Page 471
—
cONTROL ARMS
The upper control arms are equipped with seats f
springs and rubber bumpers.
The two lower control arms are on Saab 9
incl, chassis No. 9672201 3535 and Saab 95 up to and
incl. chassis No. 95722004645 interconnected by means
of a stabilizer bar.
The front axle assembly, which comprises a separate unit
én each side, is connected to the ball joints which sien
the ends of the control arms. There are two control arms
on either side, each of them being carried in rubber bush-
n two mounting brackets bolted to the body.
6 up to and
ings O
14
13
12
11
10 2
FRONT SUSPENSION, LEFT
1, Coil spring 5. Upper ball joint
2. Rubber bumper 6. Brake disc
3, Steering arm 7. Lower ball joint
4. Spring support 8, Shock absorber
9, Stabilizer bar 13. Upper control arm
10. Lower control arm 14. Rubber spacer
11. Inner drive shaft 15. Protective shield
412. Rubber bumper 16. Hub
17. Brake housing
Febr 1977
or coil
Page 472
Sows eget weer ie ee
STEERING AND COLUMN SHIFT GEAR
The steering gear is made in two versions, one for right-
hand and one for lefthand steering. In principle, however,
the two versions are identical. The steering gear is of rack-
and-pinion type, consisting of a spiral pinion meshed with
skew teeth on a rack. The gear is enclosed in a light-alloy
housing which also carries the toothed rack. Movement of
the steering wheel, which is splined to the center stub of
the steering column, is transmitted through the column
to the pinion. The pinion imparts to the rack (6) —see
fig. — a reciprocating movement, which actuates the two
tie-rods (8) that are attached to the ends of the rack with
ball joints. The tie-rods then transmit the movement to
the steering arms (4) which are attached to the steering
the tie-rods through the outer
connected to
knuckles and
ball pee i with a column shift gear. The gear
The car |
-- pivoted to the operating rod in the transmis.
shift shaft 1s P of a universal joint. This joint com-
se by oe connected through universal joints
shit shaft and to the operating rod.
to the gear oped with a gear lever lock in combination
The car is ot ioek The gear lever lock consists of a
with the igni ad to the gear shift shaft by two clamping
twist stop alts The twist stop has a hole into which
slides when the gear shift lever is locked.
echanism can only be locked when the
sion ca
prises a short
screws and kn
the lock plunger
The gear shift m
reverse gear is engaged.
STEERING AND GEAR-SHIFT MECHANISM
1. Steering gear
2. Inner ball joint
3. Outer ball joint
4. Steering knuckle with steering arm
600—4
5. Steering column with Pinion
6. Rack
7. Spring and plug
8. Tie-rod
Febr 1977
Page 473
WHEEL ALIGNMENT
GENERAL
it is of the utmost importance that the front wheel
correctly aligned, since incorrect steering geometr de
cause: ill
1, Driving fatigue, due to impaired readability
9, Increased tire and repair costs due to abnorm |
of tires and steering mechanism. yong
\f there is reason to suspect incorrect front wheel align-
ment as the result of an accident or of driving into Ee
ditch, for example, or if road behaviour is noticeably im-
paired, the car should immediately be taken to an autho-
rized service shop for inspection and adjustment. Efen if
there is no direct reason to suspect faulty wheel alignment
the car should nevertheless be checked at regular intervals
and adjusted whenever necessary.
The angles and dimensions directly affecting the front-
wheel alignment, all of which are closely interrelated, are
the following:
King-pin inclination
Caster
Camber
Toe-in and
Wheel turning angles
1. Check that the tire pressure is correct and that the
front tires are not too unevenly worn.
2. Check the front wheel bearings, control arm bearings,
ball joints and tie-rod ends, adjusting or replacing as
necessary in order to eliminate errors that can be
caused by worn parts.
Alig
- Check the steering gear and adjust any faults — see
section 642.
- Check the function of the shock absorbers and renew
any defective shock absorbers and rubber bushings.
