1999 DODGE NEON tow bar

DISCONNECT CABLE CLAMPS AS FOLLOWS:
²Disconnect BLACK cable clamp from engine
ground on disabled vehicle.
²When using a Booster vehicle, disconnect
BLACK cable clamp from battery negative terminal.
Disconnect RED cable clamp from battery positive
terminal.
²Disconnect RED cable clamp from battery posi-
tive terminal on disabled vehicle.
TOWING RECOMMENDATIONS
WARNING: DO NOT ALLOW TOWING ATTACH-
MENT DEVICES TO CONTACT THE FUEL TANK OR
LINES, FUEL LEAK CAN RESULT. DO NOT LIFT OR
TOW VEHICLE BY FRONT OR REAR BUMPER, OR
BUMPER ENERGY ABSORBER UNITS. DO NOT
VENTURE UNDER A LIFTED VEHICLE IF NOT SUP-
PORTED PROPERLY ON SAFETY STANDS. DO NOT
ALLOW PASSENGERS TO RIDE IN A TOWED VEHI-
CLE. USE A SAFETY CHAIN THAT IS INDEPENDENT
FROM THE TOWING ATTACHMENT DEVICE.
CAUTION: Do not damage brake lines, exhaust
system, shock absorbers, sway bars, or any other
under vehicle components when attaching towing
device to vehicle. Do not attach towing device to
front or rear suspension components. Do not
secure vehicle to towing device by the use of front
or rear suspension or steering components.
Remove or secure loose or protruding objects from
a damaged vehicle before towing. Refer to state and
local rules and regulations before towing a vehicle.
Do not allow weight of towed vehicle to bear on
lower fascia, air dams, or spoilers.
RECOMMENDED TOWING EQUIPMENT
To avoid damage to bumper fascia and air dams
use of a wheel lift or flat bed towing device (Fig. 2) is
recommended. When using a wheel lift towing device,
be sure the unlifted end of disabled vehicle has at
least 100 mm (4 in.) ground clearance. If minimum
ground clearance cannot be reached, use a towing
dolly. If a flat bed device is used, the approach angle
should not exceed 15 degrees.
GROUND CLEARANCE
CAUTION: If vehicle is towed with wheels
removed, install lug nuts to retain brake drums or
rotors.
A towed vehicle should be raised until lifted wheels
are a minimum 100 mm (4 in) from the ground. Be
sure there is adequate ground clearance at the oppo-
site end of the vehicle, especially when towing overrough terrain or steep rises in the road. If necessary,
remove the wheels from the lifted end of the vehicle
and lower the vehicle closer to the ground, to
increase the ground clearance at the opposite end of
the vehicle. Install lug nuts on wheel attaching studs
to retain brake drums or rotors.
LOCKED VEHICLE TOWING
When a locked vehicle must be towed with the
front wheels on the ground, use a towing dolly or flat
bed hauler.
FLAT TOWING WITH TOW BAR
²3-speed automatic transaxle vehicles can be flat
towed at speeds not to exceed 40 km/h (25 mph) for
not more than 25 km (15 miles). The steering column
must be unlocked and gear selector in neutral.
²5-speed manual transaxle vehicles can be flat
towed at any legal highway speed for extended dis-
tances. The gear selector must be in the neutral posi-
tion.
TOWINGÐFRONT WHEEL LIFT
Chrysler Corporation recommends that a vehicle be
towed with the front end lifted, whenever possible.
TOWINGÐREAR WHEEL LIFT
If a vehicle cannot be towed with the front wheels
lifted, the rear wheels can be lifted provided the fol-
lowing guide lines are observed.
CAUTION: Do not use steering column lock to
secure steering wheel during towing operation.
²Unlock steering column and secure steering
wheel in straight ahead position with a clamp device
designed for towing.
²Verify that front drive line and steering compo-
nents are in good condition.
²5-speed manual transaxle vehicles can be towed
at any legal highway speed for extended distances.
The gear selector must be in the neutral position.
²3-speed automatic transaxle vehicles can be
towed at speeds not to exceed 40 km/h (25 mph) for
Fig. 2 Recommended Towing Devices
0 - 8 LUBRICATION AND MAINTENANCEPL
SERVICE PROCEDURES (Continued)

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

(Fig. 6). The rear of the lower control arm is mounted
to both the front crossmember and the frame rail of
the vehicle using a thru-bolt. The thru-bolt goes
through both the crossmember and rear lower control
arm bushing, threading directly into the frame rail of
the vehicle. The lower control arms are inter-con-
nected through a linked rubber isolated stabilizer
bar.
