2013 SSANGYONG TURISMO tire type

07-6
1) Front Suspension (Double Wishbone)
Suspension is the term given to the system of springs, shock absorbers and linkages that connects a
vehicle to its wheels and allows relative motion between the two. Suspension systems serve a dual
purpose - contributing to the vehicle's road-holding/handling and braking for good active safety and
driving pleasure, and keeping vehicle occupants comfortable and reasonably well isolated from road
noise, bumps, and vibrations, etc. These goals are generally at odds, so the tuning of suspensions
involves finding the right compromise. It is important for the suspension to keep the road wheel in contac
t
with the road surface as much as possible, because all the forces acting on the vehicle do so through
the contact patches of the tires. The suspension also protects the vehicle itself and any cargo or luggage
from damage and wear.
2) Rear Suspension (Multi Link Type)
1. OVERVIEW
Double wishbone suspension is an independent
suspension design using two (occasionally
parallel) wishbone-shaped arms to locate the
wheel. Each wishbone or arm has two mounting
points to the chassis and one joint at the knuckle.
The shock absorber and coil spring mount to the
wishbones to control vertical movement. Double
wishbone designs allow the engineer to carefully
control the motion of the wheel throughout
suspension travel, controlling such parameters as
camber angle, caster angle, toe pattern, roll
center height, scrub radius, scuff and more.
The multi-link type is used for the rear
suspension to distribute the internal force (load)
applied to the link while driving. Also, the change
in camber or toe and shock load from the road
has been minimized by optimizing the link
arrangement.

07-8
Upper Arm
The upper arm is mounted to the frame
and the knuckle and it relieves the load
delivered from the tire to the knuckle.
This enables to absorb the various
impacts according to the load shapes
and to ensure the drivability.
Lower Arm
Knuckle
There are two types of knuckle (4WD,
2WD)
Cam bolt
1) Front Suspension (Double Wishbone)
The lower arm is mounted to the knuckle, the
shock absorber and the lower arm assembly. It
relieves the load delivered from the tire to the
knuckle. This enables to absorb the various
impacts according to the load shapes and to
ensure the drivability.
2. COMPONENTS

07-14
3) Caster
The angle between the vertical line and king pin, which fixes the steering knuckle and front axle,
(steering column which connects the top and bottom ball joints in the independent axle type) when
viewed the tires from the side.
CasterFront4.80˚±0.50˚
Rear -
Disadvantages:Impact from the road is transferred to the steering wheel (steering wheel turns)
Poor straightness -
- Advantages:Directional force to go straight (following control)
Restoring force of the wheel (restored to the straight ahead direction)
Prevention of wheel shimmy (wheels wobble left and right) -
-
-
Negative caster: ▶Top of the king pin is tilted forward from the vertical line of the wheel center
when viewed the tires from the side Positive caster: ▶
With considering the height difference between the wheel centers of the front and rear
wheels. (Under standard condition that the vehicle is on a level ground) Caster: ▶
Advantages:Smaller turning radius -Top of the king pin is tilted backward from the vertical line of the wheel center
when viewed the tires from the side

12-34170-01
1. SPECIFICATION
Description Specification
Tire 16 inch 225/65R16
17 inch 235/60R17
Tire inflation pressure 35 psi
Wheel 16 inch 6.5JX16
17 inch 7.0JX17
Balance weight Inner: Clip-on type
Outer: Tape type
Tightening torques of wheel bolt 127.4 to 156.8 Nm
Wheel offset 2WD 38 mm
4WD 50 mm

12-54170-01
1. OVERVIEW
A radial tire uses a cord angle of 90 degrees. That is, the cord material runs in a radial or direct line
from one bead to the other across the tread. In addition, a radial tire has a belt overwrap under the
tread surface to provide greater structural stability. The belt overwrap of a radial tire distortion while the
radial structure enables high speed driving.
Tire supports the weight of the vehicle, reduces the impact from the road and at the same time,
transmits the power to propel, brake and steer on the road. It also functions to maintain a
vehicle’s movement. In order to complete such tasks, a tire must be structured to be a resilient
vessel of air.
There is wear limit mark on the tire, which protrudes as a strip shape located approximately 1.6 mm
from the groove bottom. This wear limit mark is not seen from the outside so there is additional
"▲" mark on the shoulder to let the driver find the wear mark easily. To measure the tire groove
depth, measure at any point other than the point which has a wear limit mark.
The tire is worn unevenly according to the driver's driving habit, improper servicing, low tire inflation
pressure, changed tire location, etc.
1) Structure of Tire
Tread
This thick layer of rubber provides the interface
between the tire and the road. Wear-resistant
rubber is used to protect the carcass and belt
against fractures and impacts and to deliver a
long driving life.
Shoulder
Located between the tread and sidewall, the
shoulder rubber is the thickest so that the
design must allow for the easy diffusion of heat
generated within the tire while driving.
Sidewall
The part between the shoulder and bead, the
flexible sidewall protects the carcass and
enhances the ride. A tire’s type, size,
structure, pattern, manufacturing company,
product name and various characters are
indicated here. Bead
The bead attaches the tire to the rim and wraps
the end of the cord fabric. Comprised of the bead
wire, core, flipper and other parts, the bead is
generally designed to be slightly tight around the
rim so that in the case of a sudden drop in
inflation pressure, the tire will not fall off the rim.
Carcass
As the most important framework of a tire, the
entire inner layer of cord fabric is called the
carcass. The carcass acts to support air
pressure, vertical load and absorb shocks.
Valve
Belt
Bead core

12-94170-01
If weight is not equally distributed around the wheel, unbalance centrifugal force by the wheel rotation
produces vibration. As the centrifugal force is produced proportional to the square of the rotating
speed, the wheel weight should be balanced even at high speed. There are two types of the tire and
wheel balancing: static and dynamic. Abnormal vibration may also occur due to unbalanced rigidity or
size of tires.
1) Static Balance
When the free rotation of the wheel is
allowed, the heavier part is stopped on the
bottom if the wheel weight is unbalanced
and this is called "Static Unbalance". Also,
the state at which tire's stop position is not
same is called "Static Balance" when the
wheel is rotated again. If the part A is heavie
r
as shown in the figure 1, add the balance
weight of a weight corresponding to
unbalanced weight from B to A to maintain
the static balance. If the static balance is not
maintained, tramping, up and down vibration
of the wheels, occurs.
2) Dynamic Balance
The static unbalance of the wheel creates
the vibration in the vertical direction, but
the dynamic unbalance creates the
vibration in the lateral direction. As shown
in the figure 2 (a), if two parts, (2) and (3),
are heavier when the wheels are under the
static balance condition, dynamic
unbalance is created, resulting in shimmy,
left and right vibration of the wheels, and
the torque Fxa is applied in the axial
direction. To correct the dynamic
unbalance, add the balance weight of a
same weight for two points of the
circumference of the rim, A and B, as
shown in the figure 2 (b), and apply the
torque in the opposite direction to the
torque Fxa to offset in order to ensure
smooth rotation of the wheel.
Center
a
a
Fxa
Fxa F
F
A
B
(a)(b)
[Figure 1]
[Figure 2]
3. WHEEL BALANCE