Information

Method of Inspection

Reason for rejection

How to inspect

The inspections, under this sub-section, must be carried out with the vehicle over a pit or on a raised lift. For many of these inspections an assistant must be used.

ATL or OPTL Approved

References to the assistants role in this section do not apply. However an NT may use an assistant to aid inspection of components if the NT considers it necessary

A- Suspension Joints and Wheel Bearings (wheels jacked)

I. See the Suspension type diagram for the Jacking positions of various suspension types,
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.

1. Excessive movement

Inspecting front suspension components

The inspection of front suspension components described in sub-section 2.4G, suspension arms and linkages, sub-frames etc, can be carried out in conjunction with this sub-section.

Reason for rejection 2 does not apply to a vehicle where it is not possible to rotate the wheel due to a design characteristic or its
drive configuration,

a. For suspension types on Suspension type diagram fig 1, 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 fig 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 asSuspension 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 at Class VII testing stations using wheel oscillating equipment, where available, in the "side-to-side" mode,) If ATL or OPTL approved: this inspection is carried out on wheel play detectors in 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 manufacturers 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.

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.
3.
a.
. 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.

. 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-

B.  Suspension Joints (wheels on turning plates) or on wheel play detectors if ATL or OTPL approved

For vehicles with suspension types figs 3, 3a and 4 as shown on suspension type diagram, lower the front wheels so that they

. Bear the weight of the vehicle, and

. Are resting on turning plates which enable the wheels to be turned freely lock to lock

.if ATL or OPTL approved resting on wheel play detectors

Inspect as follows

1. Grasp the top of each front wheel and rock it vigorously in and out to check for play. This method of inspection is to be repeated using the assistant to rock the top of the wheel in and out while the tester examines the relevant items. If ATL or OPTL approved: this inspection is carried out on wheel play detectors in side to side mode.

a. in the upper and lower suspension ball joints and wishbone bearing

b. . at MacPherson strut sliding bushes and glands

   . at MacPherson strut upper support bearings

1.

a. . excessive play in a suspension ball joint

. a ball joint securing nut not tight or not locked

. excessive play in a pin or bush in an inner wishbone bearing pin or bush (cross check with sub section 2.4G MOI 3)

b. . excessive play in a MacPherson strut sliding bush or gland

   . excessive movement in a MacPherson strut upper support bearing assembly

   . roughness or stiffness in a MacPherson strut upper support bearing (cross check with sub section 2.2D MOI 1e)

2. Grasp each front wheel at 3 o’clock and 9 o’clock, and shake vigorously to determine the condition of the outer ball joints and track control arm inner bushes. If ATL or OPTL approved: this inspection is carried out on wheel play detectors in side to side mode.

2.

a. excessive play in an outer ball joint

b. excessive play in a track control arm inner bush

3. Examine the condition of the bonding between the metal and flexible material in the MacPherson strut upper support bearing, if visible

Repeat method of inspections 2 and 3 above using the assistant to shake the wheel vigorously at 3 o'clock and 9 o'clock while the tester examines the relevant items.

3.

a. serious deterioration of the bonding between metal and flexible material of an upper support bearing

b. a loose or insecurely locked unit in the upper support bearing assembly

E.   Front Wheel Drive Shafts and Couplings

Inspect as follows while the front wheels are jacked up

1. With the vehicle in neutral gear, rotate the wheels when they are on each lock in turn, and check visually the gaiters of the outer constant velocity joints while the pleats are expanded.

1. a. an outer constant velocity joint gaiter missing, split or insecurely mounted to its housing

b. a drive shaft constant velocity joint excessively worn or insecure

c. a drive shaft coupling excessively worn or insecure

d. a drive shaft flexible rubber or fabric coupling unit severely cracked or breaking up

e. a drive shaft flexible rubber or fabric coupling softened by oil contamination, insecure or fouling any other part of the vehicle

2. Check

a. the front wheel drive shafts for straightness and damage

a. a drive shaft bent or damaged

b. drive shaft couplings’ condition and security

b. an insecure or fractured fastener securing a drive shaft coupling bearing

Issue Date: 10th January 2005