Chrysler 300M, Dodge Interpid. Manual - part 338

(6) Once back together, road test the vehicle for at

least 5 miles, following the format described in Road
Test. If vibration persists, and all components tested
are within specification, the tires may have an exces-
sive radial force condition. Radial force variation can
only be checked as indicated below. If this equipment
is not available, consult with the tire manufacturer.

RADIAL FORCE VARIATION

Radial Force Variation can be checked using the

Hunter GSP 9700 Vibration Control System (Wheel
Balancer) or equivalent, if available. This type of
equipment helps to correct ride disturbances by
reducing the radial force variation of an assembly
through re-indexing of the tire to wheel.

The equipment manufacturer or DaimlerChrysler

Corporation may supply reference values as guide-
lines. Radial force measurements above the reference
value may not always result in a ride disturbance,
nor do they automatically mean the assembly compo-
nents are out of specification. Do not replace compo-
nents based on radial force values alone. Balancing,
runout diagnosis, re-indexing, and subjective road
testing must be performed as outlined in previous
sections of this diagnosis and testing procedure.

Use the Radial Force equipment to identify suspect

assemblies and minimize the radial forces. After all
suspect

assemblies

are

optimized,

reinstall

the

assemblies and road test the vehicle. If a disturbance
still exists and all other vibration diagnostic proce-
dures have been completed, replace one tire or one
wheel at a time, starting with the assembly having
the highest force variation. Be sure to minimize each
new assembly. Road test the vehicle following each
replacement. Continue this process until the distur-
bance is resolved.

NOTE: When using Radial Force equipment, it is
critically important to set proper tire inflation pres-
sure and ensure centering of the wheel on the
equipment spindle.

RADIAL FORCE VARIATION REFERENCE

VALUES

DESCRIPTION

SPECIFICATION

Total Radial Force
Variation (RFV)

Less Than 22 Lbs. ± 2

Lbs.

Radial First Harmonic
(R1H)

Less Than 16 Lbs. ± 2

Lbs.

Radial Second Harmonic
(R2H)

Less Than 12 Lbs. ± 2

Lbs.

STANDARD PROCEDURE

STANDARD PROCEDURE - TIRE AND WHEEL
BALANCE

NOTE: Balance equipment must be calibrated and
maintained per equipment manufacturer’s specifica-
tions.

Wheel balancing can be accomplished with either

on-vehicle or off-vehicle equipment.

NOTE: If using on-vehicle balancing equipment, on
the driving axle, remove the opposite wheel and tire
assembly.

It is recommended that a two-plane dynamic bal-

ancer be used when a wheel and tire assembly
requires balancing. A static balancer should only be
used when a two-plane balancer is not available.

Balance wheel and tire assemblies dynamically and

statically to less than 0.25 (

⁄

) ounce.

For static balancing, find location of heavy spot

causing imbalance. Counter balance wheel directly
opposite the heavy spot. Determine weight required
to counterbalance the area of imbalance. Place half of
this weight on the inner rim flange and the other
half on the outer rim flange (Fig. 8).

For dynamic balancing, the balance equipment is

designed to indicate the location and amount of
weight to be applied to both the inner and outer rim
flanges (Fig. 9).

The aluminum wheels on this vehicle use a unique

wheel weight (Fig. 10). This wheel weight is designed
to fit the contoured surface of the wheel (Fig. 10).
When balancing an aluminum wheel, this wheel
weight must be used. Do not use any other type of
wheel weight. It will not properly fit the contour of
the wheel.

Always verify the Balance. When using off-vehicle

equipment, rotate assembly 180 degrees on balance
equipment to verify balance. Variation should not be
more than 0.125 (

⁄

) ounce. If variation is more than

0.125 ounce, balancing equipment could be malfunc-
tioning.

If difficult to balance, break down the wheel and

tire assembly and check for loose debris inside tire.
Prior to disassembly, mark (index) the tire at the
valve stem. Use this mark in order to remount the
tire in its original orientation with respect to the
wheel.

TIRES/WHEELS

22 - 5

TIRES/WHEELS (Continued)

Fig. 8 Static Unbalance & Balance

1 - HEAVY SPOT

4 - CORRECTIVE WEIGHT LOCATION

2 - CENTER LINE OF SPINDLE

5 - TIRE OR WHEEL TRAMP, OR WHEEL HOP

3 - ADD BALANCE WEIGHTS HERE

Fig. 9 Dynamic Unbalance & Balance

1 - CENTER LINE OF SPINDLE

3 - CORRECTIVE WEIGHT LOCATION

2 - ADD BALANCE WEIGHTS HERE

4 - HEAVY SPOT WHEEL SHIMMY AND VIBRATION

22 - 6

TIRES/WHEELS

TIRES/WHEELS (Continued)

STANDARD PROCEDURE - TIRE AND WHEEL
MATCH MOUNTING

Wheels and tires are match mounted at the factory.

This means that the high spot of the tire is matched
to the low spot on the wheel rim. This technique is
used to reduce runout in the wheel and tire assem-
bly. The high spot on the tire is marked with a paint
mark or a bright colored adhesive label on the out-
board sidewall. The low spot on the wheel is identi-
fied with a label on the outside of the rim and a dot
or line in the drop well area of the rim (inside where
the tire mounts). If the outside label has been
removed, the tire will have to be removed to locate
the dot or line on the inside of the rim. The tire can
then be match mounted to the tire.