STABILIZER BAR
The stabilizer bar (Fig. 7) interconnects both front
lower control arms of the vehicle and is attached to
the front suspension cradle.
Jounce and rebound movements affecting one
wheel are partially transmitted to the opposite wheel
of the vehicle to stabilize body roll.
Attachment of the stabilizer bar to the front sus-
pension cradle is through 2 rubber-isolator bushings
and bushing retainers (Fig. 7). The stabilizer bar to
lower control arm attachment is done utilizing a rub-
ber isolated stabilizer bar attaching link (Fig. 7). All
parts of the stabilizer bar are serviceable, and the
stabilizer bar to crossmember bushings are split for
easy removal and installation. The split in the stabi-
lizer bar to crossmember bushing must be positioned
toward the front of the vehicle, when the stabilizer
bar is installed on the vehicle.
FRONT WHEEL HUB BEARING
The front hub bearing used on this vehicle is a
Unit 1 type cartridge bearing.
The wheel bearing is serviced separately from the
front steering knuckle and front hub. The hub bear-
ing is held in the steering knuckle by an interference
press fit and a retaining plate which is bolted to the
front of the steering knuckle. Installation of the front
hub into the wheel bearing must be done after the
wheel bearing and retaining plate is installed in the
steering knuckle.The unit 1 wheel bearing is serviced only as a com-
plete assembly less the wheel hub. If the front wheel
bearing requires replacement, the hub must be
removed from the original wheel bearing and trans-
ferred to the replacement bearing.
COIL SPRING
Coil springs are rated separately for each corner or
side of the vehicle depending on optional equipment
and type of vehicle service. During service procedures
when both springs are removed, mark springs to
ensure installation in original position. Each coil
spring comes with a plastic sleeve on the second coil
of the spring. This plastic sleeve is a noise insulator
for the coil spring.
NOTE: If coil springs require replacement, be sure
that the springs needing replacement, are replaced
with springs meeting the correct load rating for the
vehicle and its specific options.
BALL JOINT
The ball joint (Fig. 8) is pressed into the lower con-
trol arm and has a non-tapered stud with a notch for
steering knuckle clamp bolt clearance. The ball joint
stud is clamped and locked into the steering knuckle
leg using a pinch bolt. The ball joint used on this
vehicle is replaceable and if found defective can be
serviced as a separate component of the lower control
arm assembly.
WHEEL MOUNTING STUDS
If wheel attaching studs need to be replaced in the
hub and bearing assembly the studsCAN NOTbe
hammered out of the hub flange. If a stud is removed
by hammering it out of the bearing flange, damage to
the hub and bearing assembly will occur leading to
premature bearing failure.
Fig. 6 Lower Control Arm Assembly
Fig. 7 Stabilizer Bar And Components
2 - 14 SUSPENSIONPL
DESCRIPTION AND OPERATION (Continued)

nent removal and installation sections in this group
of the service manual.
BALL JOINT ASSEMBLY
With the weight of the vehicle resting on the road
wheels. Grasp the grease fitting as shown in (Fig. 11)
and with no mechanical assistance or added force
attempt to move the grease fitting.
If the ball joint is worn the grease fitting will move
easily. If movement is noted, replacement of the ball
joint is recommended.
STABILIZER BAR
Inspect for broken or distorted sway bar bushings,
bushing retainers, and worn or damaged sway bar to
strut attaching links. If sway bar to front suspension
cradle bushing replacement is required, bushing can
be removed from sway bar by opening slit and peel-
ing bushing off sway bar.
HUB/BEARING
The hub bearing is designed for the life of the vehi-
cle and requires no type of periodic maintenance. The
following procedure may be used for diagnosing the
condition of the hub bearing.
With the wheel, disc brake caliper, and brake rotor
removed, rotate the wheel hub. Any roughness or
resistance to rotation may indicate dirt intrusion or a
failed hub bearing. If the hub bearing exhibits any of
these conditions during diagnosis, the hub bearing
will require replacement, the bearing is not service-
able.
Damaged bearing seals and the resulting excessive
grease loss may also require bearing replacement.
Moderate grease weapage from the hub bearing is
considered normal and should not require replace-
ment of the hub bearing.
