L322 Range Rover System Description and Operation
SUSPENSION
DESCRIPTION AND OPERATION
60-5
The air spring is fitted on the upper part of the strut. Within the strut module the air spring elements comprise a top
plate assembly, an air bag and a base piston. The air bag is attached to the top plate and the piston with a crimped
ring. The air bag is made from a flexible rubber material which allows the bag to expand with air pressure and deform
under load. On the side of the top cap is a connector which allows for the attachment of the air hose from the cross-
link valve. The piston is made from plastic and is shaped to allow the air bag to roll over its outer diameter.
Subframe
The subframe is fabricated from steel tubing to provide a robust platform for the mounting of the suspension and
engine. The subframe is attached to the vehicle body via six mountings.
The subframe fabrication provides accurate location for the suspension components and the steering rack. Additional
brackets allow for the attachment of the height sensors and the engine mountings. The anti-roll bar is attached across
the rear of the subframe and is mounted in flexible bushes which are secured with 'D' shaped clamp plates.
Anti-Roll Bar and Links
The anti-roll bar is fabricated from 30mm diameter, solid spring steel bar. The anti-roll bar operates, via a pair of links,
from a bracket mounted on each strut.
The anti-roll bar is attached to the rear of the subframe with two bushes which are bonded to the bar and cannot be
removed. Clamp plates are pressed onto the bushes and must not be removed. The anti-roll bar is secured to the
subframe with the clamp plates which are located on studs on the subframe and secured with nuts.
The ends of the anti-roll bar are attached to each strut spring seat via an anti-roll bar link. This arrangement allows
the anti-roll bar to act on a 1:1 ratio with the wheel travel providing maximum roll bar effectiveness. A hardened washer
is fitted between the ball joint and the strut mounting plate. The hardened washer prevents the ball joint damaging the
bracket, which could lead to loosening of the torque on the nut. When the link is removed from the strut, it is important
to ensure that the correct hardened washer is replaced in the correct position.
Each anti-roll bar link has a ball joint fitting at each end which improves response and efficiency. The top ball joint is
mounted at 90
°
to the axis of the link and attaches directly to the strut and is secured with a locknut. The lower ball
joint is mounted at 90
°
to the axis of the link. The ball joint attaches to the anti-roll bar and is secured with a locknut.
The link must be attached to the anti-roll bar with the ball joint on the outside of the bar and the locknut facing inwards.
The ball joints on the anti-roll bar links are not serviceable and if replacement of either is necessary, a new anti-roll
bar link will be required.
Suspension Links
The front suspension hub assembly is secured to the subframe via two suspension links:
Lower Arm
Each lower arm is fitted with a bush which is secured with a bolt between two brackets on the subframe. The opposite
end of the lower arm is fitted with a ball joint which attaches to the hub assembly.
Tie Rod
The tie rod is located rearward of the lower arm. The tie rod is fitted with a compliance bush which is secured with a
bolt between two brackets on the subframe. The opposite end of the tie rod has a tapered hole which locates on a
ball joint which is bolted to the hub assembly.
Hub Assembly
The hub assembly comprises a swivel hub, drive flange and bearing. A seal and bearing are fitted in the swivel hub
and are secured with a circlip. The drive flange has the wheel studs attached to it and locates on the splined drive
shaft and is secured with a stake nut.
The forged swivel hub has a vertical boss with two cross holes. This provides location for the strut assembly which is
secured with bolts and nuts to the swivel hub. Two additional bosses provide location for the brake calliper.
The lower part of the swivel hub has two threaded holes which allow for the attachment of the ball joint which locates
the outer end of the tie rod. A further tapered hole allows for the attachment of the lower arm ball joint.
A hole is machined at 90
°
to the hub bearing. This hole allows for the fitment of the ABS speed sensor which is
secured with a screw into an adjacent threaded hole. The speed sensor reads off a target which is part of the drive
shaft assembly.