5. If the car has been involved in an accident, driven into
the ditch, etc., any damage incurred must be repaired
before the alignment check. Distorted steering arms
must be rejected and new ones fitted, as restraightening
1s NOt permitted.
6. Immediately prior to the check, drive the car with nor-
mal suspension movement but without hard cornering
in order to avoid deceptive misalignment. For the same
reason, the car should also be rocked a few times.
The car must be unladen during the alignment check and
standing on a flat, horizontal floor, as otherwise measure
ments will not be reliable.
All adjustment with shims must be kept within reasonable
limits. Deformation resulting from crash damage, etc.,
must be corrected by thorough realignment of the body.
Distorted control arms must be rejected and new ones
fitted.
For checking wheel alignment there are various standard
tools, which are fitted either to the rim or directly on the
stub axle. Tool handling is described in the instructions
for each individual tool.
NOTE
When using axle-fitted tools on cars with a front
wheel drive, the wheels must stand on turn-tables
or similar devices and should be locked with the
brakes during the course of the check.
--3
S 3573
FRONT-WHEEL ALIGNMENT
1. Toe-in
2. Camber
3. King-pin inclination
4. Caster
601—1
Page 474
TOE-IN
Viewed from above, the wheels should have a certain rela-
tionship to each other, expressed as the difference be-
tween dimensions A and B, measured rim-to-rim at axle
height.
The setting is called toe-in when dimension A is less than
dimension B. When dimension A is greater than dimen-
sion B, the wheel setting is referred to as toe-out,
Toe-in or toe-out is expressed in inches or millimeters,
being — as stated — the difference between the two mea-
surements A and B. If the wheels are parallel, so that
there is neither toe-in nor toe-out, the difference will be
0.
The toe-in should be 0.08 + 0.04 in. (2+ 1mm) if the
car is fitted with diagonal tires (5.20 x 15 or 5.60 x 15)
and 0.00 + 0.04 in. (0 + 1 mm) if the car is fitted with
radial tires (155 SR 15).
Checking and adjustment
1. Roll the car slowly straight ahead on a level floor and
stop it without using the brakes. Do not move the car
backwards again.
2. Check the measure A using the special measuring rule
78 40 010, between the edges of the rims at axle height.
Make a scribed mark at the measure points. Move the
car forward until the scribed mark comes in axle height
again. Check measure B.
If adjustment is called for, alter the length of the tie-
rods,
3. Back off the lock nut on the outer end of the tie-rod.
ADJUSTMENT OF TOE-IN
1. Lock nut
2. Clamp ring
4. Turn the tie-rod to right or left, and search until ob.
aining the right toe-in.
pee aa gears of earlier design, the tie-rod has a key
ater design there is no grip and then the
be turned with a pair of pliers.
NOTE
If the rubber boot is so tightly clamped that it accom
paines the tie-rod when turned, the clamping ring
Ins
grip. In the |
tie-rod must
must first be slackened.
eee Ss
mee
If the toe-in is correct, and when both wheels are point-
ing straight ahead, the two tie-rods should be of equal
length, or else be so set that the wheels have the same
amount of clearance from fenders and wheel houses when
turned hard right or hard left. Check also that the spokes
of the steering wheel are horizontal when the wheels are
centered. Remember to tighten the tie-rod lock nuts after
adjustment.
40 mm
CHECKING THE LENGTH OF A TIE-ROD WITH KEY GRIP
NOTE
After adjustment of to-in, the measurement A for a
tie-rod of the earlier design must on no account ex-
ceed 1.57 in. (40 mm).
For tie-rods opposed to each other, the difference
between the Measurements A must not exceed 0.08
in. (2 mm),
601-2 SAAB
Febr 1977
Page 475
$3876
CHECKING THE LENGTH OF A TIE-ROD WITHOUT KEY
GRIP
NOTE oF
After adjustment of toe-in, the measurement A for
a tie-rod of the later design must on no account ex-
ceed 1.0 in. (25 mm).
