2005 SUZUKI JIMNY length

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Abnormal Noise Diagnosis
There are various types of noise, ranging from those produced in the engine compartment to those from the
passenger compartment, also from rumbling noises to whistling noises.
Abnormal noise from compressor
Abnormal noise from magnetic clutch
Abnormal noise from tubing
Abnormal noise from condenser
Condition Possible Cause Correction
During compressor
operation, a rumbling
noise is heard propor-
tional to engine revo-
lutions.Inadequate clearance in piston area (piston or
swash-plate).Repair or replace compressor as
necessary
A loud noise is heard
at a certain rpm, dis-
proportionately to
engine revolution.Loose or faulty compressor drive belt. Adjust drive belt tension, or replace
belt.
Loose compressor mounting bolts. Retighten mounting bolts.
A loud rattle is heard
at low engine rpm.Loose compressor clutch plate bolt. Retighten clutch plate bolt.
Replace compressor if it was oper-
ated in this condition for a long
time.
Condition Possible Cause Correction
A rumbling noise is
heard when compres-
sor is not operating.Worn or damaged bearings. Replace magnet clutch assembly.
A chattering noise is
heard when compres-
sor is engaged.Faulty clutch clearance (excessive). Adjust clutch clearance.
Worn clutch friction surface. Replace magnet clutch assembly.
Compressor oil leaked from lip type seal. Replace lip type seal.
Contaminating the friction surface. Replace compressor body assem-
bly.
Condition Possible Cause Correction
A droning noise is
heard inside vehicle,
but not particularly
noticeable in engine
compartment.Faulty tubing clamps. Reposition clamps or increase the
number of clamps.
Resonance caused by pulsation from variations
in refrigerant pressure.Attach a silencer to tubing, or mod-
ify its position and length.
Condition Possible Cause Correction
Considerable vibra-
tion in condenser.Resonance from condenser bracket and body. Firmly insert a silencer between
condenser bracket and body.

Downloaded from www.Manualslib.com manuals search engine FRONT WHEEL ALIGNMENT 3A-3
Diagnosis
Diagnosis Table
For the details, refer to “Diagnosis Table” in Section 3.
Preliminary Checks Prior To Adjusting Front Wheel Alignment
Steering and vibration complaints are not always the result of improper alignment. An additional item to be
checked is the possibility of tire lead due to worn or improperly manufactured tires. “Lead” is the deviation of the
vehicle from a straight path on a level road without hand pressure on the steering wheel. Section 3 of this man-
ual contains a procedure for determining the presence of a tire lead problem. Before making any adjustment
affecting toe setting, the following checks and inspections should be made to ensure correctness of alignment
readings and alignment adjustments:
1) Check all tires for proper inflation pressures and approximately the same tread wear.
2) Check for loose of king pin bearings. Check tie rod ends; if excessive looseness is noted, it must be cor-
rected before adjusting.
3) Check for run-out of wheels and tires.
4) Check vehicle trim heights; if out of limits and a correction is to be made, it must be made before adjusting
toe.
5) Check for loose of suspension arms.
6) Check for loose or missing stabilizer bar attachments.
7) Consideration must be given to excess loads, such as tool boxes. If this excess load is normally carried in
vehicle, it should remain in vehicle during alignment checks.
8) Consider condition of equipment being used to check alignment and follow manufacturer's instructions.
9) Regardless of equipment used to check alignment, vehicle must be on a level surface both fore and aft and
transversely.
Toe Adjustment
Toe is adjusted by changing tie rod length. Loosen right and left
tie rod end lock nuts first and then rotate tie rod to align toe-in to
specification.
In this adjustment, right and left tie rod should become equal in
length (“A”).
After adjustment, tighten lock nuts to specified torque.
Tightening torque
Tie rod end lock nuts
(a) : 65 N·m (6.5 kg-m, 47.0 lb-ft)

Downloaded from www.Manualslib.com manuals search engine 3A-4 FRONT WHEEL ALIGNMENT
Camber And Caster Check And Adjustment
Should camber or caster be found out of specifications upon
inspection, locate its cause first. If it is in damaged, loose, bent,
dented or worn suspension parts and axle housing, they should
be replaced. If it is in vehicle body, repair it so as to attain specifi-
cations.
Steering Angle Check And Adjustment
When tie rod (2) or tie rod end (3) was replaced, check toe and
then also steering angle with turning radius gauge (1).
If steering angle is not correct, check if right and left tie rods are
equal in length “A”.
Steering angle
Inside : 35° ± 3°
Outside : 32° ± 3°
Side Slip(Reference)
For inspecting front wheel side slip with side slip tester:
If side slip exceeds limit, toe or front wheel alignment may out not
be correct.
Side slip limit
: Less than 3 mm/m (Less than 0.118 in/3 ft) NOTE:
To prevent possible incorrect reading of camber or
caster, vehicle front end must be moved up and down a
few times before inspection.
NOTE:
If tie rod lengths were changed to adjust steering angle,
reinspect toe-in.

