Page 541
Checking and adjustment
Before the wheel turning angles are measured, the toe-in
must be correctly adjusted. To measure the turning posi-
tions, use two turntables of standard type with scale
graduations combined with optical measuring equipment
(see illustration).
The centers of the turntables must be placed as close as
possible under the pivoting centers of the wheels.
Turn the steering wheel to the left until the right wheel.
i.e. the outer wheel, shows a deflection of 20°. If the cor-
nering adjustment is correct, the inner wheel should up
to and incl. model 1972 show a deflection of 21 1/2 + 1°.
As from model 1973, the deflection is 20 1/2 + 1°. Then
make the same measurement with the wheels turned to
OUTER WHEEL 202
the opposite side. If the measurements reveal that the
cornering adjustment is wrong, one or both steering arms
be out of true. Defective steering arms must not be bent
back to shape, they must be replaced.
Dec. 1975
INNER WHEEL 21 1/2 +1° up to and incl. model 1972
20 1/2 + 1° as from mode! 1973
OPTICAL MEASURING EQUIPMENT
SAAB 601-5
Page 542
Wheel alignment table
The following table can be used as an aid to the adjust-
ment of wheel alignment angles.
Camber — caster
The table is used as follows:
The example is valid for table up to and incl. model 1971.
1. Measurement of the front wheel angles gives readings
of, for example
camber = 1 1/4°
caster 2°
. Find the box in the table where the row and column
respectively for these two values intersect, and read
off
F+4
B+1
which means:
(F) Front bearing bracket spacers to be increased
(+) by 4mm.
Back bearing bracket spacers to be increased
(+) by 1 mm.
. Changing the spacers as indicated will correct both
camber and caster angles simultaneously.
(B)
The figures enclosed by the broken lines in the
table are within the permitted tolerances: no
adjustment is needed in these cases.
Saab 99 up to and incl. model 1971
Caster reading °
—1/2°| 0 1/42 | 1/2° | 3/49 | 1° | 11/49} 11/29} 13/4°| 2° | 21/4°| 21/2°| 23/49
go | FH | FHS | F435) F+4 [FS | F+5,5/F+6 | F465) F+7 | F+8 | F+8,5/F+9 | F+10
B+9 | B+8 | B+7,5| B+7 | B+6,5/B+65|B+6 | B+5,5/B+5,5| BtS | B+4,5/B+4 | B+3,5
13/4° F+1 |F+2 | F+2,5)F+3 | F+4 |F+4,5/F+5 | F+5,5/F+6 | F+7 | F+7,5|/F+8 | F+9
B+8 | B+7 | B+65|B+6 | Bt5,5|/B+5,5|B+5 | B+4,5/B+5 | R+4 | B+3.5] Bt+3 | Bt2,5
11/20 | F-O.5| F405) F+1,5) F+2,5/ F+3 | F+35/F+4 | F+45/F+5 | F+6 | F+6,5) F+7 F+8
B+6,5|B+6 | B+5,5|B+5 | B+45]/B+3 |B+4 | B+3,5|B+3,5|B+3 | B+2,5]B+2 | B+1,5
aaa? F2 |F-1 | F-O5|Fto | F+1 |F+1,5|F+2 | F+2,5|F+3 | F+4 | F+4,5|F+5 | F+6
