Service Suspension System

COMPETENCY BASED LEARNING MATERIAL
Sector:
AUTOMOTIVE
Qualification:
Automotive Servicing NC II
Unit of Competency:
Service Suspension System
Module Title:
SERVICING SUSPENSION SYSTEM

Technical Education and Skills Development Authority
TESDA Complex, East Service Road, South Superhighway, Taguig, Metro Manila
NATIONAL CERTIFICATE LEVEL 2
QUALIFICATION LEVEL
COMPETENCY-BASED LEARNING MATERIALS

No. Basic Competencies Module Title Code
1. Participate in Workplace 1. Participating in Workplace 500311105
Communication Communication
2. Work in Team Environment 2. Working in Team Environment 500311106
3. Practice Career Professionalism 3. Practicing Career 500311107
Professionalism
4. Practice Occupational Health and 4. Practicing Occupational Health 500311108
Safety Procedures and Safety Procedures
No. Common Competencies Module Title Code

1. Apply Appropriate 1. Applying Appropriate ALT723201
Sealant/Adhesive Sealant/Adhesive
2. Move and Position Vehicle 2. Moving and Positioning ALT723202
Vehicle
3. Perform mensuration and 3. Performing mensuration and ALT311202
calculation calculation
4. Read, Interpret and apply 4. Reading, Interpret and Applying ALT723203
specifications and manuals specifications and manuals
5. Use and apply lubricants/coolants 5. Using and Applying ALT723204
lubricants/coolants
6 Perform shop maintenance 6. Performing shop maintenance ALT723205
7. Perform job estimates 7. Performing job estimates ALT311204
8. Interpret/ draw technical drawing 8. Interpreting/ drawing technical ALT311205

drawing
9. Practice health, safety and 9. Practicing health, safety and ALT723206
environment procedures environment procedures
10. Inspect technical quality of work 10. Inspecting technical quality of ALT311207
work
11. Maintain quality systems 11. Maintaining quality systems ALT311208
12. Provide work skill instructions 12. Providing work skill instructions ALT311209
13. Identify and select original Identifying and selecting original ALT723210
automotive parts and products automotive parts and products
No. Core Competencies Module Title Code

1. Service Automotive Battery Servicing Automotive Battery ALT723303
2. Service Ignition System Servicing Ignition System ALT723304
3. Test and Repair Testing and Repairing ALT723305

Wiring/Lighting System Wiring/Lighting System
4. Service Starting Motor Servicing Starting Motor ALT723307
5. Service Charging System Servicing Charging System ALT723308
6. Service Engine Mechanical Servicing Engine Mechanical ALT723309
7. Service Clutch System Servicing Clutch System ALT723310
8. Service Differential and Front Axle Servicing Differential and Front ALT723311
Axle
9. Service steering system Servicing Steering system ALT723312
10. Service Brake system Servicing Brake system ALT723314
11. Service suspension system Servicing Suspension ALT723315

System
12. Perform Underchassis Preventive Performing Underchassis ALT723306
Maintenance Preventive Maintenance
13. Overhaul Manual transmission Overhauling Manual ALT723313
Transmission
HOW TO USE THIS COMPETENCY BASED LEARNING MATERIAL
Welcome to the module “Servicing Suspension System”. This module contains training
materials and activities for you to complete.
The unit of competency "Service Suspension System" contains knowledge, skills and
attitudes required for an Automotive Servicing. It is one of the specialized modules at
National Certificate level (NC II).
You are required to go through a series of learning activities in order to complete each
learning outcome of the module. In each learning outcome are Information Sheets and
Resources Sheets (Reference Materials for further reading to help you better understand the
required activities). Follow these activities on your own and answer the self-check at the end of
each learning outcome. You may remove a blank answer sheet at the end of each module (or
get one from your facilitator/trainer) to write your answers for each self-check. If you have
questions, don’t hesitate to ask your facilitator for assistance.
Recognition of Prior Learning (RPL)

You may already have some or most of the knowledge and skills covered in this learner's
guide because you have:
• been working for some time
• already completed training in this area.
If you can demonstrate to your trainer that you are competent in a particular skill or skills,
talk to him/her about having them formally recognized so you don't have to do the same training
again. If you have a qualification or Certificate of Competency from previous trainings, show it
to your trainer. If the skills you acquired are still current and relevant to the unit/s of competency
they may become part of the evidence you can present for RPL. If you are not sure about the
currency of your skills, discuss this with your trainer.
At the end of this module is a Learner’s Diary. Use this diary to record important dates, jobs
undertaken and other workplace events that will assist you in providing further details to your
trainer or assessor. A Record of Achievement is also provided for your trainer to complete
once you complete the module.
This module was prepared to help you achieve the required competency in servicing
suspension system. This will be the source of information for you to acquire knowledge and
skills in this particular trade independently and at your own pace, with minimum supervision or
help from your instructor.
Talk to your trainer and agree on how you will both organize the Training of this unit.
Read through the module carefully. It is divided into sections, which cover all the skills,
and knowledge you need to successfully complete this module.
Work through all the information and complete the activities in each section. Read
information sheets and complete the self-check. Suggested references are included to
supplement the materials provided in this module.
Most probably your trainer will also be your supervisor or manager. He/she is there to
support you and show you the correct way to do things.
Your trainer will tell you about the important things you need to consider when you are
completing activities and it is important that you listen and take notes.
You will be given plenty of opportunity to ask questions and practice on the job. Make
sure you practice your new skills during regular work shifts. This way you will improve
both your speed and memory and also your confidence.
Talk to more experience workmates and ask for their guidance.
Use the self-check questions at the end of each section to test your own progress.
When you are ready, ask your trainer to watch you perform the activities outlined in this
module.
As you work through the activities, ask for written feedback on your progress. Your
trainer keeps feedback/ pre-assessment reports for this reason. When you have
successfully completed each element, ask your trainer to mark on the reports that you
are ready for assessment.
When you have completed this module (or several modules), and feel confident that you
have had sufficient practice, your trainer will arrange an appointment with registered
assessor to assess you. The results of your assessment will be recorded in your
competency Achievement Record.
Qualification : Automotive Servicing NC II
Unit of Competency : Service Suspension System
Module Title : Servicing Suspension System
Introduction :
This module covers the skills and knowledge in diagnosing suspension system failure,
dismounting/mounting suspension component parts, disassembling/assembling suspension
parts and inspecting/replacing suspension component parts.
It consists of two (2) Learning Outcomes that contains learning activities for both
knowledge and skills supported with information sheet, job/operation sheet and self-check.
Before attempting to perform the manual exercises, see to it that you have already read and
understood the information/operating sheet and answer correctly the self-check provided in
every Learning Activities.
Upon completion of this module, you have to undergo the assessment to be administered
by your instructor. A certificate of completion (COC) will be given to you as a proof that you met
the standard requirements for this module. The assessment could be made in different methods
as prescribed in the competency standards.
Learning Outcomes :
At the end of this module you will able to:
1. Diagnose suspension system failure

2. Dismount/mount suspension component parts.
3. Disassemble/assemble suspension parts
4. Inspect/replace suspension component parts.
Assessment Criteria :
1.1 Causes of failure are identified and repair works recommended.

2.1 Suspension components are dismounted/mounted.
2.2 Dismounted parts are tagged/marked.
2.3 Parts are dismounted without causing damage to vehicle components
3.1 Suspension parts are disassembled/assembled.
3.2 Suspension parts are disassembled/assembled without causing damage to other
vehicle components/system.
3.3 Disassembled parts are rinsed with cleaning solution
4.1 Suspension system components are checked for cracks, loose nuts, bolts or bushing,
and leaks.
4.2 Damaged suspension parts are identified.
4.3 Damaged parts are replaced
Prerequisite : Before you tackle this module you must complete first the module in Overhauling
Brake System.
Code No. Date: Developed Date: Revised Page #

Servicing and Repairing Suspension System
ALT723315 June 4, 2004 March 1, 2006 1
Qualification : Automotive Servicing NC II Module
Title : Servicing Suspension System Learning
Outcome #1 : Diagnose suspension system failure
Assessment Criteria :
1. Causes of failure are identified and repair works recommended.
Resources :
1. Simulated workplace
2. Suspension mock-up
3. CD, Tapes, Transparencies, Books
Code No. Date: Developed Date: Revised Page #

Servicing and Repairing Suspension System
ALT723315 June 4, 2004 March 1, 2006 2
Learning Outcome 1: Diagnose Suspension System Failure.
LEARNING ACTIVITIES SPECIAL INSTRUCTIONS
1. Identifying, explaining, and differentiating types of • Read information sheets LO1-
suspension system. 1, LO1-2 and LO1-3 to identify,
a. Purpose of Suspension System explain and differentiate types
b. Front Suspension Types of suspension system. Answer
c. Rear Suspension Types the self-check.
2. Identifying main components and function of • Read Information sheets LO1-

suspension system. 4 and LO1-5 to identify the
a. Types of Springs components and function of
b. Types of Shock Absorbers suspension system.
3. Explaining and illustrating the principle of • Read information sheets LO1-

operation of suspension system. 6 and LO1-7 to explain and
illustrate the principles of
a. Spring Operating Principles
suspension system.
b. Shock Absorber Operating Principles
• Read information sheets LO1-
• Can you identify the causes of suspension system
8, LO1-9 and LO1-10 to
failure?
determine the causes of
suspension system failure.
1. Identifying causes of suspension system failure.
• Perform Job Sheet LO1-1
a. Visual Inspection (Suspension parts)
• Operation Sheet LO1-1
b. Bounce Test.
• Operation Sheet LO1-2
c. Suspension Ride Height Check
d. Ball Joint Checks • Perform Job Sheet LO1-2
e. Checking Kingpin Clearance • Perform Job Sheet LO1-3
f. Control Arm Bushing Checks • Perform Job Sheet LO1-4
g. Strut Rod Bushing Checks • Perform Job Sheet LO1-5
h. Strut Checks • Perform Job Sheet LO1-6
• After learning activity 1, proceed to the next activity • After finishing this learning
• You can now identify suspension failure knowing all activity, answer the self
these causes? checks.
• The next activity will help you identify suspension • Have your instructor check
failure. your work before going any
further.
2. Identifying suspension system failure
a. Suspension System Diagnosis Chart • Perform Job Sheet LO1-7
b. Road Test Vehicle
• After finishing this learning activity, answer self check

