used on this
strut has a slotted hole for the bottom mounting bolt.
Also, the bottom mounting bolt used on this strut has
an eccentric at the head of the bolt (Fig. 5). When the
bolt is rotated, the eccentric pushes against the
flange (Fig. 5) and a raised tab on the clevis bracket.
This forces the steering knuckle to change position
relative to strut, thus changing the camber setting of
the front wheel.
The allowable adjustment range of the front cam-
ber is from ±1.00 degrees to + 0.25 degrees.
NOTE: This vehicle is delivered from the dealer
with the camber set to the preferred specification.
The camber is only to be set to a specification that
is not the preferred camber setting when the vehi-
cle is going to be used in a competitive driving
event. The front camber must always be set back to
the preferred camber specification when the vehicle
is to be driven on the street under normal driving
conditions.
Use the following procedure for adjusting the front
camber on a vehicle equipped with the competition
package.(1) Prepare vehicle as described in the Pre-Align-
ment Vehicle Inspection procedure.
(2) Loosen the strut to steering knuckle upper
mounting bolt enough to allow the steering knuckle
to move in the strut.
(3) Loosen the strut to steering knuckle lower
mounting bolt (Fig. 5) enough to allow the bolt to
rotate in the steering knuckle and strut.
(4) Rotate the lower mounting bolt (Fig. 5) until
the desired camber setting is achieved.
(5) When camber is set to the desired specification,
tighten the strut to steering knuckle bolts to a torque
of 53 N´m (40 ft. lbs.) plus an additional 1/4 turn
after required torque is met.
FRONT AND REAR TOE SETTING PROCEDURE
(1) Prepare vehicle as described in the Pre-Align-
ment Vehicle Inspection procedure.
(2) Center steering wheel and lock in place using a
steering wheel clamp.
(3) When performing the Toe setting procedure, set
rear wheel Toe to preferred specification first, then
set front wheel Toe to the preferred specification.
(4) Loosen nuts on attaching bolts, for the left and
right rear lateral links to rear crossmember (Fig. 6).
CAUTION: When adjusting rear toe, the notches on
the lateral link adjustment cams (Fig. 7) are not to
be facing down. The notches in the adjustment
cams are only to be facing up or toward one side.
Fig. 5 Strut To Steering Knuckle Attachment With
Competitive Package.
Fig. 6 Rear Lateral Link To Crossmember Attaching
Bolts
PLSUSPENSION 2 - 7
SERVICE PROCEDURES (Continued)

(5) Rotate lateral link adjustment cams (Fig. 7)
until the preferred rear Toe specification is obtained.
See Alignment Specifications in this group of the ser-
vice manual for preferred specification.
(6) While holding Toe adjustment cams from turn-
ing, tighten left and right lateral links to rear cross-
member attaching bolt nuts. This will securely hold
adjustment cams in position. Then while holding lat-
eral link attaching bolt and adjustment cam from
turning, torque nut of lateral link attaching bolt to
95 N´m (70 ft. lbs.) (Fig. 8).CAUTION: Do not twist front inner tie rod to steer-
ing gear rubber boots during front wheel Toe
adjustment.
(7) Loosen inner to outer tie rod end jam nuts (Fig.
9). Grasp inner tie rods at serrations and rotate tie
rods (Fig. 9) to set the front wheel Toe to the pre-
ferred specification. See Alignment Specifications in
this group of the service manual for preferred speci-
fication.
(8) Tighten tie rod locknuts to 54 N´m (40 ft. lbs.)
torque.
(9) Adjust steering gear to tie rod boots at tie rod.
(10) Remove steering wheel clamp.
Fig. 7 Rear Wheel Toe Adjustment Cams
Fig. 8 Torquing Rear Lateral Link Attaching Bolts
Fig. 9 Front Wheel Toe Adjustment
2 - 8 SUSPENSIONPL
SERVICE PROCEDURES (Continued)

