| Specifications Wheel Alignment (at kerb weight) – Castor and camber | 80 | Van and Combi | LCX | 2,65° | 1,15° to 4,15° | 0,13° | 1,13° to ‐0,87° | | 100 | Van | LCX | 2,65° | 1,15° to 4,15° | 0,10° | 1,10° to ‐0,90° | | 100 | Van | LCY | 1,55° | 0,05° to 3,05° | 0,07° | ‐0,93° to 1,07° | | 100 | Combi | LCX | 2,65° | 1,15° to 4,15° | 0,10° | 1,10° to ‐0,90° | | 100 | Combi | LCY | 1,55° | 0,05° to 3,05° | 0,07° | ‐0,93° to 1,07° | | 100 | Bus | LCX | 2,83° | 1,33° to 4,33° | ‐0,07° | 0,93° to ‐1,07° | | 100 | C/Cab | LCY | 1,40° | ‐1,10° to 2,90° | 0,05° | ‐0,95° to 1,05° | | 115 | 12 Bus | LCX | 2,20° | 0,70° to ‐3,70° | ‐0,17° | 0,83° to ‐1,17° | | 120 | Van and Combi | LCX | 1,83° | 0,33° to 3,33° | 0,08° | 1,08° to ‐0,92° | | 120 | 13 Bus | LCX | 2,15° | 0,65° to 3,65° | 0,05° | 1,05° to ‐0,95° | | 120 | C/Cab | LCX | 1,83° | 0,33° to 3,33° | ‐0,37° | 0,63° to ‐1,37° | | 120 | D/Cab | LCX | 1,83° | 0,33° to 3,33° | ‐0,46° | 0,54° to ‐1,46° | | 130 | 13 Bus | LCY | 1,78° | 0,28° to 3,28° | 0,00° | ‐1,00° to 1,00° | | 150 | Van and Combi | LCX | 1,43° | ‐0,70° to 2,93° | 0,11° | 1,11° to ‐0,89° | | 150 | Van and Combi | LCY | 1,75° | 0,25° to 3,25° | 0,13° | ‐0,87° to 1,13° | | 150 | C/Cab | LCX | 0,92° | ‐0,58° to 2,42° | ‐0,45° | 0,55° to ‐1,45° | | 150 | C/Cab | LCY | 1,55° | 0,05° to 3,05° | 0,07° | ‐0,93° to 1,07° | | 150 | D/Cab | LCY | 1,53° | 0,03° to 3,03° | ‐0,16° | ‐1,16° to 0,84° | | 150 | 17 Bus | LCY | 1,88° | 0,38° to 3,38° | 0,07° | ‐0,93° to 1,07° | | 190 | Van and Combi | LCY | 1,65° | 0,15° to 3,15° | 0,13° | ‐0,87° to 1,13° | | 190 | C/Cab | LCY | 1,55° | 0,05° to 3,05° | 0,07° | ‐0,93° to 1,07° | | 190 EF | C/Cab | LCY | 1,57° | 0,07° to 3,07° | ‐0,12° | ‐1,12° to 0,88° | | 190 EF | D/Cab | LCY | 1,53° | 0,03° to 3,03° | ‐0,17° | ‐1,17° to 0,83° | | Maximum variation – left to right‐hand side | Castor 1,00° Camber 1,25° | Wheel Alignment (at kerb weight) – Toe Setting | Setting adjustment, if required | 0,0 mm ±1,0 mm | Lubricants, Fluids, Sealers and Adhesives | Wheel bearing grease | SAM‐1C‐9111A | | Track rod end locknut | 80 | 59 | | Shock absorber retaining nut | 46 | 34 | | Shock absorber insulator retaining nuts | 49 | 36 | | Brake caliper retaining bolt | 105 | 78 | | Stabiliser bar link nut | 24 | 18 | | Stabiliser bar retaining bolts | 24 | 18 | | Wheel nuts - 5 hole rim | 115 | 85 | | Wheel nuts - 6 hole rim | 175 | 129 | | Flexible coupling to steering column shaft clamp plate bolt | 31 | 23 | | Front bracket to crossmember bolts | 29 | 21 | | Steering gear retaining bolts | 50 | 37 | | Lower arm ball joint to stub axle locknut | 200 | 148 | | Shock absorber to stub axle | 49 | 36 | | Track rod end to stub axle locknut | 49 | 36 | | Lower arm to front bracket nut and bolt | 172 | 127 | | Crossmember to chassis bolts | 80 | 59 | | Lower arm ball joint to lower arm nut and bolt | 46 | 34 | | Lower arm to crossmember through bolt – Torque to yield – See below | | | Procedure for tightening torque to yield nuts/bolts removed during repair. 1. Tighten the nut to the specified `clamping' torque (220 Nm/163 lbf.ft for old parts or 240 Nm/177 lbf.ft for new parts). 2. Back off to zero torque. 3. Re-tighten to the `snug' torque (200 Nm/148 lbf.ft) and further tighten the nut through 45°. Torque to yield fixings must not be checked for tightness by the conventional `on torque' method. The nut should be released and re‐fastened as described in 1, 2 and 3 above. Wheel Bearing End Float Tighten the wheel bearing nut to 28 Nm (21 lbf.ft) while rotating the hub assembly. Back off the adjusting nut by between 180° to 270°. Rotate the hub prior to final tightening of the adjusting nut to 0,95 Nm (0,7 lbf.ft). The end play should be 0,002 to 0,050 mm. |