no. LO2-2 and compare your answer with the answer
key provided.
• Have your instructor check your work before going
any further.
• After learning activity 2, take the next activity.
• Have you already performed lifting a vehicle?
• The next activity will enable you to lift a vehicle
properly.
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• Read Info. Sheet no. LO2-1
3. Lifting a vehicle • Read Job Sheet no. LO2-9
a. Hydraulic Jacks

key provided.
any further.
• After learning activity 3, take the next activity.
• Can you give some safety practices involved in this
type of job?
• The next activity will give you safety practices to be
observed in this type of job.
4. Observing vehicle, workshop area, and equipment • Read Info. Sheet no. LO2-2
safety procedure.
a. Shop Safety Rules

key provided.
any further.
• After completing all the learning activities included in
this module, take the Assessment to be conducted by
your trainer.
• Read Info. Sheet no. LO2-3
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INFORMATION SHEET LO1-1
Purpose of Suspension System
The front suspension of a vehicle is designed so the steering knuckle and spindle can
pivot on the steering axis to allow steering of the vehicle. The spindle must also rise and fall,
relative to the body, to allow the springs and shock absorbers to reduce bump and road shock
from the vehicle’s ride. The suspension system allows the springs and shock absorbers to
absorb the energy of the bump, so passengers can have a smooth ride. While doing these two
jobs, the suspension system must not allow loose, uncontrolled movement of the tire and wheel
and must keep the alignment of the tire as correct as possible.
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SELF CHECK LO1-1a
IDENTIFICATION
A. IDENTIFICATION: Identify the parts of the front suspension.
A.
B.
C.
D.
E.
B. Identify these ball joints.
A.
B.
C.
D.
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C. Identify the parts of this suspension.
A.
B.
C.
D.
E.
D. Identify the parts of this strut suspension
A.
B
C.
D.
E.
F.
E. Identify the parts of this swing axe suspension
A.
B.
C.
D.
E.
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ANSWER KEY LO1-1a
(SUSPENSION)
A. IDENTIFICATION
A. Upper control arm

B. Upper ball joint
C. Spring
D. Steering knuckle
E. Lower control arm
B. Ball joints
A. Follower
B. Tension load carrying
C. Compression load carrying
D. Follower
C. Strut suspension
A. Damper/upper mount
B. Spring
C. Strut/shock absorber
D. Steering knuckle
E. Lower control arm
D. Strut suspension
A. Upper mount
B. Bearing
C. Insulator
D. Spring
E. Strut
F. Jounce bumper
E. Swing Axle
A. Pivot bushing
B. Axle
C. Steering knuckle
D. Radius arm
E. Spring
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SELF CHECK LO1-1b
1. Identify the parts of this rear suspension
A.
B.
C.
D.
E.
F.
G.
H.
A.
B.
C.
D.
E.
A.
B.
C.
D.
E.
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4. Identify the parts of this leaf spring assembly
A.
B.
C.
D.
E.
F.
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ANSWER KEY LO1-1b
1. Solid axle
a. axle
b. control arm
c. driveshaft
d. torque arm
e. stabilizer bar
f. shock absorber
g. Panhard rod
h. Spring
2. Solid axle
a. pivot bushing
b. cross beam
c. spring and insulator
d. shock absorber
e. trailing arm
3. Strut
a. Spring
b. Stabilizer bar
c. Shock absorber
d. Knuckle
d. Control arm
4. Leaf spring assembly
a. bushing
b. center bolt
c. shackle
d. bushing
e. main leaf
f. spring clip/U-bolt
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SELF CHECK LO1-1c
TRUE OR FALSE (Front Suspensions)
1. In an S-L A suspension, the short upper arm is parallel to the longer, lower arm.
2. The upper and lower ball joints are the steering axis in an S-LA suspension
3. The roll center is at the center of the car on a line between the center of the tire’s
road contact and the instant center.
4. Placing the upper and lower control arms at angles (viewed from the side) creates a
resistance to brake drive
5. On most S-L A cars the load carrying ball joint is on the lower control arm
Multiple Choice
1. When a car is steered, the steering knuckle rotates on the

a. Steering axis c. Instant center
b. Roll center d. any of these
2. As the wheel of an S-L A suspension goes over a bump, the

a. vertical position
b. tire camber angle changes
c. track width changes
d. both a and b
3. The spring is on the lower control arm, and the steering knuckle is arranged so the outer
end of the control arm is between the ball joint bosses of the steering knuckle. This
control arm will use ball joint
a. compression loaded, load carrying c. follower
b. tension loaded, load carrying d. none of these
4. The coil spring is mounted off-center on some struts to

a. reduce vibrations c. try to center the loads on the strut
b. increase spring leverage d. all of these
5. The upper strut mount

a. allows the strut to rotate c. dampens road vibrations
b. allows the bottom of the strut to move sideways d. all of these
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ANSWER KEY LO1-1c
TRUE OR FALSE
1. FALSE
2. TRUE
3. TRUE
4. TRUE
5. TRUE
MULTIPLE CHOICE
1. A
2. D
3. A
4. C
5. D
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SELF CHECK LO1-1d
TRUE OR FALSE (Rear Suspensions)
1. During acceleration, excessive rear axle windup can cause wheel hop.
2. A Panhard rod and a track bar do the same.
3. A semi-trailing arm suspension allows vertical tire motion with zero camber change
4. With IRS, wheel hop during acceleration is prevented by the control arms.
5. A torque arm is used on some coil sprung rear axles to prevent axle windup and wheel
hop
MULTIPLE CHOICE
1. In many year suspensions (a) a Panhard rod is used to control the sideways position of
the rear tires, (b) a stabilizer bar is used to reduce vehicle lean on turns. Which is
correct?
a. A only c. both A and B
b. B only d. neither A nor B
2. In coil spring, solid axle suspension (a) the fore-aft position of the axle is controlled by
track rods, (b) upper and lower control arms are used to control windup. Which is
correct?
3. In a leaf spring rear suspension, the spring can be used to locate the (a) fore-aft
position of the wheels, (b) sideways position of the axle. Which is correct?
4. In rear suspensions, (a) the lower control arms are used to locate the fore-aft position of
the tires (b) a rigid axle housing can maintain correct rear wheel alignment. Which is
correct?
5. Which of the following is not found in an RWD IRS?

a. Struts c. Control arms
b. A solid axle housing d. trailing arms
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ANSWER KEY LO1-1d
TRUE OR FALSE
1. TRUE
2. TRUE
3. FALSE
4. FALSE
5. TRUE
MULTIPLE CHOICE
1. C
2. B
3. C
4. C
5. B
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Types of Front Suspension
There are essentially five types of front suspensions used on cars, pickup, and trucks:
Short Long Arm (SLA), multilinks, MacPherson strut, swing axle, and solid axle.
SHORT-LONG ARM SUSPENSION
Short-long arm or SLA is the typical RWD

car’s front suspension. It also called an
unequal arm suspension. It consists of two
control arms (a short upper arm, and a longer
lower arm), a steering knuckle with spindle,
and the necessary bushings and ball joints
(Fig. LO1-2a). The control arms are usually
triangular. A-arm shapes with two inner pivot
bushings mounted on the car’s frame or
reinforced body structure. These control arms
are also called A-arms or wishbones. Another
type of lower control arm uses a single inner
pivot bushing along with either a trailing or a
leading strut rod. A trailing strut rod is also
called a tension rod because it has the pivot
bushing at the front and the control arm end at
the rear. A leading strut rod is also called a
compression rod; it has the pivot bushing at
the rear.
Figure LO1-2a. Two views of an SLA Suspension
system
The strut rod prevents forward or rearward
movement of the free (outer) end of the control
arm. The outer ends of both control arms
connect to the steering knuckle, which
includes the spindle, through a ball joint.
S-LA Springs and Ball Joint
The car’s weight is transferred to the front

wheels through a spring. On SLA
suspensions, this is usually a coil spring:
torsion bars, leaf springs, or air springs also
can be used. The spring is commonly mounted
between the car’s frame and the lower control
arm and fender well, which is reinforced to
accept this load (Figure LO1-2b).
Figure LO1-2b. Cars without frames, or unibody

cars, usually position the spring between the upper
control arm and reinforced fender well.
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Newer multilink, long-knuckle SLA designs
use a strut-mounted spring (Figure LO1-2c).
Figure LO1-2c. This multilink suspension uses a

spring mounted over the shock absorber, like a
strut. The lower end is attached to the lower
control arm through a bushing.
The ball joint attached to the control arm
with the spring is called the load-carrying ball
joint because it must be constructed to carry a
portion of the car’s weight. Since a substantial
amount of load is on this joint, the joint can be
constructed with running clearance. The
vehicle load holds the joint tightly together,
eliminating any free play (Figure LO1-2d).
Some load-carrying ball joints are arranged

with the control arm positioned above the boss
or mount on the steering knuckle, so the load
squeezes the ball joint together. These are
called compression-loaded ball joints.
Figure LO1-2d. A vehicle load travels from the

frame or body, through the spring, along the
control arm, through a ball joint, and on through
the steering knuckle, wheel bearings, wheel, and
tire, to the ground.
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Most cars position the control arm under
the steering knuckle mount, so the load tries to
pull the ball joint apart. These are called
tension-loaded ball joints (Figure LO1-2e).
Figure LO1-2e. Depending on whether the control

arm is above or below the steering knuckle boss,
the load-carrying ball joint will be of a compression
or tension design.
The other ball joint is called the follower,

friction-loaded, steering, or dampening ball
joint. The follower joint carries no vertical load;
its major job is to keep the tire and wheel in
alignment. This joint is built with slight internal
preload to prevent any looseness or freeplay;
this preload is not great enough to cause
steering drag. The follower and load-carrying
ball joints form the steering axis, the pivot
points for steering the front wheels (Figure
LO1-2f). Figure LO1-2f. The follower ball joint uses a
preload spring to keep the joint tight so it will have
no play or clearance.
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Some vehicles use a type of ball joint and
tie rod end called low friction. These joints use
a very smooth ball and a socket that is lined
with a very slick polymer plastic material.
These joints are normally permanently
lubricated, use an improved grease seal, and
have no grease fitting. Low friction joints are
most common on lighter vehicles.
Multilink Suspensions
Some SLA designs have evolved so the

steering knuckle has become taller, about to
the top of the tire, and the spring is strut
mounted over the shock absorber. This design
is also called double-wishbone, wishbone-
strut, long-knuckle, or long-spindle SLA
(Figure LO1-2g).
Figure LO1-2g. This double-wishbone suspension
uses a spring and damper unit much like a strut
suspension. The long curved knuckle and very
angled upper control arm allow its use in areas of
limited size.
Strut Suspension
A strut suspension, often called a

