Front suspension: 1 - stabilizer bar; 2 - stabilizer bar mounting bracket; 3 - transverse arm bracket; 4 - transverse lever; 5 - stabilizer strut; 6 - telescopic stand; 7 - ball joint; 8 - steering knuckle; 9 - longitudinal stretch; 10 - stretch bracket.
Connecting the front strut to the steering rod: 1 - steering rod end; 2 - threaded insert; 3 - steering rod.
Fastening the steering knuckle to the strut: 1 - steering knuckle mounting bracket; 2 - rack body; 3 - bolt (eccentric) upper mount of the steering knuckle; 4 - lower mounting bolt of the steering knuckle; 5 - steering knuckle.
Fastening the longitudinal tensioner to the transverse arm: 1 - rear end of longitudinal stretch; 2 - adjusting washers; 3 - thrust washer; 4 - rubber-metal hinge; 5 - transverse suspension arm.
The front suspension is independent, with telescopic swivel struts, transverse levers, longitudinal arm braces and a torsion-type anti-roll bar.
The suspension strut consists of a housing in which a hydraulic telescopic shock absorber, a coil spring and an upper support are installed. A bracket for mounting the steering knuckle, a steering arm and a lower spring support cup are welded to the outside of the strut body.
The spring rests with its lower coil against the lower support cup, and with its upper coil against the upper support, fixed to the shock absorber rod. Also installed on the shock absorber rod are: a compression buffer with a protective cover, a rubber gasket with a cup and an upper support bearing. The support body is attached to the car body with three studs and nuts. The bearing allows the shock absorber rod to rotate in the support when the strut rotates, and the rubber gasket prevents the transmission of vibrations to the car body.
The shock absorber rod is protected from dirt and dust by a plastic casing. When the suspension breaks through, the piston rod travel is limited by the compression stroke buffer.
The steering column pivot arm is connected to the steering rod via a ball joint. Changing the length of the rod using a threaded insert allows you to adjust the toe-in of the front wheels.
The steering knuckle is attached to the strut bracket with two bolts and nuts. The upper hole of the bracket is oval, and the bolt installed in it has an eccentric belt and an eccentric washer. When this bolt is turned, the steering knuckle will move relative to the strut, rotating on the lower mounting bolt as if on an axle. This changes the angle between the strut and the knuckle, which in turn allows you to adjust the camber of the front wheel.
A double-row ball bearing is pressed into the hole in the steering knuckle and secured with two retaining rings. The wheel hub is pressed into the inner ring of the bearing.
At the bottom, the steering knuckle is connected to the suspension arm using a ball joint. The transverse lever is kept from moving by a tension rod, which is attached with its rear end to the lever via a rubber-metal hinge, and with its front end via a cushion to a bracket fixed to the car body. By changing the number of washers in the front and rear strut mounts, you can change the position of the lever, thereby adjusting the longitudinal tilt angle of the wheel pivot axis.
The ends of the anti-roll bar are connected to the transverse arms of the vehicle's front suspension using struts. The central part of the stabilizer is secured to the body with brackets through rubber cushions. The movement of one of the levers is transmitted to the second through the stabilizer. This allows for partial synchronization of the operation of both sides of the suspension, thereby reducing vehicle sway on uneven roads and roll in corners.
After repairing any suspension or steering components, be sure to check the front wheel alignment angles. A high-quality check and adjustment of the front wheel alignment angles can only be performed at a service facility that has a special stand for performing adjustment work.