B+5 |B+4 | B+3,5|B+3 | B+25]B+2,5]/B+2 | B+1,5|B+1,5|B+1 | B+0,5|B+t0 | B-0,5
1 ed SS el Ral faa
jo [FS JF? / F415 FA |F20 [FHO5|/F+1 | F+15¢F+2 | F+3 | F+3,5/F+4 | F+5
B+4 | B+3 /B8+2,5/B+2 | B+151B+1,5/B+1 | B+0,51B+05| BtO | B-05|/B-1 | B-1,5
'
' ‘
2 o | F-4 | F-3 | F-2,5|F-2 | F-+1 0F-O5 [Correct F+0,5yF+1 | F+2 | 42,5) F+3 | F+4
5 3/4” | e+3 |B+2 | B+1,5| B+1 | B+0,548+05 feetting| 6-05!8-05/8-4 |B-1,5|8-2 | B25
‘2 t '
3 o| FS |F4 |F-G5/F-3 |F2 [F-15/F4 F-O5!'F+O | F+1 | F415) F+2 | F+3
E| 2° |e+2 |B |e+05/8+0 | 8-0518-05|/8-1 |8-15,8-15|8-2 |825/8-3 |B-35
8 b oe oon eer |
o|F6 [FS |F-45|/F4 | F-3 |F-25]F2 |F45/F4 |Ft0 | F+05]F+1 | F+2
1/4" | e+1 |Bt0 |B-05|B41 | B-1,5/8-15|/B8-2 |B-25|/8-25|B-3 |B-35|/B-4 | B45
F-3 |F-7 | F-65|F-6 | F-S |F-4,5/F-4 |F+35|]F-3 |F2 |F-415|F— | F+0
0 |e4 |e2 |825/8-3 |8-35/8-35]/B-4 |B45|B-45]/B-5 |8-55|/B-6 | B-65
o | FO |F-8 | F-7.5|F7 |F-6 |F-65/F-6 |F-45/F-4 |F-3 |F-25/F2 | Fa
1/4" \32 |p-3 |8-35]/B-4 | B4,5/8-45|B-5 |8-5,5/8-55|B-6 |B-o5/B7 |B75
20 F-10 |F-9 |F-8,5|F-8 |F—7 |F-65/F-6 |F-5,5/F-5 |F4 |F-35/F-3 |F2
V2" 1p3 |p4 |B-45/8-5 | B-55|B-55|B-6 |B-65|8-65/B7 |B75]/B8-8 |B-85
o | F-11|F0]F-95|F-9 |F-8 |F75/F7 |F-65/F-6 |F-5 |F45/F4 |F-3
-3/4" |p-4 |B-5 |B-5,5|8-6 | B-65|B-65]/B-7 |B7,5|B7,5|B-8 |B-85]8-9 |B-95
If the adjustment range should prove too limited to
permit the required adjustment, special bearing
brackets with a wider adjustment range are available
(see Spare Parts Catalogue).
601-6 SANE Jan. 1972
Page 543
Saab 99 as from model 1972
Caster reading °
—3/4 | -1/2|-1/4] 0 1/4 1/2 | 3/4 1 11/4 |11/2| 13/4 2 |21/4
F+3 | F+3) | F+3,5/F+4 | F+4,5/F+5 |F+6 |F+6,5}F+7 | F+7 F+7,5 |F+8 | F+8
Z B+7,5/B+7 | B+6,5/B+6.5|B+6 |B+6 |B+6 | B+5 B+5,5 |B+5 | B+5 |B+4,5/ B+4
ja F+2 /F+2 | F+2,5/F+3 | F+3,5/F+4 |F+5 |F+55/F+6 |F+6 F+6,5 |F+7 | F+7
134) p65 /e+6 |0+55/8+55/B+5 [os |a+s |praslara |B135 B+3,5 |B+3 | B+2,5
11/2 F+1 | F+1,5|.F+1,5] F+2 | F+2,5]F+3 | F+4 F+4,5)F+5 |F+5 | F+5,5 |F+6 | F+6
B+5 |B+S |B+45/B+45|/B+4 |B+a | Bia B+3,5 |}B+3 |B+2,5) B+2,5 |B+2 | B+15
11/4 F—0,5|F40 | F+0,5] F+1 | F41 F+15)F+2 |F+3 | F+3,5 /F+4 | F+4,5 |F+4,5] F+5
B+4 |B+4 |B+3 | B43 B+2,5/B+2,5/B+2 | B+2 |B+2 |B+1,5/ B+1,5 |B+1 | B+0,5
1 F-1,5/F—1 |F—1 | F-0,5] F#0 |F+0,5| F+1 F+1,5 (F+2 |F+2,5) F+3 | F+3,5| F+4
B+3 /B+2,5/B+2 | B+2 | B+1,5|B+1,5|B+1 _ {B+ B+0,5 |B+0,5| BtO + |B—0,5| B—1
“o 3/4 F-3 |F-3 | F—2,5| F-2 | F-1 |F-05 recuF+O,5)F+1 |F+2 | F+2,5 |F+3 | F+3
3 B+2,5 | B+2 B+1,5| B+1 B+0,5 |B+0,5 'ng | B—0,5| B—0,5 | B—1 B-1,5|B—2 | B-2,5
