CHRYSLER VOYAGER 1996 Service Manual

Improper inflation can cause:
²Uneven wear patterns
²Reduced tread life
²Reduced fuel economy
²Unsatisfactory ride
²The vehicle to drift.
Proper tire air inflation pressure specifications can
be found on the Vehicle Tire Placard provided with
the vehicle. See owner's manual.
Tire pressures have been chosen to provide safe
operation, vehicle stability, and a smooth ride. Tire
pressure should be checked cold once per month.
Check tire pressure more frequently when the
weather temperature varies widely. Tire pressure will
decrease when the outdoor temperature drops.
Tire inflation pressures specified on the placard
are always cold inflation pressure. Cold inflation
pressure is obtained after the vehicle has not been
operated for at least 3 hours, or the vehicle is driven
less than one mile after being inoperative for 3
hours. Tire inflation pressures may increase from 2
to 6 pounds per square inch (psi) during operation.
Do not reduce this normal pressure build-up.
TIRE PRESSURE FOR HIGH-SPEED DRIVING
Chrysler Corporation advocates driving at safe
speeds within posted speed limits. Where speed lim-
its allow the vehicle to be driven at high speeds, cor-
rect tire inflation pressure is very important. For
speeds up to and including 75 mph (120 km/h), tires
must be inflated to the pressures shown on the tire
placard.
Vehicles loaded to the maximum capacity should
not be driven at speeds above 75 mph (120 km/h).
For emergency vehicles that are driven at speeds
over 90 mph (144 km/h), special high-speed tires
must be used. Consult tire manufacturer for correct
inflation pressure recommendations.
REPLACEMENT TIRES
The original equipment tires provide a proper bal-
ance of many characteristics such as:
²Ride
²Noise
²Handling
²Durability
²Tread life
²Traction
²Rolling resistance
²Speed capability
It is recommend that tires equivalent to the origi-
nal equipment tires be used when replacement is
needed.
Failure to use equivalent replacement tires may
adversely affect the safety and handling of the vehicle.
The use of oversize tires not listed in the specifica-
tion charts may cause interference with vehicle com-
ponents. Under extremes of suspension and steering
travel, interference with vehicle components may
cause tire damage.
WARNING: FAILURE TO EQUIP THE VEHICLE WITH
TIRES HAVING ADEQUATE SPEED CAPABILITY
CAN RESULT IN SUDDEN TIRE FAILURE.
DIAGNOSIS AND TESTING
PRESSURE GAUGES
A quality air pressure gauge is recommended to
check tire pressure. After checking the air pressure,
replace valve cap finger tight.
TREAD WEAR INDICATORS
Tread wear indicators are molded into the bottom
of the tread grooves. When tread depth is 1.6 mm
(1/16 in.), the tread wear indicators will appear as a
13 mm (1/2 in.) band (Fig. 4).
Tire replacement is necessary when indicators
appear in two or more grooves or if localized balding
occurs.
Fig. 4 Tread Wear Indicators
NSTIRES AND WHEELS 22 - 3
DESCRIPTION AND OPERATION (Continued)

TIRE WEAR PATTERNS
Under inflation will cause wear on the shoulders of
tire. Over inflation will cause wear at the center of
tire.
Excessive camber causes the tire to run at an
angle to the road. One side of tread is then worn
more than the other (Fig. 5).
Excessive toe-in or toe-out causes wear on the
tread edges and a feathered effect across the tread
(Fig. 5).
TIRE NOISE OR VIBRATION
Radial-ply tires are sensitive to force impulses
caused by improper mounting, vibration, wheel
defects, or possibly tire imbalance.To find out if tires are causing the noise or vibra-
tion, drive the vehicle over a smooth road at varying
speeds. Note the noise level during acceleration and
deceleration. The engine, differential and exhaust
noises will change as speed varies, while the tire
noise will usually remain constant.
LEAD CORRECTION CHART
Use the following chart to correct a vehicle leading
or drifting problem.
Fig. 5 Tire Wear Patterns
22 - 4 TIRES AND WHEELSNS
DIAGNOSIS AND TESTING (Continued)

LEAD CORRECTION CHART
NSTIRES AND WHEELS 22 - 5
DIAGNOSIS AND TESTING (Continued)