MacPherson strut, has no upper control arm or
upper ball joint. The steering knuckle connect
to a spring and shock absorber assembly,
which is the strut. The upper end of this
assembly connects to the car body through a
pivot damper unit. A lower control arm is used;
it serves the same purpose as the lower
control arm is used; it serves the same
purpose as the lower arm of an SLA
suspension (Fig. LO1-2h). Many strut systems
use a control arm with a single inner pivot,
along with a strut rod.
Figure LO1-2h. Most control arms use two inner

bushings so both wheelbase and track can be
maintained A) Some control arms have a single
inner bushing and use a strut rod to maintain
wheelbase.
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Some strut systems mount the stabilizer
bar so that the end of the stabilizer bar can
serve as the strut rod (Figure LO1-2i).
Figure LO1-2i. This strut suspension uses a control

arm with a single bushing and controls the track
position of the tire. The wheelbase position is
controlled by the end of the stabilizer bar, which
also serves as a trailing strut.
The strut is basically a coil-over shock, or a
shock absorber with a coil spring mounted
around it. The strut becomes shorter when the
tire moves upward over a bump and longer if
the tire drops into a hole.. An oversize shock
piston rod is required to withstand sideways
bending forces; vertical loads on the tire and
wheel result in sideways loads on the strut.
This side load also tends to put a bind on he
strut motion. Some manufacturers mount the
spring seats at an angle or off center to try and
reduce strut rod bind (Fig. LO1-2j).
Figure LO1-2j. Many struts have the spring seats
located off-center to reduce the side load on the
strut piston rod and bushing. Vehicle load tends to
bend the strut sideways, the spring loads help
offset this tendency.
As the tire and wheel move up and down,
the ball joint lower control arm travels in an arc
similar to that of an S-L A suspension. As this
occurs, the lower end of the strut must move
inward and outward relative to the car; this
movement changes the vertical position of the
strut and therefore the camber angle. The
strut’s angle change is allowed by the design
flexibility of the upper strut mount or pivot-
damper assembly. The damper is also called
an insulator (Fig. LO1-2k).
Figure LO1-2k. The strut must change length

during suspension travel. The outer end of the
control arm must travel in an arc, just like the lower
control arm on an S-L A suspension.
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Modified Struts
Some cars use a modified strut, in which

the spring is mounted on the lower control arm
instead of the strut. This is also called a single
control arm suspension (Fig. LO1-2l). In this
suspension, the strut is essentially the same
as a standard strut without the sprig mounts;
the upper strut mounts or dampers and pivots
are the same. The lower control arm and ball
joint are essentially the same as the lower
control arm on an S-L A suspension, and the
lower ball joint is a load-carrying ball joint.
Figure LO1-2l. A modified strut uses a spring
mounted on the lower control arm like an S-L A
suspension. The strut serves as the upper end of
the steering axis with the shock absorber.
A torsion bar can also be sued with a strut.

On these cars, the lower control arm usually
becomes the lever arm for the torsion bar (Fig.
LO1-2m).
Figure LO1-2m. In a strut suspension, the vehicle

load passes from the body, through the upper strut
mount, down trough the spring to the steering
knuckle, and on through the wheel bearings,
wheel, and tire to the ground (A) In a modified
strut, the load travels trough the spring and lower
control arm, like an S-L A suspension (B).
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Solid Axle
As mentioned earlier, solid axles are not
used on passenger cars because of their
harsher ride and inferior handling
characteristics on uneven roads. They are
commonly used on trucks, 4WDs, and
some pickups because of their minimum
number of wear points. A solid axle is
simply a strong, solid beam of steel
(usually I shaped) with a kingpin at each
end to connect to the steering knuckle.
This axle is called a monobeam by one
manufacturer (Fig. LO1-2n).
Figure LO1-2n. A solid axle with springs and
steering linkage.
Swing Axles, Twin I-Beam Axles
Swing axles, also called twin I-beam axles

have been used by Ford Motor Company
on its pickups, 4WDs, and light trucks.
Twin I-beam axles combine some of the
sturdiness and simplicity of a solid axle
with some of the improved ride and
handling characteristics of an independent
suspension types (Fig. LO1-2o).
Miscellaneous Suspension Types
Other front suspension types have been Figure LO1-2o. A twin I-beam front suspension.
used on cars, but these are not in current This particular swing axle design uses two ball
joints to connect the steering knuckle to the axle.
use or commonly used by any major
manufacturer. The last one of these used
to a large extent was the trailing arm
suspension. The steering knuckle support
is attached to one or pair of trailing arms.
During travel over bumps, the tire and

wheel swing upward at the ends of the
trailing arms. There is zero camber or track
change. This suspension has a limitation in
that vehicle lean causes an equal change
in camber. This results in poor front-tire
adhesion while cornering (Fig. LO1-2p).
Figure LO1-2p. A twin trailing arm suspension. The

steering knuckle is supported by the two trailing
arms. Torsion bars are enclosed in the two
traverse tubes to function as the front springs.
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SELF CHECK LO1-2a
1. Identify the parts of this shock absorber
A.
B.
C.
D.
E.
F.
G.
H.
I.
2. Identify the parts of this shock absorber
A.
B.
C.
D.
E.
F.
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ANSWER KEY LO1-2a
1. Single tube
a. pressure tube
b. oil chamber
c. gas pressure chamber
d. piston rod\
e. working piston and valve
f. dividing piston
2. Double-tube
a. upper bayonet mount

b. piston rod
c. bushing and seal
d. pressure tube
e. reservoir tube
f. travel stop
g. piston and valves
h. base valve
i. lower ring mount
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SELF CHECK LO1-2b
TRUE OR FALSE (Spring)
1. Jounce is a term referring to a suspension’s vertical motion.

2. Downward travel of the suspension is called rebound
3. A very strong spring bounces at a higher frequency than a weak spring
4. A spring normally compresses from its free length when it is installed
5. Because of the leverage of the control arm, the end of the spring used in an S-L A
suspension travels about twice as far as the wheel during bounce
MULTIPLE CHOICE
1. A composite leaf spring has a somewhat tapered shape to

a. allow proper mounting c. provide a variable rate
b. speed manufacturing d. all of these
2. With an air spring, (a) car height for a parked vehicle is maintained by the rubber
membrane, (b) The spring rate rises during jounce. Who is correct?
3. With col springs, (a) coil clash is a sign of a sagged spring (b) a nick in the paint can
cause spring breakage. Which is correct?
4. With torsion bars, (a) a problem with low ride height can be corrected by adjusting them
(b) the main way to change the load rate is adjusting the length of the lever arm. Which is
correct?
5. Stabilizer bars
a. reduce body lean on turns c. add roll resistance to the suspension
b. will make a one wheel bump harsher d. all of these
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ANSWER KEY LO1-2b
TRUE OR FALSE
1. FALSE
2. TRUE
3. FALSE
4. TRUE
5. TRUE
MULTIPLE CHOICE
1. B
2. B
3. C
4. A
5. D
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SELF CHECK LO1-2c
MULTIPLE CHOICE (Shock Absorbers)
1. High pressure gas charges are used in shocks to

a. increase the shock’s spring rate c. reduce the unsprung weight
b. prevent mushy operation d. all of these
2. Air in the working chamber of a shock will cause (a) overheating, (b) mushy operation.
Which is correct?
3. In a single-tube shock absorber, the (a) extension valves are in the working piston, (b)
compression valves are in the base valve. Which is correct?
4. Computer controlled shocks use

a. sensors to determine various phases of a car operation
b. an actuator to change shock valving
c. the computer to determine proper shock settings
d. all of these
5. The best way to locate a faulty shock is to

a. inspect them visually
b. use the bounce test
c. give the car a road test
d. all f these
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ANSWER KEY LO1-2c
MULTIPLE CHOICE
1. B
2. B
3. A
4. D
5. D
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REAR SUSPENSION TYPES
Rear suspensions are very similar to front suspensions in that they allow vertical tire
movement. However, in most cases, they do not allow steering, and in cases in which four-
wheel steering is used, the steering is very limited.
Cars, pickups, vans, and trucks have

traditionally used driven, solid rear axles that
are sometimes called live axles. This sturdy
assembly holds the tires and wheels in
alignment, transfers the vehicle load from the
springs to the tires and wheels, and provides
the gearing necessary to transfer the power
from the driveshaft to he tires and wheels.
A solid axle is subject to the same
movements possible from a front axle; windup,
side shake, yaw and tramp. In a live axle, the
action of sending power to the tires and
wheels and causing them to turn in a forward
direction produces a reaction of the axle
housing trying to rotate it in the opposite
direction. If we could see it, a hard
acceleration of the car produces a turning Figure LO1-3a. The rear axle of a RWD car tends
force at the axle that tries to lift the front tires to wind up or rotate in response to acceleration
and wheels. A “wheelie” by a drag race is a and braking torque
dramatic example of this (Fig. LO1-3a).
Solid Axle, Leaf Spring Suspension
The solid axle, leaf spring suspension is

the simplest form of rear suspension. At one
time, it was also the most common. A pair of
leaf springs attaches to the frame through a
rubber bushing at the front and trough rubber
bushings and a shackle at the rear. The rear
axle housing bolts solidly to the center of the
spring with a set of U-bolts. The front portion
Figure LO1-3b. A leaf spring rear suspension
of the spring acts as a control arm, positioning consists of the springs and shock absorbers
the rear axle housing and establishing the
wheelbase (Fig. LO1-3b).
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Solid Axle, Coil Spring Suspension
Because a coil spring does not have the

ability to locate an axle, coil spring solid axles
require more parts. A coil spring rear end
usually uses two lower suspension arms
(sometimes called links) to control the rear
axle end of the wheelbase. It also uses one or
more upper suspension arms to control axle
windup and side motion. When two upper
arms are used, they are usually skewed
diagonally (mounted at an angle) to control
side motion as well as windup. The lower arms
are usually in a trailing and parallel position to
allow bind-free. Some designs use only one Figure LO1-3c.This rear suspension has a single
upper arm to control axle windup plus a upper control arm to prevent axle rotation. Side
Panhard rod, also called a track bar, to control motion is controlled by the track bar, also called a
side motion (Fig. LO1-3c). A Panhard rod Panhard rod; the track bar connects to the axle at
connects to the axle, runs across the car, and the left end.
connects to the frame of the car. A flexible
bushing is used at each end. Sometimes a
Watt’s link is used in place of a Panhard rod
with a torque arm (Fig. LO1-3d).
Figure LO1-3d. This suspension uses a torque arm

to prevent axle windup. The track rod prevents side
motion, the stabilizer shaft reduces lean on
corners, and the lower control arms control the
wheelbase.
Figure LO1-3e. In early Corvettes (A) a single

trailing arm controlled wheelbase, brake torque,
and poe angle; Camber angle was controlled by
the axle shaft and the lower strut.
Independent Rear Suspension
Independent rear suspension (IRS) on

