Cadillac 60 Series 1963 Shop Manual page 24

CHASSIS SUSPENSION
4-1
GENERAL DESCRIPTION
All 1963 Cadillac cars use an independent
spring type front wheel suspension system. The
front suspension system consists of two upper
and lower control arm assemblies, steel coil
springs, shock absorbers, front diagonal tie-
struts, and a stabilizer bar, Fig. 4-1. Rubber
bushings are used at all frame attaching points.
A trailing arm rear suspension system consist-
ing of two lower control links, an upper control
yoke, steel coil springs, and shock abosrbers,
Fig. 4-2, is used on all 1963 cars except the
commercial chassis. The heavier commercial
chassis uses semi-elliptical multiple leaf rear
springs.
Front Suspension System (Fig. 4-1)
Spherical joints are used at the outer ends of
the upper and lower control arms. These joints
are packed with lubricant and sealed at assem-
bly and should not require further lubrication
throughout their service life under normal driving
conditions. The only maintenance they normally
require is an inspection of the seals for physical
damage each time the engine oil is changed.
Service plugs are provided in the spherical
joint covers so that the joints may be packed in
the event a seal should become damaged and
require replacement. Both the seals and plugs are
serviceable.
The upper spherical joint is pressed into the
upper suspension arm and tack-welded to the
arm at two points. It connects the upper suspen-
sion arm to the steering knuckle through a camber
adjustment eccentric. Camber adjustment is made
by turning this eccentric to reposition the upper
spherical joint stud. The lower spherical joint, a
tension type joint, is pressed into the lower sus-
pension arm. It connects the lower suspension
arm to the steering knuckle.
The spherical joints are designed to allow both
the up-and-down movement of the wheel due to
road irregularities, and the pivoting movement
that takes place as the wheels are turned while
steering.
The upper suspension arms pivot at their inner
ends on two flanged rubber bushings, one at each
end of the one-piece suspension arm shaft, which
is bolted to the top surface of the spring tower on
the number 2 frame cross member. The lower
suspension arms pivot on a single rubber bushing
that is bolted to the number 2 frame cross
member.
The front suspension system is designed so
that the geometry of the upper and lower suspen-
sion arms produces an anti-dive reaction during
braking.
A rubber compression bumper on the lower
suspension arm limits upward travel of the sus-
pension system and a rubber rebound bumper on
the upper suspension arm limits downward travel.
Both bumpers are held in place by means of a
pull-through tab.
Diagonal tie-struts are used on the front sus-
pension system to control the fore and aft move-
ment of the wheels. The struts are bolted to the
outer ends of the lower suspension arms, just
inboard of the spherical joints, and extend through
the frame front cross member. Rubber bushings
and a steel spacer are used at the frame mount.
The forward ends of the struts are threaded and
secured to the frame cross member by bushing
retainers and lock nuts. Caster adjustment is
made by adjusting the lock nuts on the threaded
ends of the struts.
The steering knuckle is mounted to the tapered
spherical joint studs at the outer ends of the upper
and lower suspension arms. The brake backing
plate is bolted directly to the steering knuckle.
At the upper end, attachment is through a fixed
anchor pin. At the lower end, both the brake
backing plate and steering arm are fastened to the
steering knuckle by two bolts extending through
the steering knuckle, steering arm, and brake
backing plate.
The upper suspension arms and spherical joints
are interchangeable, left and right, previous to
being welded into an assembly. The lower suspen-
sion arms and spherical joints are interchange-
able, left and right, both individually and as an
assembly. The tie-struts, steering knuckles, and
upper suspension arm shafts are interchangeable
but the steering arms are not.
A front end stabilizer bar is used to provide
steering stability and to control body roll. The
stabilizer bar is mounted on the frame front side
bars forward of the suspension arms and is con-
nected to the lower suspension arms by steel links
that are cushioned at each end in rubber bushings.
The stabilizer bar extends straight across car
between its frame mounts.
The front wheels are controlled in their up-
and-down movement by steel coil springs and di-
rect acting permanently sealed shock absorbers.
Rubber insulators are used at the upper ends of
the coil springs to prevent metal-to-metal contact
of the spring with the frame. The springs are
mounted with the lower ends seated on the lower
suspension arms and the upper ends seated in
towers on the number 2 frame cross member.
The shock absorbers incorporate a nylon
skirted piston that provides a long-life bearing
surface and more uniform control of oil bleed