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2) Adjust tie rod (and/or drag rod) length to the measurement
shown in figure; then tighten tie rod end lock nuts temporarily
by finger.
Tie rod and drag rod length
Tie rod length “a” : 1132 mm (44.6 in.)
Drag rod length “a” : 864.5 mm (34.0 in.)
3) Align lock nut (3) with mark on tie rod thread and connect tie
rod end to knuckle and/or pitman arm. Tighten new nut (1) to
specified torque.
Tightening torque
Tie rod end nut
(a) : 43 N·m (4.3 kg-m, 31.5 lb-ft)
4) Inspect for proper toe and steering angle (inside & outside).
(Refer to “Preliminary Checks Prior To Adjusting Front Align-
ment” in Section 3A).
Adjust tie rod (2) and drag rod length as required, if neces-
sary.
5) After confirming proper toe, tighten tie rod end lock nut (3) to
specified torque.
Tightening torque
Tie rod end lock nut
(b) : 65 N·m (6.5 kg-m, 47.0 lb-ft)
6) Tighten wheel nuts to specified torque and lower hoist.NOTE:
Make the length “b” of right and left tie rod end the same.
NOTE:
To prevent ball stud from being rotated while tightening
tie rod end nut (1), tighten Nut (M12 × 1.25) to about 20
N·m (2.0 kg-m, 14.5 Ib-ft) and remove it.
Then tighten new nut (1) to specified torque.

Downloaded from www.Manualslib.com manuals search engine POWER STEERING (P/S) SYSTEM (If equipped) 3B1-15
Check free length of relief valve spring (1).
Replace pump assembly if any defective is found.
Relief valve spring free length
Standard : 36.5 mm (1.44 in.)
Limit : 33.5 mm (1.32 in.)
ASSEMBLY
Reverse disassembly procedure for assembly, noting the follow-
ing.
1) Apply power steering fluid to shaft (2) outer surface and
grease to oil seal lip (1) and insert it from oil seal side.
“A” : Grease 99000-25010
2) Apply power steering fluid to O-rings and fit them to pump
body.
3) Install side plate (2) to pump body.
4) Apply power steering fluid to sliding surface of rotor (1).
5) Install rotor (1) to shaft, directing “dot” (2) marked side of
rotor toward pump cover (facing up).
6) Install new snap ring to shaft, then make sure to fit snap ring
into shaft groove securely.
NOTE:
Carefully align the dowel pins (3) on the side plate (2) at
bolt hole (1) as shown in figure.
NOTE:
Never reuse the removed snap ring.

Downloaded from www.Manualslib.com manuals search engine 3C-2 STEERING WHEEL AND COLUMN
General Description
This double tube type steering column has the following three important features in addition to the steering func-
tion:
The column is energy absorbing, designed to compress in a front-end collision.
The ignition switch and lock are mounted conveniently on this column.
With the column mounted lock, the ignition and steering operations can be locked to inhibit theft of the vehi-
cle.
To insure the energy absorbing action, it is important that only the specified screws, bolts and nuts be used as
designated and that they are tightened to the specified torque.
When the column assembly is removed from the vehicle, special care must be taken in handling it. Use of a
steering wheel puller other than the one recommended in this manual or a sharp blow on the end of the steering
shaft, leaning on the assembly, or dropping the assembly could shear the plastic shear pins which maintain col-
umn length and position.
The driver air bag (inflator) module is one of the supplemental restraint (air bag) system components and is
mounted to the center of the steering wheel. During certain frontal crashes, the air bag system supplements the
restraint of the driver’s and passenger’s seat belts by deploying the air bags.
The air bag (inflator) module should be handled with care to prevent accidental deployment. When servicing, be
sure to observe all WARNINGS and CAUTIONS in this section and “Service Precautions” in Section 10B.
1. Driver air bag (inflator) module 6. Steering column upper cover 11. Steering lower shaft
2. Steering wheel 7. Steering column lower cover [A] : For vehicle with air bag system
3. Steering wheel side cap 8. Steering column assembly [B] : For vehicle without air bag system
4. Steering wheel nut 9. Steering lock assembly (ignition switch)
5. Combination switch or contact coil and com-
bination switch assembly10. Steering column hole cover

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5) Remove steering wheel (1) with special tool.
Special tool
(A) : 09944-36011
INSTALLATION
1) Check that vehicle’s front tires are at straight-ahead position.
If equipped with air bag system, align contact coil to original
position referring to “Centering Contact Coil” in this section.
2) Install steering wheel as follows.
For vehicle without air bag system
a) Apply grease to contact plate (1).
“A” : Grease 99000-25290
b) Install steering wheel onto shaft, aligning them by match
marks.
For vehicle with air bag system
Install steering wheel to steering shaft with 2 lugs (2) on con-
tact coil fitted in two grooves (3) in the back of steering wheel
and also aligning marks (4) on steering wheel and steering
shaft. CAUTION:
Do not hammer the end of the shaft. Hammering it will
loosen the plastic shear pins which maintain the column
length and impair the collapsible design of the column.
CAUTION:
For vehicle with air bag system
These two conditions are prerequisite for installation of
steering wheel. If steering wheel has been installed with-
out these conditions, contact coil will break when steer-
ing wheel is turned.
[A] : For vehicle without air bag system
[B] : For vehicle with air bag system

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5) Tighten steering column mounting nuts and bolts by hand
and then tighten mounting nuts (1) first, and then tighten
mounting bolts (2).
Tightening torque
Steering column mounting bolts and nuts
(a) : 14 N·m (1.4 kg-m, 10.5 lb-ft)
6) Install steering column hole cover (1).
7) Install steering wheel to steering column referring to “Steer-
ing Wheel” in this section.
Steering Column Assembly
CAUTION:
Once the steering column is removed from the vehicle,
the column is extremely susceptible to damage.
Dropping the column assembly on its end could col-
lapse the steering shaft or loosen the plastic shear
pins which maintain column length.
Leaning on the column assembly could cause it to
bend or deform.
Any of the above damage could impair the column’s col-
lapsible design.
NOTE:
When servicing steering column or any column-mounted
component, remove steering wheel. But when removing
steering column simply to gain access to instrument
panel components, leave steering wheel installed on
steering column.