RWD vehicles has been used only on cars of
luxury or sporty nature. IRS is more expensive Figure LO1-3f. In newer Corvettes (B) a five link
to build and has more wear points than a solid suspension uses two trailing arms to control
axle, but it provides better ride qualities and wheelbase and braking torque, a tie rod to control
usually better camber and toe control of the toe angle, and a spindle support rod and axle shaft
rear tires (Fig LO1-3e and f). to control camber angle.
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IRS, Semitrailing Arm Suspension
In the IRS, semitrailing arm suspension design, each rear tire and wheel is mounted on a
single control arm, which is usually mounted to the frame through one or a pair of rubber
bushings (Fig. LO1-3g).
Figure LO1-3g. Semitrailing arms support the rear wheel bearings to control camber and toe angles, as
well as control the wheelbase. Note the angles of the front pivot bushings that make these semitrailing
arms.
IRS, Trailing Suspension
Chevrolet Corvettes use a trailing arm IRS,

but additional control links have been added to
provide better tire angle control (Fig. LO1-3h).
Figure LO1-3h. In early Corvettes, (A) a single trailing am controlled wheelbase, brake torque, and toe
angle; camber angle was controlled by the axle shaft and lower strut. In newer Corvettes, (B) a five link
suspension uses two trailing arms to control wheelbase and braking torque, a tie rod to control toe
angle, and a spindle support rod and axle shaft to control camber angle.
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IRS Strut Suspension
Strut suspension in an IRS closely resembles the strut suspension used on front wheels
RWD strut suspensions are called Chapsman struts (Fig. LO1-3i).
Figure LO1-3i. This strut suspension uses two lower suspension arms to control track and toe angle; the
strut rod controls wheelbase.
Miscellaneous RWD Axle and Suspension

Types
At least three other RWD suspension types

have been used on cars, but their use is very
limited at this time. They include swing axle
(Fig. LO1-3j), low pivot axle, and de Dion axle
(Fig. LO1-3k).
Figure LO1-3j. A trailing arm with swing axle rear

suspension. The axles that control camber connect
to universal joints at the differential assembly.
Torsion bars are used for rear springs.
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Figure LO1-3k. This wheel drive van uses a de
Dion style axle. The driveline module containing
the differential is attached to the vehicle
underbody.
FWD Rear Axles
FWD cars use rather simple rear axles All

that is necessary is to allow the tire and wheel
to move up and down, while staying in
alignment. The suspension designs can be a
variation of any of the types previously
discussed. Most manufacturers use variations
of three styles: the solid axle, trailing arm, and
strut.
FWD, Rear Solid Axle Suspension
A solid axle beam, usually of stamped

steel, connects the two tires and wheels. A
pair of tailing arms are bolted rigidly or welded Figure LO1-3l. A trailing arm, solid axle rear
onto the axle beam and connect to the frame suspension from FWD car. The axle controls track
through rubber bushings. and the camber and toe angles, the trailing arm
control wheelbase, and the track bar controls side
The axle and trailing arms are somewhat motion.
flexible, to allow for slight twists when the car
leans on corners. Side motion of the axle is
controlled by a Panhard rod (Fig. LO1-3l).
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FWD, Rear Trailing Arm Suspension
Each rear tire and wheel is attached to a

trailing arm. The trailing arm is attached to the
frame through a pivot bushing at the front.
Most FWD, rear trailing arm designs connect
the two trailing arms to each other with a cross
beam. This cross beam strengthens the
trailing arms and tends to reduce body roll; it
has to twist during body lean. Without the
cross beam, the trailing arms would operate
completely independently. (Fig. LO1-3m).
Figure LO1-3m. A trailing arm rear suspension. A

lateral beam (not shown) connects the two trailing
arms
FWD, Rear Strut Suspension
Nonpowered rear struts normally used a strut, control arm, and strut rod to control rear tire
and wheel movement. The spring can be mounted on the strut or between the car body and the
lower control arm to save mounting room. In some designs, the lower control arm is replaced
by a pair of lateral links (Fig. LO1-3n.).
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Figure LO1-3n. Several styles of rear strut
suspensions for RWD cars. Note the type and
location of the spring and the different styles of
lower control arms.
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SELF-CHECK LO1-3
Answer the following briefly.
1. Enumerate the types of rear suspension used on light duty vehicle.
2. Differentiate each types of rear suspension.
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ANSWER KEY LO1-3
1. Enumerate the types of rear suspension used on light duty vehicle.
a. Solid Axle Leaf Spring Suspension

b. Solid Axle, Coil Spring Suspension
c. IRS, Semi Trailing Arm Suspension
d. IRS, Trailing Arm Suspension
e. IRS, Strut Suspension
f. FWD, Rear Solid Axle Suspension
g. FWD, Rear Trailing Arm Suspension
h. FWD, Rear Strut Suspension
i. FWD, Rear Short-Long Arm Suspension
2. Differentiate each types of rear suspension.
a. Solid Axle Leaf Spring Suspension – is the simplest form of rear suspension. A pair
of leaf springs attaches to the frame through rubber bushings at the front and through
rubber bushings and a shackle at the rear. The rear axle housing bolts solidly to the
center of the spring with a set of U-bolts. The front portion of the springs acts as a
control arm, positioning the rear axle housing and establishing the wheelbase.
b. This rear suspension has a single upper control arm to prevent axle rotation. Side motion
is controlled by the track bar, also called Panhard rod; the track bar connects to the axle
at the left end.
c. Semitrailing arms support the rear wheel bearings to control camber and toe angles, as
well as control the wheelbase. The angles of the front pivot bushings that make these
semitrailing arms.
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TYPES OF SPRINGS
Types of Springs
1. Coil Spring – The coil spring is made of

length of round spring-steel rod wound
into a coil. Some coil springs are made
from a tapered rod. This gives the
spring a variable spring rate. As the
spring is compressed, its resistance to
further compression increases (Fig. 1-
4a).
Figure LO1-4a. Types of springs
2. Leaf spring – two types of leaf spring

are single leaf and multileaf springs.
These have several flexible steel plates
of graduated length, stacked and held
together by clips. In operation, the
spring bends to absorb road shocks.
The plates bend and slide on each
other to permit this action (Fig. LO1-4b).
Figure LO1-4b. Rear-suspension system using leaf

springs, showing how the spring attaches to the
frame and axle housing
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3. Torsion Bar – The torsion bar is a
straight rod of spring steel, rigidly
fastened at one end to the vehicle
frame or body. The other end attaches
to an upper or lower control arm (Fig.
LO1-4c)
Figure LO1-4c Front suspension system using

longitudinal torsion bars.
4. Air Spring – The air spring (Fig. LO1-
4d) is a rubber cylinder or air bag filled
with compressed air. A plastic piston on
the lower control arm moves up and
down with the lower control arm. This
causes the compressed air to provide
spring action. If the load in the vehicle
changes, a valve at the top of the air
bag opens to add or release air. An air
compressor connected to the valve
keeps the air springs inflated.
Figure LO1-4d. Air spring which is a rubber

cylinder or air bag filled with compressed air
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SHOCK ABSORBERS
Figure LO1-5a. Construction of a simple shock

absorber
Purpose of Shock Absorbers

A shock absorber (Fig. 1-5a) is a tubular
hydraulic device placed near each wheel to
control or dampen spring oscillations. One end
of the shock absorber attaches to the vehicle
body or frame. The other end attaches to a
moving suspension part such as the axle
housing or a control arm. Movement of the
spring then causes the shock absorber to Shock absorber mounted in a shock absorber and
lengthen and shorten. strut assembly with the coil spring.
The purpose of the hydraulic shock Figure LO1-5b. shows the shock absorber action in
absorber is to dampen spring oscillations. It a variable damping strut. During normal driving,
does not support the weight of the vehicle, nor grooves in the strut tube allow fluid to pass around
does it affect vehicle height. the piston. When the wheel suddenly drops into a
pothole in the road, the tube extends more than
normal. Now the piston is above the grooves. The
Shock Absorber Operation fluid can pass only through the holes in the piston.
This increases the resistance to piston movement
It is basically an oil-filled cylinder or tube in and reduces the impact of the suspension against
which a piston moves up and down (Fig. 1). its stops.
This forces the oil or hydraulic fluid in the
cylinder to flow through small fluid passages or
orifices in the piston. The resulting fluid friction
limits spring bounce.
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Figure LO1-5c. Shock absorber action in a variable
damping strut.
Other Types of Shock Absorber (Fig. LO1-