SPECIFICATIONS
VEHICLE ALIGNMENT SPECIFICATIONS AT CURB HEIGHT
FRONT WHEEL ALIGNMENTACCEPTABLE ALIGNMENT
RANGE AT CURB HEIGHT*PREFERRED SETTING
CAMBER...................................... -0.4É to +0.4É +0.0É
**-2.4É to +0.4É (Use On S/C ACR
Only)
TOTAL
TOE.......................................
Specified In Degrees (See Note)0.3Éin to 0.1Éout 0.1É in
** 0.30É In To 0.70É Out (Use On
S/C ACR Only)
CASTER*...................................... +1.8É to +3.8É +2.8É
*Side To Side Caster Difference
Not To
Exceed.........................................1.0É or less 0.0É
REAR WHEEL ALIGNMENT ACCEPTABLE ALIGNMENT
RANGE AT CURB HEIGHT*PREFERRE SETTING
CAMBER....................................... -.75É to +0.25É -0.25É
** -1.00É to + 0.25É (Use On S/C
ACR Only)
TOTAL
TOE......................................
Specified In Degrees (See Note)
TOE OUT: When Backed On
Alignment Rack Is TOE In When
Driving0.3É in to 0.1É out 0.1É in
** 0.30É In To 0.50É Out (Use On
S/C ACR Only)
THRUST
ANGLE................................-0.10É to +0.10É
Note: Total Toe is the arithmetic sum of the left and right wheel Toe settings. Positive is Toe-in, negative is
Toe-out. 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.
* Setting the vehicles front and/or rear suspension alignment specifications outside of the preferred setting shown
on the chart above will caused rapid and excessive tire wear.
** The alignment specifications shown, are only for vehicles which are equipped with the ACR (Competition
Package) sales code. This specification is listed to show the adjustable range for the Camber and Toe on the front
and rear suspension of a vehicle with the Competition Package. These alignment specifications are only to be
used at the request of the vehicle owner and only when the vehicle is going to be used in a competition event.
The alignment is to be set back to the preferred setting before the vehicle is returned to normal operation.
PLSUSPENSION 2 - 9

FRONT SUSPENSION
INDEX
page page
GENERAL INFORMATION
GENERAL INFORMATION................. 10
DESCRIPTION AND OPERATION
BALL JOINT............................ 14
COIL SPRING........................... 14
COMPETITION PACKAGE SUSPENSION...... 13
FRONT SUSPENSION.................... 11
FRONT WHEEL HUB BEARING............. 14
LOWER CONTROL ARM.................. 13
McPHERSON STRUT..................... 13
STABILIZER BAR........................ 14
STEERING KNUCKLE.................... 13
WHEEL MOUNTING STUDS................ 14
DIAGNOSIS AND TESTING
BALL JOINT ASSEMBLY................... 16
HUB/BEARING.......................... 16
LOWER CONTROL ARM.................. 15
MCPHERSON STRUT ASSEMBLY........... 15
STABILIZER BAR........................ 16
STEERING KNUCKLE.................... 15
REMOVAL AND INSTALLATION
FRONT WHEEL MOUNTING STUDS......... 28LOWER CONTROL ARM.................. 21
MCPHERSON STRUT.................... 16
STABILIZER BAR........................ 23
STEERING KNUCKLE.................... 17
WHEEL BEARING....................... 25
DISASSEMBLY AND ASSEMBLY
BALL JOINT............................ 32
LOWER CONTROL ARM FRONT
ISOLATOR BUSHING................... 33
LOWER CONTROL ARM REAR ISOLATOR
BUSHING............................ 34
McPHERSON STRUT..................... 30
ADJUSTMENTS
STRUT ADJUSTMENT COMPETITION
PACKAGE SUSPENSION................ 36
SPECIFICATIONS
FRONT SUSPENSION FASTENER
TORQUES............................ 36
SPECIAL TOOLS
FRONT SUSPENSION.................... 37
GENERAL INFORMATION
GENERAL INFORMATION
CAUTION: ONLY FRAME CONTACT HOISTING
EQUIPMENT CAN BE USED ON THIS VEHICLE. All
vehicles have a fully independent rear suspension.
The vehicles can not be hoisted using equipment
designed to lift a vehicle by the rear axle. If this
type of hoisting equipment is used, damage to rear
suspension components will occur.
CAUTION: At no time when servicing a vehicle,
can a sheet metal screw, bolt or other metal fas-
tener be installed in the shock tower to take the
place of an original plastic clip. Also, NO holes can
be drilled into the front shock tower in the area
shown in (Fig. 1), for the installation of any metal
fasteners into the shock tower.
Because of the minimum clearance in this area
(Fig. 1) installation of metal fasteners could damage
the coil spring coating and lead to a corrosion failureof the spring. If a plastic clip is missing, or is lost or
broken during servicing a vehicle, replace only with
the equivalent part listed in the Mopar parts catalog.
Fig. 1 Shock Tower To Spring Minimum Clearance
Area
2 - 10 SUSPENSIONPL