A. Suspension Joints and Wheel Bearings (wheels jacked)

1 Jack up the front of the vehicle so that the front wheels are clear of the ground.

Note: Observe relative vertical movement between components during jacking up. Carry out the following examinations by placing a suitable bar under each wheel in turn and levering upwards.

a. For suspension types on Suspension Type diagram fig1, check for excessive vertical movement between stub axles and axle beams

b. For suspension types on Suspension Type diagram fig 2 and 2a, check for vertical movement between swivel and housing, and movement in wishbone bearings. Note: It is important that Suspension Type Diagram figure 2 and 2a type suspensions are jacked so that the suspension spring force is removed from the ball joints, ie suspension arms must be clear of their stops. Failure to do this can result in defective joints being overlooked



c. For suspension types as Suspension Type Diagram figs 3, 3a and 4, check for movement in suspension ball joints, tie bar joints and MacPherson strut upper attachment. If ATL or OPTL approved; this inspection is carried out on wheel play detectors in side to side mode

Repeat Methods of Inspection a, b and c above using the assistant to place a suitable bar under each wheel in turn and levering upwards while the tester examines the relevant items.




2. With the steered wheels clear of the ground, rotate each wheel in turn and listen for any sound indicating roughness in the bearing.

3. Rock each wheel by hand or, where appropriate, with a bar in the wheel. (This inspection may alternatively be carried out using approved wheel play detectors in the “side-to-side” mode.) Check

a. the amount of movement between the stub axle and the axle beam, or

b. the movement in the swivel joints, and the security of their attachment to the stub axle and suspension arms Note: Suspension ball joints can have free play lift as a feature of their design, and rejection is only justified when the lift exceeds the manufacturer’s limit

c. the movement of the wheel relative to the stub axle, and note the amount of play in the wheel bearings. Repeat Methods of Inspection a, b and c above using the assistant to rock the wheel by hand or where appropriate with a bar in the wheel while the tester examines the relevant items.

4. Check the presence and effectiveness of front suspension retaining and locking devices. Note: It is not always possible to determine the ‘effectiveness’ of some types of locking device by normal test methods, eg self- locking nuts. Only the presence of these devices is a test requirement.

5. Check axle beam and stub axles for cracks, damage and distortion

1. Excessive movement









a. between a stub axle and an axle beam Note: Some vehicles (especially with ball thrust races) are designed to have a small amount of vertical movement

b. between a swivel joint and its housing

c.

• at a suspension ball joint, tie bar joint, wishbone bearing, pin or bush
• at a MacPherson strut upper attachment.

Note: some MacPherson strut top bushes are designed to have lateral play when the suspension is hanging free. Rejection is only justified when play is due to wear and/or maladjustment, etc




2. Roughness, in a front wheel bearing.



3a.

• King pin loose in axle beam or its pin retaining device missing
• excessive play in king pin and/or bush such that it is likely to adversely affect the steering of the vehicle.

b.

• excessive play in swivel joint
• excessive play in any suspension swivel pin or suspension ball joint
• a swivel joint insecure in a suspension arm or in a stub axle

c. excessive play in a front wheel bearing







4. A front suspension retaining or locking device missing or ineffective.






5. Cracked or distorted axle beam or stub axle