5c)
1. Spring-Assisted shock Absorbers – This

type combine spring action with shock
absorber action. This helps maintain proper
vehicle height regardless of load.
2. Adjustable Shock Absorber – It has three

positions that can be selected to change
the firmness of the shock absorber action.
Turning the upper dust tube one way
produces a softer ride. Turning it the other
way produces a harder ride. In some cars,
the driver can change the shock absorber
setting by moving a switch on the
instrument panel.
3. Air Shock Absorber – Have a rubber boot
surrounding the shock absorber. This
forms a sealed air chamber which is filled
with compressed air. The compressed air
Figure LO1-5c. Various types of shock absorbers.
increases the load-carrying capacity of the
vehicle while maintaining proper rear-end
height.
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Many vehicles have automatic level control
or electronic level control (Fig. LO1-5d). The
two rear air shock absorbers are connected by
air lines to an air compressor on the vehicle.
At least one of the shock absorbers includes a
height sensor. It signals the electronic control
module (ECM) when the load in the rear of the
vehicle has caused a change in vehicle height.
The ECM then switches on the air compressor
to add air to the shock absorber. Removing
the load causes the ECM to open the air valve.
This bleeds air from the system.
Some vehicles have electronically-adjusted

air shocks or air struts at all four wheels.
Figure LO1-5d. Electronic automatic-level-control

system. A height sensor in the shock absorber
switches the electric air compressor.
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SPRING OPERATING PRINCIPLE
The springs make the load carrying connection between the suspension members and the
frame. Springs have the ability to bend or twist and absorb energy when they are compressed
to shorter lengths. When a tire meets an obstruction, it is force upward, and the energy of this
upward motion is absorbed by the spring rather than transmitted to the frame and body of the
vehicle. The spring however only absorbs this energy for a brief period; as soon as possible, it
releases the energy by extending back to its original length. This extension either pushes the
tire back down on the road or lifts the car if he obstacle is still under the tire.
When the spring releases its stored energy, it does so with such quickness and
momentum that the end of the spring usually extends too far. The spring goes through a
series of oscillations, contractions, and extensions until all of the energy in the spring is used up
or released. The speed of these oscillations depends on the natural frequency of the spring and
suspension. A car with undampened springs (i.e., no springs) tends to bounce up and down in
time to these oscillations. In most cases, this bounce frequency is disturbing to the driver or
passengers. A stronger spring oscillates at a faster frequency than a softer one. Many
manufacturers purposely mismatch the spring frequency at the front and at the rear to obtain a
flatter, more acceptable ride.
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SHOCK ABSORBER OPERATING PRINCIPLE
Figure LO1-7a Shock absorber locations (arrowed)
Spring oscillations are normally dampened or reduced by shock absorbers. Shock

absorbers are very poorly named. They do not absorb shock; the springs do. The shock
absorbers stop excessive spring oscillations. The shock absorber absorbs some of the energy
that was put into the spring by the bump and it converts the energy into heat that is dissipated
into the air. A shock absorber is usually mounted inside or next to each of the four springs on
a car (Fig. LO1-7a).
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DIAGNOSIS CHART
C P
Vi o WC C
br h Ti h C
re C
W h
h C
Br h
a C
D h
ri In
D h
a
E sC
Ex n R h C
ce L o C h
o C
D h
Im Ina C h
pr E c C h
xc
E h C
Ro xcD h C
ug
Ve a Br h C
hic o h
to
o
Pu U C
lls M
or n C h
lef is
Br h C
a
St h C
e
V h C
e C
Ti h
g h m
In C o
c C
In h
cE h C
Pu xc E h C
lls W xc Ch
or C
Br h
W In a C h
an Is C
co h
ns
co I hm C
rre m I h C
To In m C h
rq L c C h
Io h
St M m C
ee
ce is In h
C
nt cSt h C
Ha e E eC
rd Bi xc C
h
n C
P h
o C
Bi h
Ex W h n C
ce or I hC
m
W hC
Im R or C
h
pr M e Ch
is h
Figure LO1-8a. Steering and Suspension System Diagnosis Chart
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TROUBLE TREE
Figure LO1-8b. This is a procedure to locate the cause of a lead or pull condition. We
begin at the top and work our way until the cause is located and remedied.
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SELF CHECK LO1-8a
1. Describe briefly how the car should be lifted to check each of these ball joint.
A.
B.
C.
D.
E.
F.
2. What is the technician doing?
How will he know if it is good?
3. What does this dimension mean?
How do you check the ball joint using it?
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4. What is this technician doing?
How can he isolate areas that are being checked?
5. How would you check the circled item?
What is it?
6. What is this technician doing?
List the parts that can affect it.
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ANSWER KEY LO1-8a
1. A, B, and F: Lift by frame with prop under upper arm, C, D, and E: Lift under lower
control arm.
2. He is checking a wear indicator ball joint. If he can’t rotate the perk fitting, the ball joint is
worn.
3. If this dimension changes more than 3/32” when the ball joint is unladed, the ball joint is bad.
4. He is checking for play at the wheel bearings, ball joints, king pin, and control arm bushings
5. Measure the distance it moves as the vehicle is lifted or measure the amount of side
motion as the spring is pushed and pulled
6. He is checking for play in the steering linkage, wheel bearings, tie rod ends, idler
arm, Pitman arm end, steering gear, steering couplers.
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Figure LO1-9a. Hydraulic floor jack and Fig. LO1-9c. Jack stands are used under to support the
engine support tool vehicle.
REAR LIFT POINTS FOR SINGLE

POST LIFT
Figure LO1-9b. Designated lift points for one vehicle, specified by the vehicle manufacturer
The automotive shops use a variety of hydraulic jacks. One type is the portable floor jack
(Fig.LO1-9a.). Pumping the handle increases the pressure in the hydraulic cylinder. This causes
the ram to extend and raise the lifting saddle. Turning the top of the handle or moving a lever on
the handle releases the pressure. Then the saddle and load settle back down.
Always lift at the proper lift point under the vehicle (Fig. LO1-9b). If in doubt,
refer to the vehicle manufacturer’s service manual. Lifting at the wrong points can
cause vehicle damage.
CAUTION!
Never work under a vehicle supported only by a jack. Always support the vehicle on safety
stands before going under it (Fig. LO1-9c) A jack could slip or release. Then the vehicle would
fall on you. Serious injury or death could result.
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SHOP SAFETY RULES
6. Make sure your clothes are right for the

job. Dangling sleeves or ties can get
caught in machinery and cause serious
injury. Do not wear sandals or open-toe
shoes. Wear full leather shoes with
nonskid rubber heels and soles. Keep long
hair out of machinery by wearing a cap.
7. Do not wear any rings, bracelets, or
watches when working moving machinery
or electrical equipment. Jewelry can catch
in moving machinery with very serious
results. Also a ring or bracelet can
accidentally create a short circuit of the
battery. Then the metal of the ring or
bracelet may become white hot in an
Figure LO1-10a. instant. This will severely burn you.
Some people say, “accidents will 8. Wipe oil and grease off your hands and
happen!” But safety experts disagree. They tools. You need a good grip on tools and
say “Accidents are caused.” They are caused parts.
by careless actions. They are caused by
inattention to the job. And they are caused by 9. If you spill oil, grease, or any liquid on the
using damaged or incorrect tools.” Fewer floor, clean it up. Help prevent injury from
accidents occur in shops that are neat and slips and falls.
clean.
10. Never use compressed air to blow dirt
To help prevent accidents, follow these safety from your clothes. Never point a
rules. compressed air blowgun at another person.
1. Work quietly and give your full attention 11. Always wear eye protection when
to the job you are doing. liquid spray or particles are flying about.
Safety glasses, safety goggles or face
2. Keep your tools and equipment under shield (Fig LO1-10b) should always be
control available. Always wear eye protection when
using grinding wheel (Fig. LO1-10c).
3. Keep jack handles out of the way (Fig.
LO1-10a). Stand the creeper against
the wall when not in use.
4. Never indulge in horseplay or other

foolish action. You could cause
someone to get seriously hurt.
5. Never put screwdrivers or other sharp

objects in your pocket. You could cut or
stab yourself. Or you could damage the
upholstery in a car
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Fig. LO1-10b. Always wear safety glasses, safety Figure LO1-10c. Always wear eye protection when
goggles, or a face shield when liquid spray or using a grinding wheel.
particles are flying or falling around you.
12. Watch out for sparks from a grinding

wheel or a welding job. The sparks can
set hair or clothes on fire
13. When using solvents or other chemicals,
wear goggles to protect your eyes. If you
get a chemical in your eyes, flush them
with water at once (Fig. LO1-10d) then go Figure LO1-10d. If solvent or some other chemical
to the school nurse. splashes in your eyes, immediately wash them out
with water.
14. Always use the right tool for the job.
15. Keep your hands away from the engine fan and accessory drive belts when the engine is
running. Your hand could get caught in the fan r between a belt and a pulley. You could
be badly cut or even lose a fingers.
16. Do not stand directly in line with the engine fan when it is turning or the engine is running.
Some fans, especially fans with flexible blades, have thrown off a blade while spinning. A
flying fan blade may injure or kill anyone it strikes.
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JOB SHEET LO1-1
INSPECT SUSPENSION SYSTEM
The purpose of an inspection is to
determine the cause for the vehicle owner’s
complaint and to determine what steps will be
needed to cure the complaint. It is a god
practice to note any other parts that show
signs of failing in he near future so the
customer ca be aware of them. The
suspension should operate for many miles and
a year or so until the next time it is inspected;
the average motorist does not check
suspension components very frequently
(Figure LO1.1a).
Figure LO1-1a. As the suspension parts wear, they
allow the alignment of the front tires to chance and
permit uncontrolled, sloppy tire movement.
SAFETY TIP: A suspension, steering, or brake failure can place the car and its passengers in a
highly dangerous situation. While making an inspection, this fact is in the forefront of the front-
technician’s mind. Any item that might fail in the near future and cause an accident is noted
and brought to the car owner’s attention.
Sometimes an inspection will determine that a simple adjustment or realignment is all

that is needed to correct the situation; often a worn bushing or ball joint will show up. Worn
parts must be replaced before an alignment can be done. It does no good to do a wheel
alignment if the suspension parts are sloppy. In most cases on an older car, when realignment
is necessary, that need is probably caused by worn parts or sagged springs. Remember tat the
rear wheels also have a suspension system and that their parts also wear out. Rear suspension
bushings and pivots are checked in the same manner as those at the front.
As an inspection is being performed, it is a good practice to follow a set procedure to

ensure that portions of the suspension and steering systems are not skipped or forgotten.
When checking a modern car, another good practice is to note the instrument panel lights as
you start the engine. They will indicate if the car has ABS or an airbag and if these systems are
operating properly.
A suspension and steering system inspection should include checks of the:
1. Steering wheel for excessive steering looseness or binding.