o
3B | 2 | F-4 |F-35)F-3 | F-2,5] F-2 |F-1,5/F-1 |F-o5]F+0 |F+0,5] +1 leer | F415
3 B+1 B+0,5/|B+0 | B—0,5|}B—0,5]B-1 | B-—1 B—1,5/B—1,5/B—2 | B—2 |B-2,5| B-3
1/4 | F-8_|F-4.8) F—4,5] F—4 | F—3,5)F-3 | F-2 | F-1,5/F-1 |F-1 | F-o5|F+0 | F405
B—0,5/B-1 | B—1,5} B—1,5] B—2 |B-2 |B-2 B—2,5) B—2,5|B-3 | B-3 /|B-4 |B-—4
o | F-6 |F-6 |F-55/F—-5 | F—-5 |F—4,5)F—-4 | F-3 | F-25]F-2 | F-15|F-15] F-1
B—1,5}B-—2 | B-—2,5| B—2,5] B—3 |B-3,5|B-4 |B—4 |B-4 B-4,5) B—4,5|B-5 | B-5
1/4 F-7 |F-7 |F—-65)F—6 | F—-6 |F-5,5)F-5 |F—4 |F-35]F-3 F—2,5|/F-—2 | F-2
B-2,5/B-3 | B—3,5) B—3,5] B—4_ |B—4,5|B-5 |B-5 |B-5 |B—55) B-5,5/B-6 | B-6,5
-1/2 F-8 |F-8 | F-7,5| F—-7 | F-7 | F-6,5|F-6 | F—5 F—4,5|F-4 | F-3,5|F-3 | F-3
B-4 |B-4,5|B-5 | B-5 | B-5,5/B-5 |B-6 |B-6 |B-6 B-6,5| B—6,5|B—7 | B-7,5
The figures enclosed by the broken lines in the If the adjustment range should prove too limited to
table are within the permitted tolerances; no permit the required adjustment, special peering
adjustment is needed in these case brackets with a wider adjustment range are available
: (see Spare Parts Catalogue).
Jan. 1973 SAAB 601-7
Page 544
Toe-in (toe-out) measured on the rim
Reading value Screw tie rod in or out
of toe-in the following turns
8 2 out
E 7 13/4 out
E
=
s 6 11/2 out
ve
8
aa 5 1 1/4 out
4 1 out
3 3/4 out
2 1/2 out
(ae 1/4 ut |
| 0 Correct value |
| T 1/4 in |
E = — —
E 2 1/2 in
£
£ F
e 3 3/4 in
=
4 1 in
5 11/4 in
6 11/2 in
7 13/4 in
8 2 in
601-8
REAR WHEEL ALIGNMENT
Checking
If the rear axle has been subjected to abnormal strain ina
collision or similar circumstances, it must be checked care-
fully for signs of failure and deformation.
Rear wheel alignment is not normally adjusted. However,
if the rear axle has been subjected to such abnormal strain
that the wheels may have been knocked out of true, the
wheel angles should be measured. The angles must be
within the tolerances listed below.
Camberitida tones tere x ade alsa sce 0+1°
Toe-in/toe-out
either: wheel -wexiee a es ose ortenele 0 +0.6°
both wheels together .....--------- 0+0.7°
both wheels together measured
fim-totimie ose eee 0+0.2” (0+ 5mm)
Difference between left and right wheel-
base (front wheels pointing straight ahead) 0.6” (15 mm)
NOTE
To be able to measure deviations in toe-in/toe-out,
special equipment is needed for angle measurement.
NOTE
If the difference between the left and right wheel-
bases is more than 0.2” (5 mm), the wheel angles
must be checked.
The wheel angles can however be out of true with-
out the wheelbase being affected.
