1999 DODGE NEON Service Repair Manual

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

DESCRIPTION AND OPERATION
FRONT SUSPENSION
This vehicle has a gas pressurized MacPherson
strut front suspension design (Fig. 2).
A MacPherson strut assembly is used in place of
the front suspension upper control arm and upper
ball joint. The bottom of the MacPherson strut,
mounts directly to the steering knuckle using 2
attaching bolts and nuts going through the clevis
bracket and steering knuckle (Fig. 2). The top of the
strut is mounted directly to the strut tower of the
vehicle by the strut mount assembly's 3 studs and
attaching nuts (Fig. 2). During steering maneuvers,
the strut assembly (through a pivot bearing in the
upper strut mount assembly) and steering knuckle(through the lower ball joint) turn as an assembly
(Fig. 2).
The MacPherson strut assembly includes the fol-
lowing components: A rubber isolated top mount, an
upper spring seat/bearing assembly, jounce bumper,
dust shield, coil spring with plastic noise insulator
and the strut dampener.
A cast lower control arm assembly (Fig. 2) is
attached to the front suspension crossmember using
2 rubber isolator bushings and to the steering
knuckle by means of a ball joint.
A sealed for life front hub and bearing assembly is
attached to the front steering knuckle. The outer C/V
joint assembly is splined to the front hub and bear-
ing assembly and is retained by a prevailing torque
nut.
PLSUSPENSION 2 - 11

Fig. 2 Front Suspension (Typical)
2 - 12 SUSPENSIONPL
DESCRIPTION AND OPERATION (Continued)

COMPETITION PACKAGE SUSPENSION
On vehicles that are equipped with the optional
competition package, special front struts are used.
The front struts used on a vehicle equipped with
the competition package are adjustable. The adjust-
able front struts use a unique strut shaft which has
an adjustment rod through the center of it (Fig. 3).
The adjustment rod is used to adjust the compression
dampening of the strut. By increasing the compres-
sion dampening of the strut, the jounce reaction of
the strut is slowed down. This slowing down of the
jounce reaction of the strut, stiffens the suspension
thus improving the handling of the vehicle.
The compression dampening of the strut is
adjusted using the adjustment knob (Fig. 4) which is
supplied with the vehicle at the time of purchase.
McPHERSON STRUT
The Mcpherson strut and front suspension of the
vehicle is supported by coil springs positioned around
the struts. The springs are contained between anupper seat, located just below the upper mount for
the strut and the lower seat for the coil spring on the
strut lower housing.
The top of each Mcpherson strut is bolted to the
upper fender reinforcement (shock tower) through a
rubber isolated mount.
The bottom of the strut attaches to the top of the
steering knuckle using 2 thru-bolts and prevailing
torque nuts. Caster and camber is a fixed setting (net
build) on all vehicles and is not required to be
adjusted.
STEERING KNUCKLE
The steering knuckle used on this vehicle (Fig. 5)
is a cast iron casting. The steering knuckle has
machined legs for attachment to the McPherson strut
and lower ball joint (Fig. 5). The steering knuckle
also has machined abutments on the casting to sup-
port and align the caliper for the front disk brakes
(Fig. 5). The steering knuckle also has the bearing
supporting the front hub and outer C/V joint of the
drive shaft pressed into it. The hub bearing is a
press fit into the steering knuckle but is additionally
held in place by a retaining plate bolted to the front
of the steering knuckle (Fig. 5). The hub is positioned
through the bearing and knuckle, with the outer C/V
joint stub shaft splined through the hub. The outer
C/V joint is retained to the hub using a nut. The hub
nut is held on the stub shaft using a nut retainer
and cotter pin.
LOWER CONTROL ARM
The lower control arm (Fig. 6) is a ductile iron
casting using 2 rubber bushings to isolate it from the
front suspension crossmember and frame of the vehi-
cle. The isolator bushings consist of 2 metal encased
rubber isolated pivot bushings. The front of the lower
control arm is bolted to the front crossmember using
a bolt through the center of the rubber pivot bushing
Fig. 3 Adjustable Front Strut
Fig. 4 Adjustable Strut Adjustment Knob
Fig. 5 Steering Knuckle
PLSUSPENSION 2 - 13
DESCRIPTION AND OPERATION (Continued)