cating 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).

TIRES/WHEELS

22 - 1

METHOD 1 (RELOCATE WHEEL ON HUB)

Check accuracy of the wheel mounting surface;

adjust wheel bearings (if applicable).

Drive vehicle a short distance to eliminate tire flat

spotting from a parked position.

Verify all wheel nuts are tightened and torqued in

the correct sequence (Fig. 1).

Use runout gauge D-128-TR to determine runout

(Fig. 2).

Relocate the wheel on the mounting studs, two

studs over from the original position.

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 (Fig. 3) and proceed to Method 2.

METHOD 2 (RELOCATE TIRE ON WHEEL)

Rotating tire on wheel is particularly effective

when there is runout in both tire and 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 should be no more than 0.762 mm
(0.030 inch).

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

lateral runout should be no more than 0.762 mm
(0.030 inch).

Fig. 1 Wheel Tightening Sequence

Fig. 2 Runout Gauge

Fig. 3 Chalk Marking On Wheel, Tire And Stud

1 - STUD
2 - TIRE
3 - CHALK MARK LOCATIONS

Fig. 4 Checking Wheel Radial Runout

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)

If the point of greatest wheel radial runout is near

the original chalk mark, remount the tire on the rim
180 degrees from its original position. Recheck the
runout. If this does not reduce the runout to an
acceptable level, replace the wheel or the tire.

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. 6).

Fig. 6 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. 5 Checking Wheel Lateral Runout

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

TIRES/WHEELS

22 - 3

TIRES/WHEELS (Continued)

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