the wheel and tire on the wheel studs (See Method
1). If this does not reduce runout to an acceptable
level, the tire can be rotated on the wheel. (See
Method 2).

METHOD 1 (RELOCATE WHEEL ON HUB)

Check the accuracy of the mounting surface on the

wheel and the flange of the hub/bearing assembly.

Drive the vehicle a short distance to eliminate any

tire flat spotting that may have occurred from the
vehicle being parked.

Verify all wheel nuts are properly tightened and

torqued in the correct sequence. (Fig. 1).

Use Dial Indicator Set, Special Tool C-3339A, with

25-W wheel, or equivalent, to determine radial
runout (Fig. 2).

Relocate wheel on the mounting, two studs over

from the original position.

TIRES/WHEELS

22 - 1

Retighten

wheel

nuts

until

all

are

properly

torqued. This will prevent brake distortion.

Check radial runout. If still excessive, mark tire

sidewall, wheel, and stud at point of maximum
runout using an appropriate marking device (Fig. 3),
then proceed to Method 2.

METHOD 2 (RELOCATE TIRE ON WHEEL)

Rotating the tire on wheel is particularly effective

when there is runout in both the tire and the wheel.

Remove tire from wheel and remount wheel on hub

in former position.

Check the radial runout of the wheel (Fig. 4). The

radial runout of the wheel should be no more than
0.62 mm (0.024 inch).

Check the lateral runout of the wheel (Fig. 5). The

lateral runout should be no more than 0.800 mm
(0.031 inch).

If the point of the most radial wheel runout is near

the original chalk mark, remount the tire 45 degrees
from its original spot. Recheck runout.

Fig. 1 Wheel Nut Tightening Sequence

Fig. 2 Runout Gauge

Fig. 3 Marking Tire, Wheel And Stud

1 - TIRE AND WHEEL ASSEMBLY
2 - TYPICAL LOCATION MARKS

Fig. 4 Checking Radial Runout Of Wheel

1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR

22 - 2

TIRES/WHEELS

TIRES/WHEELS (Continued)

STANDARD PROCEDURE

TIRE AND WHEEL BALANCE

Balancing need is indicated by vibration in seats,

floor pan, or steering wheel. The vibration will be
noticed mostly when driving over 95 km/h (60 mph)
on a smooth road.

It is recommended that a two-plane dynamic bal-

ancer be used when a wheel and tire assembly
requires

balancing.

Static

balancing

equipment

should only be used when a two-plane balancer is not
available.

This vehicle is equipped with wheels that do not

have a flange on the outer face. For that reason,
clip-on wheel weights cannot be used on the outer
face of any wheel, and can only be used on the inner
face of the front wheels (Fig. 6). They must not be
used on the rear wheel inner face due to clearance
issues. In their place, stick-on type weights must be
used. Wheel weights may be placed in locations indi-
cated in figure (Fig. 6).

For static imbalance, find the location of the heavy

spot causing the imbalance. Counter balance the
wheel and tire 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 rim
between the outer face and the weld using tape on
wheel weights. (Fig. 7) and (Fig. 8). Off-vehicle bal-
ancing is necessary.

Wheel balancing can be accomplished with either

on or off vehicle equipment. When using on-vehicle
balancing equipment, remove the opposite wheel/tire.

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 run-out in the wheel/tire assembly.
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 rim is identified
with a label on the outside of the rim and a dot or
line in the drop well on the tire side of the rim. 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.

Before dismounting a tire from its wheel, a refer-

ence mark should be placed on the tire at the valve
stem location. This reference will ensure that it is
remounted in the original position on the wheel.

Fig. 5 Checking Lateral Runout Of Wheel

1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR

Fig. 6 Wheel Weight Locations

1 - WHEEL
2 - CLIP-ON WHEEL WEIGHT (FRONT WHEELS ONLY)
3 - INNER FACE OF WHEEL
4 - STICK-ON WHEEL WEIGHT (INNER LOCATION)
5 - STICK-ON WHEEL WEIGHT (OUTER LOCATION)
6 - OUTER FACE OF WHEEL

TIRES/WHEELS

22 - 3

TIRES/WHEELS (Continued)

Content .. 220 221 222 223 ..