Dec. 1975
Page 545
BALL JOINTS
Changing ball joints
1. Jack up the car and remove the wheel. Wash the ball
joint and adjacent parts clean.
2. Only valid for the 1969 model:
If the upper ball joint is to be changed, remove the
spring using spring tools 899506 and 899502.
NOTE
Do not overload the tool. This can happen if the two
cheeks of the tool are tightened hard against each
other with the aid of a nut runner.
REMOVING THE FRONT COIL SPRING, MODEL 1969
Tools 899502 and 899506 or tool 899583
3. Unscrew the brake housing and hang it up in such a
way that the brake hose or pipe not be damaged.
4. Undo the nut that holds the ball bolt in the steering
knuckle housing, and remove the bolt using tool
899540.
REMOVING THE UPPER BALL JOINT
Tool 899540
5. Remove the ball joint from the control arm.
6. Mount a new ball joint, connect the bolt to the
steering knuckle housing and tighten the nut.
S$ 2070
STEERING KNUCKLE HOUSING AND BALL JOINT
FASTENINGS
7. Fasten the ball joint to the control arm (use new lock
nuts).Model 1969: release the spring compression tool.
8. Mount the brake housing.
9, Put on the wheel and lower the car.
NOTE
Ball joints must not be disassembled but replaced as
complete units.
Changing ball joint sealing bellows
The ball joints are fitted with sealing bellows to protect
them from abrasion by dirt. The bellows must be exchanged
if damaged.
Dec. 1975 SAAB 631-1
Page 546
CONTROL ARMS
Changing the upper control arm
Removal
. Remove the power plant. See section 201.
. Jack up the front of the car and remove the wheel.
. Remove the shock absorber.
. Compress the coil spring using tools 899502 and
899506 up to and incl. the 1972 model. As from
model! 1973, tool 899584 is used. Removal and in-
stallation is made easier if the rubber buffer is re-
moved before the coil spring is compressed (valid
up to and incl. the 1972 model).
5. Back off and remove the two screws securing the up-
per ball joint and lower spring seat to the upper con-
trol arm.
6. Undo the screws from both upper control arm bearing
brackets.
7. Remove the compressed coil spring.
FWwWNnN
UPPER AND LOWER CONTROL ARMS,
FRONT SUSPENSION
1. Upper control arm 4. Two-piece rubber bushing
2. Lower control arm 5, 6. Bearings
3. One-piece rubber bushing 7. Spacers
632-1
8. Remove the control arm and bearings. Save the spacers
under the bearings and note the number of spacers
under each bearing.
9. Undo both bearing nuts, after which the bearings and
bushings can be removed from the control arm (see
illustration).
$2071
INSERTING A ONE-PIECE RUBBER BUSHING
Installation
The parts must be well cleaned before they are assembled. \
Worn or damaged parts should be replaced by new ones.
1. Fit the rubber bushings. There are two types of
these. If the one-piece type is fitted, it should be
forced into the bearing with the aid of tool
784133. Soap the bushings before inserting. \
NOTE
On no account should oil or grease be used to assist
insertion of rubber bushings. If lubrication is needed,
use soapy water.
2. Mount the bearings to the control arm. When both
nuts are tightened and locked, the angle between
the arm and the bearing should be 52 + 2°.
NOTE
The control arm is asymmetrical (see illustration).
Dec. 1975
Page 547
4. Undo the lower control arm attachment screws under
the engine compartment floor. The control arm and
brackets can then be removed.
5. Undo both control arm bearing nuts and remove the
bearings.
Installation
$2427 The parts must be well cleaned before they are assembled.
ANGLE 8ETWEEN UPPER CONTROL ARM AND BEARING Worn or damaged parts should be replaced by new ones.
1. Fit the rubber bushings. Two types exist, one-piece
and two-piece. If the one-piece type is used, it should
be force-fitted with the help of tool No. 784134. Soap
f the bushings before inserting. When both nuts are
| tightened and locked, the angle between the control arm
and bearing should be 18° + 2°.
fa}
c
<
=
c
fe}
uw
$2428 ANGLE BETWEEN LOWER CONTROL ARM AND BEARING
CONTROL ARM, ASYMMETRICAL
3. Locate the control arm but do not insert the bear- 2. Mount the control arm by screwing the bearings to
ing screws. the body.