For tie-rods opposed to each other, the difference
between the measurements A must not exceed
0.08 in. (2 mm).
CAMBER
Camber is understood to mean the deviation of the wheel
from the vertical. If the wheel tilts inwards, camber is
said to be negative (—).
The camber should be 3/4° + 1/49 if the car is fitted with
diagonal tires (5.20 x 15 or 5.60 x 15) and 1/3° + 1/2°
if the car is fitted with radial tires (155 SR 15).
Checking and adjustment
Camber, and thus king-pin inclination also, can be adjust-
ed by inserting shims under the bearing brackets of the
upper control arms. The desired result can thus be ob-
tained by the addition or removal of shims.
increasing the thickness of shims under both brackets by
0.1 in. (2.5 mm) reduces camber by approx: 1/2°. oui
If, on the other hand, an 0.1 in. (2.5 mm) shim Is remo
from under each bracket, camber will be incense.
approx. 1/2°.
Shims of equal thickness must always
brackets.
Bek. «a=
CASTER
Caster is the deviati
Cal
in
When viewed f ieee king-pin axis from the verti-
degrees, Cast — the side, and is generally expressed
Cases, the kin " a wees greatly from car to car. In most
and caster is — * inclined rearwards, as illustrated,
is inclined fo ansaid to be Positive (+). If the king-pin
nally, the ki twards, caster is said to be negative (—). Fi-
case cacree en MAY be perfectly vertical, in which
ster is 0. The caster should be 2° + 1/29 positive.
Checking and adjustment
lf cere adjustment is called for, this can be done by in-
Serting shims under the bearing brackets of the upper con-
trol arms,
Transference of shims with a thickness of 0.02 in. (0.5
mm) from under the front bracket to under the rear
bracket results in a 1/2° increase in caster.
Transference of shims with a thickness of 0.02 in. (0.5
™mm) from under the rear bracket to under the front
bracket results in a 1/2° decrease in caster.
The same thickness of shims as is removed from under
one bracket must thus always be fitted under the other
bracket.
KING-PIN INCLINATION
In point of fact, there is no king-pin in the true sense of
the term in the Saab car, and the term king-pin inclina-
tion is therefore instead applied to the inclination of the
imaginary axis which passes through the centers of the
two ball joints and meets the ground near the center line
of the wheel. The correct inclination is 7° + 1°.
Checking and adjustment
King-pin inclination is adjusted at the same time as cam-
ber and is changed by the same angle. It is not possible
to adjust king-pin inclination alone, as this is determined
by the steering knuckle. If the king-pin inclination is in-
correct after adjustment of camber, the fault is to be
found in the steering knuckle which should be renewed.
601—3
Page 476
Re
Seo sa Ss 2 se ey
em
Ate
WHEEL TURNING ANGLES
Wheel alignment which allows perfect running of all four
wheels on bends varies somewhat depending on speed
and the sharpness of the bend owing to suspension move-
| dack.
mation.
nd tire defor
* s have been adapted to the most com.
me
The turning angles
rivin conditions.
ven tie nos point slightly inwards in relation to the
s th -
travelling direction (driving straight ahead), the steering
r
le of the inside wheel on a bend will be slightly greater,
ang
S 734
CORNERING POSITIONS OF FRONT WHEELS
Checking and adjustment
Before checking of turning angles is commenced, the toe-
in must be correctly adjusted. To measure the turning
angles, use is made of two standard type turn-tables with
arc graduations or optical measuring equipment. Position
the turn-tables as close to the wheel turning center as pos-
sible.
Turn the steering wheel to the left, until the graduated
WHEEL ALIGNMENT WITH OPTICAL MEASURING EQUIP-
MENT
Inner wheel = 22.5°
601-4
disc for the front wheel shows a reading of 20°. If the
turning setting is correct, the other disc should give a
reading of 22 1/29 + 1 1/2°.