REMOVAL AND INSTALLATION
MCPHERSON STRUT
REMOVE
WARNING: DO NOT REMOVE STRUT ROD NUT
WHILE STRUT ASSEMBLY IS INSTALLED IN VEHI-
CLE, OR BEFORE STRUT ASSEMBLY SPRING IS
COMPRESSED.
(1) Loosen wheel nuts.
(2) Raise vehicle on jack stands or centered on a
frame contact type hoist. See Hoisting in the Lubri-
cation and Maintenance section of this manual, for
the required lifting procedure to be used for this
vehicle.
(3) Remove wheel and tire assembly from location
on front of vehicle requiring strut removal.
(4) If both strut assemblies are removed, mark the
strut assemblies right or left according to which side
of the vehicle they were removed from.
(5) Remove hydraulic brake hose routing bracket
and attaching screw from strut damper bracket. If
vehicle is equipped with Anti-Lock brakes, hydraulic
hose routing bracket is combined with speed sensor
cable routing bracket (Fig. 12).
CAUTION: The steering knuckle to strut assembly
attaching bolts are serrated and must not be turned
during removal. Remove nuts while holding bolts
stationary in the steering knuckles.
(6) Remove the 2 bolts (Fig. 13) attaching the strut
to the steering knuckle.
(7) Remove the 3 nuts attaching the upper mount
of the strut (Fig. 14) to the strut tower of the vehicle
.
INSTALL
(1) Install strut assembly into strut tower, aligning
the 3 studs on the upper strut mount into the holes
in shock tower. Install the 3 upper strut mount
retaining nut and washer assemblies (Fig. 14).
Torque the 3 nuts to 31 N´m (23 ft. lbs.).
CAUTION: The steering knuckle to strut assembly
attaching bolts are serrated and must not be turned
during installation. Install nuts while holding bolts
stationary in the steering knuckles.
(2) Align strut assembly with steering knuckle.
Position arm of steering knuckle into strut assembly,
aligning the strut assembly to steering knuckle
mounting holes. Install the 2 strut assembly to steer-
ing knuckle attaching bolts (Fig. 13). Attaching bolts
should be installed with the nuts facing the front of
the vehicle. Torque both attaching bolts to 53 N´m
Fig. 11 Checking Ball Joint Wear
2 - 16 SUSPENSIONPL
DIAGNOSIS AND TESTING (Continued)

ADJUSTMENTS
STRUT ADJUSTMENT COMPETITION PACKAGE
SUSPENSION
The front struts used on a vehicle equipped with
the competition package are adjustable. The adjust-
able front struts use a unique strut shaft with an
adjustment rod through the center of it (Fig. 89). The
adjustment rod is used to adjust the compression
dampening of the strut.
The compression dampening of the strut is adjusted
using the adjustment knob (Fig. 90) which is supplied
with the vehicle at the time of purchase. The adjust-
ment is done by inserting the flat on the end of the
adjustment rod into the grove on the adjustment knob
(Fig. 91). The compression dampening is increased by
rotating the adjustment knob in a counterclockwise
direction and decresed by rotating the adjustment knob
in a clockwise direction (Fig. 90).
SPECIFICATIONS
FRONT SUSPENSION FASTENER TORQUES
DESCRIPTION TORQUE
McPHERSON STRUT:
To Shock Tower Attaching
Nuts....................34N´m(300 in. lbs.)
Clevis Bracket To
Steering Knuckle...........54N´m(40ft.lbs.)
+ 90É Turn
Strut Shaft Nut..............74N´m(55ft.lbs.)
STEERING KNUCKLE:
Ball Joint Stud To
Steering Knuckle Nut/Bolt. . . .95 N´m (70 ft. lbs.)
Disc Brake Caliper Bolts.......22N´m(16ft.lbs.)
STEERING GEAR:
To Crossmember
Attaching Bolts.............68N´m(50ft.lbs.)
Tie Rod End Adjusting
Sleeve Nut................75N´m(55ft.lbs.)
Tie Rod End To Steering
Knuckle Nut...............54N´m(40ft.lbs.)
FRONT SUSPENSION CROSSMEMBER:
To Body Attaching Bolts......163 N´m (120 ft. lbs.)
Lower Control Arm Pivot
Bolt....................163 N´m (120 ft. lbs.)
STABILIZER BAR:
Bushing Retainer To
Crossmember Bolts..........28N´m(21ft.lbs.)