4. Check that the spacer and support ring of the top
spring seat are in place and that the rubber buffers
under the control arm are mounted. . Take the car for a trial run.
5. Locate the compressed coil spring with rubber . Check and if necessary adjust the wheel alignment (see.
buffer and mount the ball joint and lower spring section 601).
seat on the control arm.
6. Screw the control arm bearings to the body, not
. Secure the ball joint to the control arm.
. Mount the wheel and lower the car.
aQanhw
forgetting the spacers.
7. Gradually slacken the screw of the spring compres- NOTE
sion tool until the tool can be removed. Tighten On no account should oi! or grease be used to assist
the rubber buffer (valid up to and incl. the 1972 insertion of rubber bushings. !f lubrication is needed,
model). use soapy water.
8. Mount the shock absorber.
9. Mount the wheel and lower the front of the car.
10, Take the car out for a test run, then check and it
necessary adjust the wheel alignment (see section
601).
Changing the lower control arm Adjusting the control arms
Removal If the control arms have been subjected to severe strain
in a collision or similar circumstances, they must be
1. Jack up the car and remove the wheel. checked carefully for failure and distortion. If the arms
2. Disconnect the lower end of the shock absorber. are out of true, they must be exchanged.
3. Back off and remove the two screws that secure the
ball joint to the control arm.
Jan. 1973 SAAB 632-2
Page 548
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Page 549
STEERING WHEEL, STEERING COLUMN TUBE WITH
SUPPORT AND STEERING COLUMN
General
The steering column is journaled in metal bushings sur- WARNING
rounded by rubber bushings in a tube, the steering column When the car is on a hoist, do not seize a front wheel
tube or steering wheel bearing support, which is fixed to and twist it by main force to full steering-wheel lock.
the pedal bracket and the body. An intermediate shaft There is a very serious risk of damaging the steering
jointed at both ends transmits the movement of the mechanism if this is done, as the rack-and-pinion
steering column to the steering gear. gear will cause the steering wheel to spin at high
As from chassis No. 99.008.870 a new steering column and speed, imposing a severe torsional strain on the steer-
tube have been introduced. These are of telescopic type, ing column when the rotation is arrested by the stop
i.e. the steering column and tube collapse when subjected in the steering gear.
to a certain critical axial force.
The 1974 model has been fitted with a new steering
wheel and safety pad.
The steering column on cars with a power steering gear
is equipped with a double joint.
STEERING COLUMN ASSEMBLY
1. Safety pad
2. Steering wheel
3. Plastic sleeve
4. Slip ring
5. Direction indicator switch actuator
6. Metal bushing
7
8.
9.
. Rubber bushing
. Steering column
|. Steering column tube up to
and incl. chassis No. 99.008.869
10. Steering column tube as from
chassis No. 99.008.870
11. Rubber bushing
12. Metal bushing
13. Intermediate shaft
14, Sealing bellows
15. Joint half
16. Rubber washer
17. Spacer sleeve (as from chassis No. 99.063.198)
18. Double joint, power steering gear
Dec. 1975 SAAB 641-1
Page 550
Removing the steering wheel 2. Take the bottom cover off the steering wheel bearing
by undoing the three screws holding it in place.
1. a. Up to and incl. the 1969 model: remove the steering 3. Back off the nut and remove thi h
5 ve the washer.
wheel safety pad by undoing the retaining screw.
This can be reached after the plug has been pried off
(see illustration).
REMOVING THE NUT
4. Mount the puller, 899568, on the wheel (see illustra-
tion) and pull the wheel off.
PRYING OFF THE PLUG, MODEL 1969
b. As from model 1970: remove the steering wheel
safety pad by undoing the four screws under the
spokes (see illustration). Remove the horn contact
finger.
REMOVING THE STEERING WHEEL
Tool 899568
If necessary, the direction indicator switch actuator can
now also be removed.
REMOVING THE SAFETY PAD, AS FROM MODEL 1970
641-2 SAAB Sept. 1973