Information on match mounting the tire to the

wheel can be found in Tire and Wheel Runout/Match
Mounting, items (2) through (5), within Diagnosis
And Testing - Tire And Wheel Vibration. (Refer to 22
- TIRES/WHEELS - DIAGNOSIS AND TESTING)

STANDARD PROCEDURE - TIRE AND WHEEL
ROTATION

CAUTION: If the vehicle is equipped with the Tire
Pressure Monitoring (TPM) System, the TPM Sys-
tem (sensors) will need to be retrained once the tire
and wheel rotation process is completed. Anytime
the tire/wheel assemblies are switched, rotated or
replaced, the TPM System needs to be retrained.
(Refer to 22 - TIRES/WHEELS/TIRE PRESSURE
MONITORING/SENSOR - STANDARD PROCEDURE)

NON-DIRECTIONAL TREAD PATTERN TIRES

Tires on the front and rear axles operate at differ-

ent loads and perform different functions. For these
reasons, they wear at unequal rates, and tend to
develop irregular wear patterns. These effects can be
reduced by timely rotation of tires. The benefits of
rotation are especially worthwhile. Rotation will
increase tread life, help to maintain mud, snow, and
wet traction levels, and contribute to a smooth, quiet
ride.

The suggested rotation method is the forward-cross

tire rotation method (Fig. 11). This method takes
advantage of current tire industry practice which
allows rotation of radial-ply tires. Other rotation
methods may be used, but may not have all the ben-
efits of the recommended method.

NOTE: Only the 4 tire rotation method may be used
if the vehicle is equipped with a low mileage or tem-
porary spare tire.

DIRECTIONAL TREAD PATTERN TIRES

Some vehicles are fitted with special high-perfor-

mance tires having a directional tread pattern. These
tires are designed to improve traction on wet pave-
ment. To obtain the full benefits of this design, the
tires must be installed so that they rotate in the cor-
rect direction. This is indicated by arrows on the tire
sidewalls.

When wheels and tires are being installed, extra

care is needed to ensure that this direction of rota-
tion is maintained.

Refer to Owner’s Manual for rotation schedule.

Fig. 10 Aluminum Wheel Weight

1 - TIRE
2 - WHEEL
3 - WHEEL WEIGHT

Fig. 11 Forward-Cross Tire Rotation Method

TIRES/WHEELS

22 - 7

TIRES/WHEELS (Continued)

REMOVAL

REMOVAL - TIRE AND WHEEL ASSEMBLY
(ALUMINUM WHEEL)

CAUTION: If the vehicle is equipped with the Tire
Pressure Monitoring (TPM) System, the tire/wheel
assembly needs to be reinstalled in the same loca-
tion it is removed from or the TPM System (sen-
sors) will need to be retrained. Mark each tire/wheel
assembly indicating location, prior to its removal. If
the tire/wheel assemblies are switched, rotated or
replaced, the TPM System needs to be retrained
afterward. (Refer to 22 - TIRES/WHEELS/TIRE PRES-
SURE MONITORING/SENSOR - STANDARD PROCE-
DURE)

(1) Raise the vehicle so the tire and wheel assem-

bly clears ground level.

(2) Remove the 5 wheel mounting nuts from the

studs.

(3) Remove the tire and wheel from the hub.

REMOVAL - TIRE AND WHEEL ASSEMBLY
(STEEL WHEEL)

(1) Raise the vehicle so the tire and wheel assem-

bly clears ground level.

(2) Noting the location of the valve stem in rela-

tionship to the wheel mounting nuts, remove the
three wheel mounting nuts securing the wheel cover
to the wheel and hub (Fig. 12).

CAUTION: When removing the wheel cover, do not
pry the wheel cover from the wheel. This can result
in damage to the wheel cover. The wheel cover is
removed by pulling it off the wheel by hand.

(3) Grasp the wheel cover at the edges in line with

the remaining installed wheel mounting nuts and
pull straight outward from the wheel. This will pop
the wheel cover retaining tabs over the two remain-
ing wheel nuts, removing the wheel cover from the
vehicle.

(4) Remove the two remaining wheel mounting

nuts from the hub’s studs.

(5) Remove the wheel and tire from the hub.

DISASSEMBLY - TIRE AND WHEEL ASSEMBLY
WITH TPM

(Refer to 22 - TIRES/WHEELS/TIRE PRESSURE

MONITORING/SENSOR - REMOVAL)

ASSEMBLY - TIRE AND WHEEL ASSEMBLY
WITH TPM

(Refer to 22 - TIRES/WHEELS/TIRE PRESSURE

MONITORING/SENSOR - INSTALLATION)

INSTALLATION

INSTALLATION - TIRE AND WHEEL ASSEMBLY
(ALUMINUM WHEEL)

NOTE: Never use oil or grease on studs or wheel
mounting nuts.

(1) Position the tire and wheel assembly on the

wheel mounting studs using the hub pilot as a guide.
Place and hold the wheel flush up against the mount-
ing surface.

(2) Loosely install all 5 wheel mounting nuts.

Lightly snug the wheel nuts, then progressively
tighten them in the proper sequence (Fig. 13).
Tighten wheel mounting nuts to 135 N·m (100 ft.
lbs.).

(3) Lower the vehicle.

Fig. 12 Wheel Mounting Nuts Securing Wheel Cover

1 - VALVE STEM
2 - BOLT-ON WHEEL COVER
3 - NUTS SECURING WHEEL COVER

22 - 8

TIRES/WHEELS

TIRES/WHEELS (Continued)

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