To Control Arm Attaching
Link Nut..................28N´m(21ft.lbs.)
HUB AND BEARING:
Front Stub Axle To Hub
Bearing Nut.............183 N´m (135 ft. lbs.)
Wheel Mounting
LugNut...........109-150 N´m (80-110 ft. lbs.)
Fig. 89 Adjustable Front Strut
Fig. 90 Adjustable Strut Adjustment Knob
Fig. 91 Adjustment Knob Installation
2 - 36 SUSPENSIONPL

COMPETITION PACKAGE SUSPENSION
On vehicles that are equipped with the optional
competition package, special rear struts are used.
The rear struts used on a vehicle equipped with
the competition package are adjustable. The adjust-
able struts use a unique strut shaft which has an
adjustment rod through the center of it (Fig. 2). 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. 3) which is
supplied with the vehicle at the time of purchase.
STRUT
The rear strut assemblies support the weight of
the vehicle using coil springs positioned around the
struts. The coil springs are contained between theupper mount of the strut assembly and a lower
spring seat on the body of the strut assembly.
The top of each strut assembly is bolted to the top
of the inner fender through a rubber isolated mount.
The bottom of the strut assembly attaches to the
rear knuckle using 2 thru-bolts and prevailing torque
nuts. Rear Caster and camber on this vehicle is a
fixed setting (net build) and is not required to be
adjusted as a normal procedure when performing an
alignment on this vehicle.
COIL SPRING
Rear coil springs are rated separately for each cor-
ner or side of the vehicle depending on optional
equipment and type of vehicle service. During service
procedures when both rear coil springs are removed,
mark the coil springs to ensure installation of the
springs in their original position.If coil springs
require replacement, be sure the springs need-
ing replacement, are replaced with springs
meeting the correct load rating for the vehicle
and its specific options.
STABILIZER BAR
The stabilizer bar interconnects both rear strut
assemblies and is attached to the rear frame rails of
the vehicle.
Jounce and rebound movements affecting one
wheel are partially transmitted to the opposite wheel
of the vehicle to stabilize body roll.
Attachment of the stabilizer bar to the rear frame
rails of the vehicle is through 2 rubber-isolator bush-
ings and bushing retainers. The stabilizer bar to
strut assembly attachment is done utilizing a rubber
isolated stabilizer bar attaching link. All parts of the
stabilizer bar are serviceable, and the stabilizer bar
to frame rail isolator bushings are split for easy
removal and installation. The split in the stabilizer
bar to crossmember bushing must be positioned
toward the rear of the vehicle, when the stabilizer
bar is installed on the vehicle.
KNUCKLE
A forged rear knuckle bolts to each rear strut
assembly. The movement of the rear knuckle is con-
trolled laterally using two lateral arms attached to
the knuckle. The outboard ends of the two lateral
arms are mounted forward and rearward of the spin-
dle centerline, and inboard ends are mounted to the
rear crossmember. Fore and aft movement of the
knuckle is controlled by using a tension strut.
LATERAL LINKS AND TENSION STRUTS
The lateral arms and tension strut have rubber
isolator bushings at each end. The lateral arms are
attached to the rear crossmember and knuckle, using
Fig. 2 Adjustable Front Strut
Fig. 3 Adjustable Strut Adjustment Knob
PLSUSPENSION 2 - 41
DESCRIPTION AND OPERATION (Continued)

Inspect the tension strut for signs of contact with
the ground or road debris which has bent or caused
other damage to the tension strut. If the tension
strut is bent or damaged the tension strut will
require replacement.Do not attempt to repair or
straighten a tension strut.
STABILIZER BAR AND BUSHINGS
Inspect the stabilizer bar for damage or bending.
Inspect for broken or distorted stabilizer bar bush-
ings, bushing retainers, and worn or damaged stabi-
lizer bar to strut attaching links. If stabiizer bar to
rear frame rail bushing replacement is required,
bushings can be removed from sway bar by opening
slit and peeling bushing off sway bar.
STABILIZER BAR ATTACHING LINKS
Inspect the bushings and sleeves in the stabilizer
bar attaching links for damage or deterioration.
Inspect the stabilizer bar attaching link to ensure it
is not bent or broken. If any of these conditions are
present when inspecting the attaching links, replace-
ment of the attaching link is required.