2. Tires for correct inflation.
3. Tires for wear pattern to give an indication of incorrect alignment, balance, or worn parts,
and also for physical defects that might cause failure.
4. Vehicle for correct height and attitude.
5. Vehicle for optional springs, shock absorbers, or overload devices that might change the
ride quality or alignment.
6. Tire spinning (by hand) for tire runout and wheel bearing condition.
7. Tire and wheel shake (top and bottom) for wheel bearing looseness.
8. Tire and wheel shake (side to side) for steering component looseness.
9. Ball joints for excessive looseness, boot condition, and binding.
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10. Control arm bushings and end links for wear or deterioration.
11. Strut rod bushings for wear deterioration.
12. Stabilizer bar bushings and end links for wear or deterioration.
13. Springs for loose or broken parts.
14. Shock absorbers or strut for leakage, loose or broken mounts or broken parts.
15. Tie rods for looseness or torn boots.
Many technicians follow an inspection checklist (Fig LO1-1b). The checklist helps ensure
that none of the checks is missed or forgotten, and it allows a more professional discussion with
the car owner.
Spring and shock absorber Inspection
An inspection of the springs and the shock absorbers often begins with a customer
complaint of noise, tire wear low vehicle (one end, one side or all over, excessive vehicle
leaning on turns, or front end dive under braking. Any of these complaints might indicate
weak or broken springs or shock absorbers.
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Figure LO1-1b. Many technicians follow a checklist like this to ensure that they do not skip any checks and also
to give the car owner a record of what was found during the inspection.
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ASSESSMENT TASK LO1-1
Your trainer will provide you with the necessary tools and equipment for the job, and
supervise you in your work; you will be graded based on the list below:
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OPERATION SHEET LO1-1
OPERATION TITLE : PERFORM BOUNCE TEST
PURPOSE :
The bounce test is a simple and quick test that should give an indication of the
condition of the suspension system.
EQUIPMENT TOOLS AND MATERIALS:
• Vehicle equipped with suspension system
PROCEDURE:
1. Grip one end of the bumper and alternately
pull upward and push downward several
times until you get that corner of the car
bouncing up and down as high as you can.
While the car is bouncing up and down,
listen for any unusual noises that might
indicate worn or broken parts.
2. With the car at the upper end of a bounce,
release the bumper and watch the
remaining oscillations until they stop. Two
or more oscillations indicate the possibility
of worn shock absorbers or, less likely
worn front-end bushings (Fig 1).
3. Repeat steps 1 & 2 at the other end of the
bumper and compare the bouncing action
of the two sides of the car. They should be Figure 1. A shock absorber bounce test is manually
the same; a difference indicates a weak performed by bouncing each corner of the car; with the
car bouncing as much as possible, it is released and the
shock absorber or worn suspension bouncing action is observed. If it bounces more than
bushings. one and half oscillations, the shock absorber is probably
weak.
4. Repeat steps 1, 2 and 3 at the other end of the car. Do not compare the number of bounces
of the front with the rear; they are often different.
A car with no more than one or two bounce oscillations after releasing the bumper at
each corner of the car and with smooth, quite operation probably has good springs and shock
absorbers, if the height and ride quality are good. Unusual or excessive noises, differing
number of bounce oscillations at each side of the car, or excessive bouncing indicates a need
to follow up the bounce test with one of the remaining tests.
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OPERATION SHEET LO1-2
OPERATION TITLE : CHECK SUSPENSION RIDE HEIGHT
PURPOSE :
A suspension ride height check is a simple and quick way to determine if the car is
too low; weak, sagging springs let the suspension height drop.
EQUIPMENT TOOLS AND MATERIALS:
• Vehicle equipped with suspension system
PROCEDURE:
1. Park the car on a smooth level surface; the ramps of a wheel alignment rack are ideal
because they are level and allow easy access to the suspension members.
2. Check for unusual amounts of weight that might be in the trunk or backseat of the car. Hey
should be removed or allowances made for any added weight; ride height specifications are
given for unloaded cars.
3. Check the tire pressure and correct it, if necessary. Note whether the tires are stock size; if
not, allowances must be made in the checking dimensions.
4. Obtain the ride height specifications and the locations of the measuring points.
5. Measure the distances at each measuring point and compare them with the specifications.
Sagged springs are indicated if the measured distances are shorter or lower than the
specifications.
6. Compare the left and right measurements; they should be almost equal.
When one side of the car sags

more than the other, it is necessary to
determine whether the lean is caused by
a weak front spring, a weak rear spring,
or both; either will cause this problem
(Fig. 2).
Figure 2. This vehicle is probably leaning because of a weak

right front or rear spring; Lifting the car in the exact center at
the front or rear will usually show if it is the front or the rear
spring that has sagged.
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Figure 3. Ride height measurements are made at different locations as determined by the vehicle manufacturer.
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JOB SHEET LO1-2
CHECK BALL JOINTS
Ball joint boots are checked visually (Fig. 4); the area behind the boot and ball joint where
you cannot see can be checked by running your finger around the boot and feeling for
problems Look or feel for grease outside of the boot, which indicates breaks or tears. If the boot
is torn,
the ball joint will probably fail, if it has not already, and should be replaced (Fig. 5). While
checking the boot, squeeze it to ensure that there is grease inside of the boot. An empty boot
indicates a need for lubrication.
Lubrication requirements for a ball joint vary among manufacturers. The lubrication
intervals for modern joints are rather long; one manufacturer, for example, requires
lubrication every 3 years or 30,000 miles (48000 Km). Long interval such as this makes it
easy for the average motorist to forget about lubricating ball joints completely. Low friction
ball joints are permanently sealed and require no further lubrication.
Checking a Wear Indicator Ball Joint

for Excess Clearance
To check a wear indicator ball joint for

excessive clearance, you should:
1. Park the car on a level surface Figure 4.

Depending on the suspension type and
where the spring is located, a ball joint is
either (A) a load-carrying or (B) a
friction-loaded type that allows access to
the lower control arms and ball joints.
The ramps of an alignment rack are
ideal. The weight of the car should
remain on the tires.
2. Wipe off any grease or dirt on the
checking surface or the lower face of the
ball joint.
Figure 4. Depending on the suspension type and where
3. On some styles, slide a plain flat the spring is located, a ball joint is either (A) a load-
screwdriver or other flat, metal object carrying or (B) a friction-loaded type.
about ¼-1/2 in. 6-12 mm) wide across
the bottom surface of the ball joint; it
should bump into the checking surface.
If the checking surface has moved up
into the ball joint, the ball joint is
excessively loose and should be
replaced.
Figure 5. A cut or torn ball joint boot will let the grease
escape and allow dirt and water to enter the joint; if the
joint is not already worn out, it will soon fail
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4. On some styles, grip the grease fitting
with your fingers and try to rotate it; if the
grease fitting can be rotated, the ball
joint is excessively loose and should be
replaced (Fig. 6).
• Checking a Load-Carrying Ball Joint

on a Lower Control Arm for
Excessive Clearance (Fig6).
When the vehicle load passes from the

spring and through the lower control arm to Figure 6. If the grease fitting can be easily rotated
the steering knuckle, the lower ball joint is on some ball joints, the joint is worn out and should
the load-carrying ball joint. This is true in be replaced.
cases where either a torsion bar, coil spring
or air spring is attached to the lower control
arm. This load squeezes a compression
loaded ball joint tightly between the control
arm and the steering knuckle or tries to pull
a tension loaded joint apart. The ball joint
must be unloaded to measure the amount of
clearance in the ball joint. This is usually
accomplished by lifting the car by the lower
control arm so the spring s compressed. If Figure 7. When checking the clearance of a load
the car was lifted by the frame, the spring carrying ball joint, the load of the vehicle must be
would push the lower control arm downward removed from the ball joint using a jack placed in
until the rebound/extension bump stop the correct location depending on whether the load-
contacted the upper control arm. In this carrying joint is the lower or upper one. Note the
position the spring pressure holds both ball support wedge that is used when the load-carrying
joints tightly. The ball joints appear to have joint is on the upper arm (right).
zero clearance.
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JOB SHEET LO1-3
CHECK KINGPIN CLEARANCE
Figure 8. Kingpin clearance is measured by mounting a dial indicator as shown and

moving the bottom of the tire in and out while watching the amount of travel on the dial
indicator.
Although kingpins are not ball joints, they have been included with these checks because
a kingpin performs a similar function and the checking method is similar. Kingpins are used on
solid axles and some twin I-beam axles; they are normally checked by measuring the side
shake of the tire.
To check a kingpin for excessive clearance, you should:
1. Raise and support the vehicle on a hoist or jack stands.