Measure in the corresponding manner when the steering
wheel is turned in the opposite direction. If measurement
reveals that the turning angles are incorrect, one or both
steering arms is deformed. Defective steering arms must
not be restraightened byt must be changed instead.
UU DOL
pe ee ez
WHEEL ALIGNMENT W
acies ITH OPTICAL MEASURING EQUIP-
Outer wheel = 20°
Febr 1977
Page 477
WHEEL ALIGNMENT TABLES
The use of the following tables facilitates adjustment of
wheel alignment.
Camber — caster
The table is used as described in the following example
1, In checking the front wheel angles, the following fig-
ures, for example, are noted:
camber =1 1/49
caster =2 3/42
2. Look for these figures in the table, and you will find
F +
B+
3.5
1.5
This means that:
Shims with a thickness of 0.14 in, (3.5 mm) must be
inserted under the front bracket.
Shims with a thickness of 0.06 in. (1.5 mm) must be
inserted under the rear bracket.
» After adjustment of the shimming, the correct figures
for both camber and caster will be obtained at the
same time.
The framed figures in the table lie within the per-
missible tolerance limits and thus do not require |
adjustment.
]
4
DIAGONAL TIRES
RO} Caster reading
1/2 13/4 |1 11/4 |11/2 |13/4 |2 21/4 |21/2 |23/4 |3 31/4 |3 1/2
2 F+4 |F+4,5)/F+5 |F+5 |F+5,5|/F+6 |F+6 |F+6 |F+6,5|F+7 |F+7 | F+7,5\F+8
B+8 |B+7,5|B+7 |B+7 |B+6,5|B+6 |B+6 |B+6 |B+5,5/B+5 |B+5 |B+4,5\B+4
13/4 F+2,5|F+3 |F+3,5|)F+3,5|F+4 |F+4,5/F+4,5/F+4,5\/F+5 |F+5,5|/F+5,5/F+6 |F+65
B+6,5/B+6 |B+5,5|B+5,5|B+5 |B+4,5|B+4,5/B+4,5/B+4 /|B+3,5|B+3,5|B+3 |B+2,5
412 JET US|F+2 | F+2,5)F+2,5)F+3 | F+3,5)F+3,5/F+3,5/F+4 |F+4,5/F+4,5/F+5 | F+5,5
B+5,5|B+5 |B+4,5/B+4,5|B+4 |B+3,5/B+3,5/B+3,5/B+3 |B+2,5/B+2,5|B+2 |B+1,5
114g [FFOS)F+1 |F+15)F+15/F+2 |F+2,5/F+2,5/F+2,5)F+3 | F+3,5)F+3,5/F+4 | F+4,5
B+4,5|B+4 |B+3,5|B+3,5|B+3 |B+2,5|B+2,5|B+2,5|B+2 |B+1,5|B+1,5|/B+1 |B+0,5
; F-1 |F-0,5|Fto |Fto ,F+0,5|F+1 [F+1 |F+1 |F+1,5,)F+2 |F+2 | F+2,5/F+3
= B+3 |B+2,5/B+2 |B+2 4B+1,5/B+1 |B+1 |B+1 |B+0,5,B*0 |B*o |B—0,5/B—1
c
3 a F—-2 |F-1,5/F-1 |F-1 | F-05/F+0 rreci| Fto |F+0,5!F+1 |F+1 |F+1,5)F+2
© 194 |e+2 |8+15\B+1 |B+1 !B+05/Bto fetting|pto |B-o,5IB-1 [8-1 |B-1,5/B~2
: F—3 |F—25|F-2 |F-2 1F-1,5/F-1 |F-1 |F-1 F-0,5) F+0 FLo |F+0,5|/F+1
& |2 Jerr |p +0,5\Bto |Bto !B-0,5/B-1 |B-1 |B-1 |B-1,5,B-2 |B-2 |B-2,5|/B-3
F—4,5|F—4 |F—3,5|F—-3,5|F—-3 |F—2,5| F—2,5|F—2,5|F-2 |F-1,5|F—1,5)/F—1 | F—0,5
