Front Axle
Adjust camber by turning eccentric bolt (arrow).
Adjusting Caster
Adjust caster by moving the rear of suspension control arm from side to side.
Adjusting Toe
Center steering gear with special tool 9116 and adjust toe at tie rods.
Steering Difference Angle
Steering difference angle cannot be adjusted. It can only be affected by replacing steering arm.
REAR AXLE (upto 1978 Models) Adjusting Camber
Adjusting Toe
Rear wheel toe can be adjusted by moving trailing arm (within slots) with respect to torsion plate.
Adjust toe angle using special tool US 4437 A. When tightening mounting bolts of trailing arm watch angle of torsion plate (see page 42 - 6).
Rear wheel camber is not adjustable. It is given by design. Very small corrections are possible within tight limits as follows.
REAR AXLE (from 1978 Models)
Changing Camber Towards Positive
With car resting on its wheels, loosen bolts attaching torsion plate to trailing arm. This will raise the trailing arm and move camber in positive direction.
Changing Camber Towards Negative
With car on hoist (wheels unsupported), loosen bolts attaching torsion plate to trailing arm. This will lower trailing arm and move camber in negative direction.
Height Adjustment
Rear car height can be adjusted on two-piece spring plate, without removal of torsion bars.
If spring plate angle is as specified, car height will be correct.
If the height adjustment value drops below specifications after operation of car for a long time, correct vehicle height with eccentric bolt B after loosening mounting bolt A.
Note
To make sure that axle loads are distributed evenly to both rear wheels, lift car at front cross member when making height adjustment so that both front wheels just clear ground.
Adjusting Toe
Adjust toe by repositioning diagonal arm flange in slots of spring piate, using special tool 9171.
Adjusting Camber
Loosen bolts between spring plate and diagonal arm flange, and adjust to specifications by turning camber eccentric.
WHEEL RIMS/WHEEL BOLTS AND WHEEL NUTS - ARRANGEMENT FOR 924, 944, 924 Turbo
Several different wheel bolts and wheel nuts are required because of the different design of wheel bolt or wheel nut bearing surfaces depending on type of wheel rim.
Wheel bolts M 14 x 1.5; 25.5 mm long, 24 mm diameter
IV. Steel wheel rim 51/2Jx15 Steel wheel nuts
Wheel bolts M 14 x 1.5; 70 mm long, 28 mm diameter
Cast aluminum wheel rim 6Jx14
Wheel bolts M 14 x 1.5; 25 mm long, 28 mm diameter
V. Cast aluminum wheel rim 6 J x 15
Aluminum wheel nuts
VI. Forged aluminum wheel rim 6 J x 16
Aluminum wheel nuts
VII. Forged aluminum wheel rim 8 J x 15, 7 J x 15, 7 J x 16,8 J x 16
Aluminum wheel nuts
VIII.Cast aluminum wheel rim 7 J x 15
Aluminum wheel nuts
When converting from aluminum to steel wheel rims for longer operations (e.g. winter), it is important that correct wheel bolts or nuts for type of wheel rim are used.
In contradiction to this the standard wheel bolts or wheel nuts for aluminum wheel rims can be used for installation of the collapsible spare tire with a steel rim. However, it must be remembered to drive only a short distance with the collapsible tire and not to exceed the top speed limit (see collapsible tire on page 44 - 11 ).
Wheel bolts of version c, 70 mm long, can only be used for 6 J x 15 aluminum wheel rims (4-hole wheel). On these cars the collapsible tire will have to be mounted with wheel bolts of version a or b. Additional wheel bolts for the collapsible tire are supplied in cars leaving the plant with 4-hole aluminum wheel rims 6 J x 15 (optional for 924, standard for 924 Turbo up to end of 1980 models).
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