2. Eliminate wheel bearing clearance by installing a brake pedal jack to apply the brakes or
by tightening the spindle nut.
3. Position a dial indicator at the lower part of the tire with the dial indicator stylus in a
horizontal position (Fig. LO1-2a).
4. Push in and out on the tire while observing the dial indicator readings. Worn kingpins
are indicated if there is more than:
a. ¼ or 0.250 inch (6.35 mm) of side motion on 16 inch or smaller wheels.
b. 3/8 or 0.375 inch (9.5 mm) for 17 inch to 18 inch wheels.
c. ½ or 0.500 inch (12.7 mm) for wheels larger than 18 inch.
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JOB SHEET LO1-4
CHECK CONTROL ARM BUSHINGS
Worn suspension bushing allows the

control arm to move inward and outward or
forward and backward as well as up and
down. This results in an alignment change of
the tires which in turn, will cause tire wear and
handling difficulties. This looseness often
causes suspension noises, usually “clunks”
when driving over rough roads or when the
brakes are applied. Faulty rubber control arm
bushings can usually be seen during a visual
inspection. In locations where the bushings
are difficult to see, faulty bushings are
identified by excessive control arm motion
through either an in-and-out or a sideways
direction.
To check rubber control arm bushings, you

should:
1. If possible, check the upper control arm
bushings from under the hood. Use a
light so you can get a good look at the
rubber parts of the bushing. Ignore
small, light cracks as long as the rubber
is still solid and resilient. Look for heavy
Figure 9. These faults indicate control arm
cracks, rubber material breaking out, or bushings that need replacement.
rubber distortion, which allows the
control arm to change position. The
pivot bolt should be centered in the
bushing. Bushings that are distorted,
breaking up, or getting ready to break
up should be replaced (Fig. 9).
2. Raise and support the car on a hoist or

jack stands.
3. Visually check the bushings on the

lower control arm, looking for the same
sort of problems Also, check the sides
of the control arm and the frame metal
next to it for signs of metal contact, Figure 10. A badly worn metal control arm bushing
which indicate bushing failure. and shaft. Note the worn, shiny areas on the
control arm shaft
4. Swing the tire rapidly back and forth while forcing it to bump at the steering stops; also,
force the tire in and out. While doing this, watch the control arm for any motions that
would indicate bushing failure.
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5. On single lower control arms, try prying the inner end of the control arm sideways using a
pry bar or large screwdriver. A slight motion is acceptable; larger motions indicate weak
bushings.
To check metal control arm bushings, you should:
1. Bounce the suspension while listening for squeaks or other bushing related abnormal
noises. If possible, place our finger lightly on the bushing while bouncing the front end; a
noisy bushing will often have a rough, harsh feel. Noisy bushings can sometimes be
cured by greasing them, but if they have squeaked for very long, they are probably worn
and should be replaced.
2. Raise and support the car on a hoist or a jack stands.
3. Swing the tire back and forth rapidly, so the turning stops strikes rather hard, and watch
the control arm bushings. A very slight amount of side motion is acceptable, but a
definite motion or jumping of the control arm on the shaft indicates a faulty bushing.
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JOB SHEET LO1-5
CHECK STRUT ROD BUSHINGS
Strut rod bushings are rubber bushings that

are compressed tightly against each side of an
opening in the frame bracket. If they become
weak, the outer end of the lower control arm
will have an excessive amount of travel in a
forward and backward direction.
Strut rod bushing failure is often indicated

by a “thump” or “clunk” as the brakes are
applied. These bushings are checked visually.
To check strut rod bushings, you should:
1. Raise and support the car on a hoist or

jack stands.
2. Grip the bushing end of the strut rod

and shake it up and down; any free play
indicates a faulty bushing.
Inspect the bushing for hard cracks, rubber

breaking, and severe distortion of the rubber;
also check for signs of contact between the
metal backup washer and the bushing bracket.
Any of these indicate a faulty bushing (Fig. 11)
Figure 11. Faulty strut rod bushing (A) allows the

outer end of the lower control arm to move forward
or rearward (B).
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JOB SHEET LO1-6
Occasionally, the tire on a strut suspension
shows excessive camber wear, which indicate
that the strut body or strut piston rod might be
bent. Several checks can be made to
determine if this has occurred.
One check is to compare the included

angle or the camber angle and steering axis
inclination angles with the specifications.
A quick check for a bent strut body is to
measure the distance between the strut body
and the brake rotor on both sides of the car
and compare the measurements. If they differ
by more than a few thousandths of an inch,
one of the struts is bent (Fig. 12).
Figure 12. A rubber ruler is being used to measure
the rotor-to-strut distance, checking for a bent
spindle or strut; this distance should be the same
on the other side of the car.
To check for a bent piston rod, loosen the piston rod at the upper mount and then rotate the
piston rod while you watch for side motion at the top of the tire or strut body. A good strut rod
should rotate evenly with no side motion of the tire or strut body.
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JOB SHEET LO1-7
ROAD TEST
A technician road tests the vehicle to confirm the nature of the problem and also to try to
determine the cause. Most technicians have a preferred test route that provides various
bumps and road surfaces and is away from heavy traffic. During a road test, the vehicle is
driven in a manner to try to simulate the particular problem. In other words, if you are checking
for a noisy shock, you want a rough road; if you are checking a pull condition or vibration
problem, you want a smooth road. Finding a good test route that is close to the shop can be
difficult in many metropolitan arrears.
While conducting a road test, you should observe the following guidelines:
Make sure the vehicle is safe to operate by quickly checking the tires, brake pedal
operation, and steering wheel feel.
Observe all pertinent traffic laws.
Use the vehicle’s seat and shoulder belt.
Drive the vehicle in a normal manner so you will not cause any additional wear or
damage.
Note the operation of the ABS and airbag warning lights if the vehicle is so equipped.
During the test, the technician will try to accomplish the following:
Confirm the customer’s complaint

Pin down the problem area, front or back and right or left side.
Determine the nature of the problem (i.e. noise, vibration, shake or pull)
Determine whether the problem is vehicle speed sensitive and what speed it is most
noticeable, whether it is torque sensitive, and whether it is engine speed sensitive or
gear ratio sensitive.
Determine whether it is a tire, suspension, steering alignment, or brake problem.
Note any unusual or unsafe condition to be brought to the attention of the owner.
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Qualification : Automotive Servicing NC III
Module Title : Servicing Suspension System
Learning Outcome #2 : Dismount/mount suspension component parts
Assessment Criteria:
1. Suspension components are dismounted/mounted.

2. Dismounted parts are tagged/marked.
3. Parts are dismounted without causing damage to vehicle components.
Resources:
1. Vehicle with complete suspension system

2. Simulated workplace
3. Lifting equipment such as jack, lifter and stands
4. Suitable press tool for pivot bushings
5. Grease cap tool
6. Suitable ball joint stud remover
7. Pry bar
8. Hammers
9. Diagonal pliers
10. Spring compressor
11. CDs, Tapes, Transparency, Manual, Books
12. Basic hand tools
PREFERENCES:
Before performing the activities, be sure that you are skilled in the following:
• Observing safety practices in the workshop;
• Using jacks, lifts and hoists to lift the vehicle
• Maintaining auto mechanic’s tools and equipment.
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JOB SHEET LO2-1
1. Remove an upper control arm

assembly on a lower control arm
mounted coil spring
Figure 1.
a. Raise the vehicle.
• Place safety stands under
the frame.
• Place the jack under the
lower control arm. Get it as
close to the lower ball joint
as possible.
b. Remove the tire and wheel
assembly.
c. Remove the rebound bumper
from the upper control arm
(Figure 2). Do this by removing Figure 2.
the hold-down bolt.
d. Remove the cotter pin from the

ball joint stud (Figure 3).
• Use the diagonal pliers to
straighten the ends of the
cotter pin. Pull the eye from
the nut (Figure 4).
e. Loosen the nut on the upper

ball joint stud. Do not remove it
(Figure 3).
Figure 3.
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f. Break the ball joint loose
between the tapered ball stud
and the tapered hole in the
steering knuckle. Use method
number 1 (Figure 4).
• Use a special removing tool

to apply pressure to the ball
joint stud.Place the tool over
the lower ball joint stud.
Figure 4.
• Use one wrench to hold the
adjusting bolt on the tool.
Use a second wrench to
turn the tool for tightening
and loosening (Figure 5).
• Tighten the tool until it is

under strong tension.
• Note: Do not attempt to break

the joint with tool force only.
This will damage the tool.
• Rap the stud area of the Figure 5.

steering knuckle sharply
with a hammer. Jar the joint
loose (Figure 6)
g. Break the ball joint loose Figure 6.

between the tapered ball stud
and tapered hole in the steering
knuckle. Using method number
two (Figure 7).
• Place one hammer on one

side of the spindle. Place it
near the ball joint.
• Rap the other side of the
spindle with another
hammer sharply. This frees Figure 7.
the stud from the knuckle
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h. Wire the brake and knuckle in place. This prevents brake hose damage.
i. Remove the nut from the stud.
j. Lift the upper arm from the knuckle.
Note: If only the ball joints are to be replaced, stop at this point.
k. Remove the upper control arm shaft-to-

bracket nuts and lock washers. Carefully
noting the number, thickness and location
of the adjusting shims (for correct
replacement) Figure 8.
l. Remove the control arm assembly. Pull it

away from the vehicle.
Figure 8. Shaft-to-bracket nuts.
2. Remove a lower control arm assembly on a lower control arm mounted spring.
a. Raise the vehicle and place under the

frame.
Note: The vehicle needs to be high enough off

the floor to allow the lower control arm to
swing down without striking the floor
(Figure 9).
Figure 9..
b. Remove the tire, wheel and drum
assembly.
c. Remove the shock absorber (Figure 10).
Note: On some models only disconnect the lower

end and push the rod all the way in.
Figure 10.
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d. Disconnect the stabilizer at the control arm
(Figure 11).
• Remove the nut from the bar end.

• Lift the bar away from the lower control
arm.
Figure 11.
e. Disconnect the strut rod from the control
arm, if so equipped.
f. Disconnect the tie rod from the steering

arm.
g. Place a floor jack under the lower control

arm. Locate it parallel with the arm (Figure
12).
Figure 12.
h. Raise the lower control outer end enough to
take the pressure off the lower ball joint
(Figure 12).
i. Remove the cotter pin from the upper and

lower ball joint stud bolts (Figure 13). Use
diagonal pliers to straighten the ends of the
cotter pin and pull the eye from the nut
(Figure 14).
Figure13.
j. Loosen the lower stud nut approximately
two turns.
Note: Do not remove at this time.
k. Install the special ball stud bolt remover tool

(Figure 15).
• Place the tool over the top stud.

Figure 14.
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• Adjust the bolt on the tool to fit snugly
against the lower ball stud.
• Tighten the tool with one wrench while
holding the adjusting bolt with another
wrench (Figure 15).
• Tighten the tools until the studs are
under tension.
Caution: Do not attempt to break the joint with

tool pressure only. This could damage the
tool.
Figure 15.
l. Tap the steering spindle sharply with a
hammer near the lower stud. This will
loosen the stud from the spindle (Figure
16).
Caution: Prevent the coil spring from slipping

by installing a spring compressor.
m. Remove the ball joint stud nut (Figure 16)
n. Lower the control arm slowly with the jack.