1/4 B-0,5|B—1 |B-1,5|B—1,5|B-2 |B-2,5|B-2,5/B-2,5|/B-3 |B-3,5/B-3,5/B-4 |B—4,5
F—-5.5|F—-5 |F—4,5|F—4,5|F—4 | F—3,5|/F—-3,5)F—-3,5)F—-3 | F—2,5|F—2,5|/F—2 | F—-1,5
6 B-15|/B—-2 |B—-2,5|/B-2,5|B-3 |B-3,5|/B—-3,5|B-3,5|B-4 |B-4,5|/B-4,5/B-5 | B—5,5
F—5,5|F—5,5|F-5 | F—4,5|F—4,5/F—4,5)F—4 |F—3,5)F-3,5/F—-3 | F-2,5
-1/4 cee os B-3,5|B—3,5|B—4 |B—4,5|B—4,5/B-4,5/B-5 |B-5,5/B-5,5/B-6 | B-6,5
or e_s |F-75|F-7 |F-7 |F-6,5|F-6 |F-6 |F-6 |F-55/F-5 |F-5 |F—4,5|F—a
—|-2 |. 4 |p-asip-5 |B-5 |8-55|/B-6 |B-6 |B-6 |6-65/B-7 |B-7 |B-7,5/B-8
In the event of the adjusting possibilities being too small
to allow you to obtain the prescribed values, there are
Special bearings with better adjusting possibilities. See
the Spare Parts Catalogue.
SAAB 601-5
Febr 1977
Page 478
1/2 =lpr6 | F4+7 Fe75 Ren
'f+6 | FF *. + +
=a lpsas|r+s [FHS |F+55 Fre ca ere [0*82] B+5 |B+S |B+45ipi4
11/2 B+ B+7, ca 745 5 | F+ +45 | F+5 F+5,5 F+5,5 F+6 F+es5
es25lF+3 | F+3,5|F+35| F+4 cae 9+45|8+ +45|B+4 |8+3,5/B+35/Bt3 |B+25
11/4 |e.65\e6 |B+55 B+5,5|B+5 | , | 73,5|F+4 F+4,5| F+4,5\F+5 Fi55
; F+25|F+3 |F+5,9) B+2,5|B+2,5|B+
; F+15\F+2 aed ore 2:35 |8+35|8 5+35|8+3 2 |B+15
B+5,5|B+5 (B+, ”] F+3 F+3,5) F+3,5/F+4 |Fsgs
F+05\F+1 | F+15/F+15 F+2 B+2 IB+1,5) B+15 B+1 ‘Bios
3/4 |o.45\B+4 |B+3,5|B+3,5.B+3 |Bt% |_— f— a
— : F+1,5,F+2 F+2 |F+25\F.3
2. |Fr1. | F-0.5) F=0 'F=0 B+0,5;F=0 B=0 |B-05\B-4
B+3 |B+25)B+2 |B+2
2 | ; F+0,51F+1 |F+1 |F+15/F+2
3 F-2 |F-15/F-1 [FF | 3-05/B-1 |B-1 |B-15\B-
; m le+2_je+nsje+t jee aces ete Ft ate
; . B—0,5; F— —O |F+0,5)F+1
E F-3 |F-2,5|F-2 |F-2 |F-1 1,5|B-2 |B—2 |B-
& \° |es1 |B+os\Bto |B*0 18-0, oh ea 2,5/B-3
paslea |F-as|r-aslr-3 |F-25|F-25)F-25 F=2 | F—1,5/ F-1,5)/ F-1/ F-05
—1/4 B-05/B-1 B-1,5|\B-1,51B-2 |B-2,5 B—2,5| B-2,5 B-3 B—3,5|B—-3,5|B-4 |B-45
F-55 F-5 |F-4,5|\F-4,5|F-4 |F-35 F-3,5 F-3,5|F-3 F—2,5| F—2,5|F-2 | F-15|
-2|5 vele-2 |p-25|6-25|B-3 |B-35|2-35|8-35/6-4 |B-45/6-45/8-5 |B-55
aya |F-85|F-6 |F-55 F-55/F-5 |F—4,5|F—4,5|F-4,5/F—4 | F—3,5)F—3,5/F-3 | F-25
opel B-25\B-3 |B-3,5|B-3,5/B-4 |B—4,5/B-4,5|B-4,5 B-5 |B—5,5|/B-5,5|B-6 |B-65
‘—|_, [re |e-z[F-7 [F-7 |F-oslr-6 |F-6 |F-6 |F-55 F-5 |F—5 |F—45|F-4
r B-4 |B-45\B-5 |B-5 |B-5,5\B-6 |B-6 |B-6 |B-6,5|B-7 |B-7 |B-7,5/B-8
601-6
Febr 1977
Page 479
Toe-in (toe-out) at wheel rim
When adjusting toe-in (toe-out), remember that:
1, Measurement A must not exceed the figures men-
tioned in the illustrations.