SERVICE PROCEDURES
REAR WHEEL ALIGNMENT
Refer to Front And Rear Wheel Toe Setting Proce-
dures in the Wheel Alignment Check And Adjustment
section in this group of the service manual for the
required rear wheel Toe setting procedure.
REMOVAL AND INSTALLATION
STRUT ASSEMBLY
REMOVE
(1) Raise vehicle on jackstands or centered on a
frame contact type hoist. See Hoisting in the Lubri-
cation and Maintenance section of this manual, for
the required lifting procedure to be used for this
vehicle.
(2) Remove the rear wheel and tire assembly from
the vehicle.
(3) Remove hydraulic flex hose bracket, from
bracket on rear strut assembly (Fig. 6). If vehicle is
equipped with Anti-Lock brakes, the wheel speed
sensor cable routing clip is also attached to the strut
assembly bracket.
(4) Support rear knuckle, suspension and brake
components of vehicle before removing clevis bracket
to knuckle attaching bolts.Do not let weight of
rear knuckle and assembled components hang
unsupported when strut is removed.CAUTION: The knuckle to strut assembly attaching
bolts are serrated and must not be turned during
removal. Remove nuts while holding bolts station-
ary in knuckle.
(5) Remove the 2 clevis bracket bolts (Fig. 7)
attaching strut assembly to rear knuckle.
(6) Lower vehicle. Access to rear upper strut
mount to strut tower attaching bolts, is through the
trunk of the vehicle.
Fig. 6 Hydraulic Flex Hose Bracket Attachment To
Strut
Fig. 7 Knuckle To Clevis Bracket Bolts
PLSUSPENSION 2 - 43
DIAGNOSIS AND TESTING (Continued)

ABS FUSES
The fuse for the ABS pump motor and the ABS
system are located in the power distribution center
(PDC) (Fig. 5). Refer to the sticker on the inside of
the PDC cover for the location of the ABS pump
motor and the ABS system fuse in the PDC. The
PDC is located on the drivers side of the engine com-
partment between the back of the battery and the
strut tower (Fig. 5).
ABS RELAYS
On this vehicle three relays are used to control the
Teves Mark 20 Antilock Brake System. The three
relays are the pump motor relay, the system relay,
and the ABS yellow warning lamp relay. The pump
motor relay and the system relay are located in the
CAB and the ABS yellow warning lamp relay is
located in the PDC. If either the pump motor relay or
the system relay is diagnosed as not functioning
properly the CAB will need to be replaced. Refer to
Controller Antilock Brakes in the Removal And
Installation Section in this group of the service man-
ual for the procedure. If the ABS yellow warning
lamp relay is diagnosed as not functioning properly it
can be replaced as a seperated relay in the PDC.
PROPORTIONING VALVE
There are two proportioning valves (Fig. 6) used in
the Teves Mark 20 ABS system. One proportioning
valve is located in the chassis brake line of each rear
wheel brake hydraulic circuit (Fig. 7). The propor-
tioning valves function the same as in a standard
brake system. The proportioning valve can be identi-
fied by the bar code label and stamp on the propor-
tioning valve. Be sure replacement proportioning
valve have the same stamp as the proportioning
valve being replaced.
WHEEL SPEED SENSORS
CAUTION: The tone wheels used on this vehicle
equipped with the Teves Mark 20 Antilock Brake
System are different then the tone wheels used on
past models 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.
One Wheel Speed Sensor (WSS) is located at each
wheel (Fig. 8) and (Fig. 9), and sends a small AC sig-
nal to the control module (CAB). This signal is gen-
erated by magnetic induction created when a toothed
sensor ring (tone wheel) (Fig. 8) and (Fig. 9) passes
the stationary magnetic Wheel Speed Sensor. The
(CAB) converts the AC signal generated at each
wheel into a digital signal. If a wheel locking ten-
dency is detected by the CAB, it will then modulate
hydraulic pressure via the HCU to prevent the
wheel(s) from locking.
The front Wheel Speed Sensor is attached to a boss
in the steering knuckle (Fig. 8). The tone wheel is
part of the outboard constant velocity joint (Fig. 8).
The rear Wheel Speed Sensor on rear disc brake
applications is mounted to the rear disc brake
adapter (Fig. 9) and the rear tone wheel is also an
Fig. 5 Power Distribution Center
Fig. 6 Proportioning Valve
Fig. 7 Proportioning Valve Location In Vehicle
PLBRAKES 5 - 73
DESCRIPTION AND OPERATION (Continued)