The suspension design creates a negative roll arm, i.e. the point of intersection of the wheel's rotation axis with the road surface lies on the outside relative to the center of the tire's contact patch with the road.
In combination with the diagonal layout of the hydraulic brake drive, this makes the car more stable when braking on slippery roads.
The main element of the suspension is a telescopic hydraulic shock absorber strut 7 (figure 97), the lower part of which is connected to the rotary cam 16 by two bolts 8. The upper bolt, passing through the oval hole of the rack bracket, has an eccentric belt. When the upper bolt is turned, the camber of the front wheels changes. The following are installed on the telescopic rack: a coil spring 5, a polyurethane foam buffer 3 compression stroke, a bearing bushing 2 sliding, and also the upper support 1 of the rack.
Figure 97. Front suspension telescopic strut assembly with steering knuckle and wheel hub: 1 - Upper support of the suspension strut; 2 — bearing sleeve; 3 — compression stroke buffer; 4 - protective cover; 5 - suspension spring; 6 - lower spring support cup; 7 - telescopic stand; 8 — bolts for fastening the strut to the steering knuckle; 9 — lower suspension arm; 10 bolt securing the tie rod to the suspension arm; 11 — ball joint; 12 — brake disc; 13 — hub bearing; 14 — splined tip of the outer hinge housing; 15 — hub cap; 16 — steering knuckle; B — zone for measuring the gap in the suspension ball joint.
The upper support is secured with two self-locking nuts 5 (see figure 126) to the mudguard pillar of the body. Due to its elasticity, the support ensures "swinging" of the pillar during suspension movements and dampens high-frequency vibrations. The friction bearing allows the pillar to turn together with the steered wheels.
The body of the rack contains parts of the telescopic hydraulic shock absorber, shown in Figure 98.
Figure 98. Telescopic stand: 1 - body nut; 2 — oil seal; 3 — rod guide bushing; 4 - lower support cup of the suspension spring; 5 rack body: 6 - cylinder; 7 - recoil buffer; 8 — recoil buffer stop; 9 — rod; 10 — bypass valve spring; 11 — bypass valve plate; 12 — piston; 13 — recoil valve discs; 14 — recoil valve plate; 15 — recoil valve spring; 16 - nut; 17 — compression valve holder; 18 — compression valve plate; 19 — compression valve discs.
Lower part of the cam 16 (see figure 97) is connected by a ball joint 11 to the transverse arm 9 of the suspension, the other end of which is connected via a rubber-metal joint to the bracket 8 (figure 99) subframe 7. The braking and traction forces are supported by longitudinal tensioners 2, which are connected with bolts to transverse levers 11, and through rubber cushions 3 - to brackets 5 of the subframe. Nuts 4 fastening the tensioners to the subframe adjust the longitudinal tilt of the pivot axis. On the tensioners, at the points where they are connected to the suspension arms, marks are made for the correct connection of the tensioners to the suspension arms.
A radial thrust bearing 13 is mounted in the steering knuckle (see figure 97) closed type, on the inner rings of which the wheel hub is installed with tension. The inner race of the bearing is tightened with a nut on the tip 14 of the outer joint housing of the wheel drive.
The axial clearance in the hub bearing is not adjustable.
To ensure tension in the splined connection of the hinge housing and the hub, the splines on the hinge housing tailstock are made spiral. The threaded part on the tailstock is extended to ensure that the nut is screwed on when the hub is not fully seated on the splines.
The anti-roll bar is a 9 bar (see figure 99), the knees of which are connected to the transverse levers 11 of the suspension through struts 10 with rubber bushings. The average (torsion) part of the rod is attached to the subframe 7 with brackets 6 through rubber cushions.