CHECKING THE LENGTH OF A TIE-ROD WITH KEY GRIP
fio
‘ i
oy a
CHECKING THE LENGTH OF A TIE-ROD WITHOUT KEY
GRIP
2. The difference between measurements A for left and
right sides must not exceed 0.08 in. (2 mm).
3:
The framed values are within the permissible tol-
erances, and thus do not need to be adjusted.
Febr 1977
Screw tie-rod in or out
Reading the following turns
Value‘of --——— aa
toe-in Diagonal Radial
tires tires
—8 2 out
—0.31"
ad 2 1/4 out 1 3/4 out
—0.28”
—6 2 out 1 1/2 out
£ |-0,24"
Tc
5
E —5§ 1 3/4 out 1 1/4 out
£ |—0.20"
=
3 |-4 11/2out | 1out
k —0.16”
—3 1 1/4 out 3/4 out
—0.12"
—2 1 out 1/2 out
—0.08”
re 3/4 | tia é -
0.04" out ‘ ou
0 4/2 out | Correct
— een setting
1 | 1/4 out 1/4 in
0.04” |
2 | Correct | —
0.08” | setting | Lea
3 | 1/4in =| -3/4in
0.12” |
4 1/2 in lin
0.16”
£ |5 3/4 in 11/4 in
= |0.20"
oc
=
= 6 1 in 11/2 in
: 0.24”
o
Ee |7 11/4 in 13/4 in
0.28”
8 11/2 in 2 in
0.31”
9 1 3/4 in 2 1/4 in
0.35"
10 2in
0.39"
Page 480
REAR-WHEEL ALIGNMENT
Checking
\f the rear axle has been subjected to abnormal stresses,
for instance in connection with a collision or other acci-
dent, it must be carefully checked for signs of fracture
or deformation.
Normally, rear wheel alignment does not require adjust-
ment. If, however, the rear axle has been subjected to
such abnormal stresses that faulty alignment of the rear
wheels is suspected, the wheel angles should be checked.
If the wheels are correctly aligned, the angles should be
within the following limits:
Camber 0° + 1°
Toe-in (toe-out) must not exceed:
per wheel 0° + 3/42
both wheels together 0° +19
both wheels together measured
rim-to-rim 0 + 0.28 in. (7 mm)
Max. difference in wheelbase,
left and right (front wheels
pointing straight ahead) 0.6 in. (15 mm)
On condition that the wheel angles are within the values
stipulated above, the difference in wheelbase between
the left and right sides may amount to a maximum of
0.6 in. (15 mm).
601~8 SAAB
—————
to es
-——
If the difference
Wheel alignment
fecting the whee
Special wheel-angle
tablish faults in to-1In (toe-out).
mm), the wheel alignment must be checked.
SS
NOTE
measuring equipment is needed
NOTE
in wheelbase exceeds 0.2 in. (5
can be incorrect without this af-
ibase.
Febr 1977