Figure 16.
Caution: The coil spring is very dangerous
while under pressure. Use extreme care
when working with it.
o. Remove the jack from under the control

arm.
p. Remove the spring compressor.
Figure 17.
q. Remove the control arm pivot bushing bolts
(Figure 18). Unscrew the nut and remove
the bolt on both pivot bushings.
r. Remove the lower control arm from the

vehicle.
Figure 18.
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SELF-CHECK LO2-1
Remove Front Suspension Components
Directions: At this time, check your skills by reviewing the following criteria.
1. Remove the upper control arm assembly on a lower control arm mounted coil spring.
2. Remove the lower control arm assembly on a lower control arm mounted coil spring.
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PEY N
CRIT
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.
S
u
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p
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v
e
h
i
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n
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PERFORMANCE TEST
L D
e at
C T
o
m
D O
i L VPE
e
r v R
e 4 - Can
perform this
c skill without
t 3-
i Ca
o n
n 2 - Can
perform
s this skill
: 1 - Can
perform
C parts of
A In
str
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1 s A
2.
3.
A
4. r
S
5. u
S
6. us
Damage
7
8. Test
conduct
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ASSESSMENT INSTRUMENT
EVIDENCE PLAN
C Au
o
ti
R
n a
i
Ways Su
in
whic
Question/Interview
h
Demonstration
Practical
Portfolio
Written
T
* e
Identif
Ty
pe
Pr
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ci
P
* art
Caus
Sy
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*
Dism
ountin
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us
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Testin
PER
CENT
NOTE: *Critical aspects of competency
P D
r at
e
C e:
D
h at
e e:
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GLOSSARY
A-Arms or wishbone – A suspension member used to determine the position of a steering

knuckle or axle, usually in a lateral direction.
Air suspension – A system in which air-filled, elastic springs are used in place of metallic
springs.
Antidive suspension – A suspension design to reduce amount of dive during
braking. Axle – A cross support for a vehicle that is designed to carry the weight of the
car. Bounce – Straight line motions of the sprung mass of a car in a vertical direction.
Bushings – A device that allows rotation or linear motion. It uses a sliding motion of the
internal parts.
Camber (positive or negative) – A vertical angle of the tire seen when viewing the tire from the
front or the rear; used primarily to reduce tire wear.
Caster (positive or negative) – An angle of the steering axis in which the top of the steering
axis leans forward or rearward; used primarily for directional control.
Chassis – The portions of a car hat remain after the body has been removed. It includes
suspension and steering systems.
Control arm – A suspension member used to determine the position of the steering knuckle or
axle, usually in a lateral direction.
Damped, Dampened – A force or action opposing a vibrating motion to reduce the amount of
vibration.
Dive – A pitching motion of the sprung mass of a car downward at the front that usually occurs
during braking.
Frequency – The speed at which an action occurs.
Friction – The resistance as one surface slides over another.
Hydraulics – A system that uses fluid under pressure to transfer motion and pressure.
Included angle – The angle between the camber angle and steering axis inclination.
Jounce – A bounce motion during which the tire travels upward, relative to the car,
compressing the spring and shock absorber.
King bolt, Kingpin – A sturdy steel shaft used to connect the steering knuckle to an axle. It
provides the pivot axis.
Panhard rod – A device that connects the axle to the frame; it controls sideways motions of the
frame or body.
Pressure – A unit of force applied on a given area.
Rebound – A bounce motion during which the tire travels downward relative to the car and the
spring and shock absorber extend.
Road test –Operation of the vehicle under conditions that are designed to recreate a particular
problem.
Shock absorber – A device, usually hydraulic, used to dampen or reduce the amount of spring
oscillations after a bump.
Short-long arms S-L A – A suspension system that uses a relatively short upper control arm
and a longer lower control arm.
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Spring – A flexible suspension member that allows bounce travel of the suspension
Spring rate – The change of load on a spring per unit of deflection.
Sprung weight –The total weigh of the portions of the car that are carried by the
springs. Stabilizer bar –A suspension member used to reduce body lean during
cornering. Steering axis – The line around which the front tires turn when the car turns a
corner.
Steering Axis Inclination (SAI) – An angle of the steering axis in which the top of the steering
axis leans inward.
Steering knuckle –The front suspension component that attaches the front tires and wheels to
the steering axis and steering linkage.
Strut – A suspension system type hat utilizes the shock absorber as the upper tire position
locating member
Strut rod – A suspension member that is used to brace the control arm to keep it from moving
forward or backward.
Toe – An angle of the tire, relative to straight ahead, if viewed from above.
Toe angle - The actual amount that the tire differs from pointing ahead.
Torsilastic bushing – A bushing that allows motion through the elastic nature of rubber.
Torsion bar – A spring that allows suspension motion by twisting.
Watt’s link – A suspension member consisting of two rods and a pivoting bell crank that is used
to keep the body from moving sideways relative to the axle.
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Learner’s diary
DIARY NOTES
Record important dates, jobs undertaken and other workplace events that will assist you in providing further
details to an Assessor.
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Record of Achievement
Module: Servicing Suspension System
LO 1 : Identify the types of suspension system, component and its operating principle
(Conventional and Air suspension).
Performance Criteria:
1.1 Types of suspension were identified, explained and differentiated.
1.2 Main component and functions of suspension system were identified.
1.3 Principle of operation of suspension system were explained and illustrated.
Comments:
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Learner has satisfied the above performance criteria.

Learner signature:
.......................................................................... Trainer signature:
...........................................................................
Date:...............................................................................................
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Record of Achievement
Module: Servicing Suspension System
LO 2 : Diagnose suspension system failure.
Performance Criteria:
2.1 Causes of failure were accurately identified.
2.2 System failure was properly identified.
2.3 Vehicle was properly lifted and jack stands were used.
2.4 Vehicle, workshop area, and equipment safety procedure were observed.
Comments:
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Learner has satisfied the above performance criteria.

Learner signature:
.......................................................................... Trainer signature:
...........................................................................
Date:...............................................................................................
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ACKNOWLEDGEMENT
Copyright TESDA
Centex: SOUTHERN ISABELA COLLEGE OF ARTS AND TRADES
First Published November 2003

This draft was prepared at the Competency-Based Learning Materials Development
th th
Workshop conducted at the TESDA Women’s Center, from 23 to 27 October
2003.
It was based on the competency standard for Automotive Service Technician developed
by the Skill Standard and Certification Office (SSCO), and the Competency-Based
Curriculum Instructional Modules developed by the National Institute for Technical
Vocational Education and Training (NITVET), Technical Education and Skills
Development Authority (TESDA).
Some materials for contextual learning (science, math and communication) were
supplied by Academic Teachers from different TESDA-supervised schools.
This learning instrument was developed by the following personnel:
Technology Instructors:
1. Exsuperio G. Jacinto
2. Jeronimo L. de Jesus
3. Dante V. Balagot
4. Leopoldo P. Bueno
Academic Teachers:
1. Sonita Dr. Camacam
2. Llarena T. Ocampo
3. Elena C. Echija
4. Jovita P. Pasamic
Vocational School Supervisor:

Abraham B. Pascua
Facilitator:
Cesar G. Ancheta
This work was produced with funding provided by TESDA.
REFERENCE AND FURTHER READINGS:
1. Automotive Chassis Systems by: Birch, Thomas W .

th
2. Automotive Mechanics 10 Ed. by: Crouse and Anglin
3. Automotive Excellence
4. Hilton’s Truck & Van Repair Manual (93-97)
5. Oral Communication
6. Dictionary of Technical Terms
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No. e ne rch 2

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COMPETENCY BASED LEARNING MATERIAL

SERVICING SUSPENSION SYSTEM

COMPETENCY-BASED LEARNING MATERIALS

No. Common Competencies Module Title Code

8. Interpret/ draw technical drawing 8. Interpreting/ drawing technical ALT311205

No. Core Competencies Module Title Code

2. Service Ignition System Servicing Ignition System ALT723304

3. Test and Repair Testing and Repairing ALT723305

6. Service Engine Mechanical Servicing Engine Mechanical ALT723309

7. Service Clutch System Servicing Clutch System ALT723310

10. Service Brake system Servicing Brake system ALT723314

11. Service suspension system Servicing Suspension ALT723315

Recognition of Prior Learning (RPL)

Talk to more experience workmates and ask for their guidance.

Unit of Competency : Service Suspension System

Module Title : Servicing Suspension System

At the end of this module you will able to:

1. Diagnose suspension system failure

1.1 Causes of failure are identified and repair works recommended.

Code No. Date: Developed Date: Revised Page #

Title : Servicing Suspension System Learning

Outcome #1 : Diagnose suspension system failure

1. Causes of failure are identified and repair works recommended.

Code No. Date: Developed Date: Revised Page #

2. Identifying main components and function of • Read Information sheets LO1-

3. Explaining and illustrating the principle of • Read information sheets LO1-

• After finishing this learning activity, answer self check

• After finishing this learning activity, answer self check

• After finishing this learning activity, answer self check

• Read Info. Sheet no. LO2-3

A. IDENTIFICATION: Identify the parts of the front suspension.

B. Identify these ball joints.

D. Identify the parts of this strut suspension

E. Identify the parts of this swing axe suspension

A. Upper control arm

2. Identify the parts of this rear suspension

3. Identify the parts of this rear suspension

4. Leaf spring assembly

1. When a car is steered, the steering knuckle rotates on the

2. As the wheel of an S-L A suspension goes over a bump, the

4. The coil spring is mounted off-center on some struts to

5. The upper strut mount

5. Which of the following is not found in an RWD IRS?

SHORT-LONG ARM SUSPENSION

Short-long arm or SLA is the typical RWD

S-LA Springs and Ball Joint

The car’s weight is transferred to the front

Figure LO1-2b. Cars without frames, or unibody

Figure LO1-2c. This multilink suspension uses a

Some load-carrying ball joints are arranged

Figure LO1-2d. A vehicle load travels from the

Figure LO1-2e. Depending on whether the control

The other ball joint is called the follower,

Some SLA designs have evolved so the

A strut suspension, often called a

Figure LO1-2h. Most control arms use two inner

Figure LO1-2i. This strut suspension uses a control

Figure LO1-2k. The strut must change length

Some cars use a modified strut, in which