SERVICE PROCEDURES
TIRE AND WHEEL ROTATION (NON-DIRECTIONAL
THREAD PATTERN)
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. 6). 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.
REPAIRING TIRE LEAKS
For proper repairing, a radial tire must be removed
from the wheel. Before dismounting the tire from the
wheel, a reference mark should be placed on the tire
at the valve stem location. This reference mark will
ensure that the tire is remounted back on the wheel
in its original position. Repairs should only be made
if the defect, or puncture, is in the tread area (Fig.
7). The tire should be replaced if the puncture is
located in the sidewall.Deflate tire completely before dismounting tire
from the wheel. Use lubrication such as a mild soap
solution when dismounting or mounting tire. Use
tools free of burrs or sharp edges which could dam-
age the tire or wheel rim.
Before mounting tire on wheel, make sure all rust
is removed from the rim bead and repaint if neces-
sary.
Install wheel on vehicle, and progressively tighten
all 5 wheel nuts to a torque of 135 N´m (100 ft. lbs.).
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 on the inside 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.
(1) Measure the total indicator runout on the cen-
ter of the tire tread rib. Record the indicator reading.
Mark the tire to indicate the high spot. Place a mark
on the tire at the valve stem location (Fig. 8).
(2) Break down the tire and remount it 180
degrees on the rim (Fig. 9).
(3) Measure the total indicator runout again. Mark
the tire to indicate the high spot.
Fig. 6 Forward-Cross Tire Rotation Method
Fig. 7 Tire Repair Area
22 - 6 TIRES AND WHEELSNS

(4) If runout is still excessive, the following proce-
dures must be done.²If the high spot is within 102 mm (4.0 in.) of the
first spot and is still excessive, replace the tire.
²If the high spot is within 102 mm (4.0 in.) of the
first spot on the wheel, the wheel may be out of spec-
ifications. Refer to Wheel and Tire Runout.
²If the high spot is NOT within 102 mm (4.0 in.)
of either high spot, draw an arrow on the tread from
second high spot to first. Break down the tire and
remount it 90 degrees on rim in that direction (Fig.
10). This procedure will normally reduce the runout
to an acceptable amount.
CLEANING AND INSPECTION
CLEANING TIRES
Remove protective coating on tires before delivery
of vehicle. This coating may cause deterioration of
tires.
To remove the protective coating applying warm
water and let it soak for a few minutes. Then scrub
the coating away with a soft bristle brush. Steam
cleaning may also be used to remove the coating.
NOTE: DO NOT use gasoline, mineral oil, oil-based
solvent or wire brush for cleaning.
Fig. 8 First Measurement On Tire
Fig. 9 Remount Tire 180 Degrees
Fig. 10 Remount Tire 90 Degrees In Direction of
Arrow
NSTIRES AND WHEELS 22 - 7
SERVICE PROCEDURES (Continued)

SPECIFICATIONS
TIRE SPECIFICATIONS
22 - 8 TIRES AND WHEELSNS

WHEELS
INDEX
page page
DESCRIPTION AND OPERATION
WHEEL INFORMATION.................... 9
DIAGNOSIS AND TESTING
TIRE AND WHEEL RUNOUT............... 10
WHEEL INSPECTION...................... 9SERVICE PROCEDURES
TIRE AND WHEEL BALANCE............... 11
WHEEL INSTALLATION................... 11
SPECIFICATIONS
WHEEL SPECIFICATIONS................. 12
DESCRIPTION AND OPERATION
WHEEL INFORMATION
Original equipment wheels are designed for proper
operation at all loads up to the specified maximum
vehicle capacity.
All models use steel or aluminum drop center
wheels. Every wheel has raised sections between the
rim flanges and rim drop well called safety humps
(Fig. 1).
Initial inflation of the tires forces the bead over
these raised sections. In case of air loss the raised
sections hold the tire in position on the wheel until
the vehicle can be brought to a safe stop.
Cast aluminum wheels require special balance
weights to fit on the thicker flange of the rim and
special wheel clamps for the alignment equipment.
The wheel studs and nuts are designed for the spe-
cific wheel applications used on a vehicle and must
be replaced with equivalent parts.
Do not use replacement parts of lesser quality or of
a substitute design from the original equipment part.All aluminum wheels have wheel stud nuts with
an enlarged nose. This enlarged nose is necessary to
ensure proper retention of the wheels.
Vehicles that are equipped with bolt-on wheel cov-
ers use large nose wheel nuts. The wheel nuts used
on a vehicle equipped with bolt-on wheel covers are
externally threaded so that the wheel covers can be
attached to the wheel nuts.
Before installing a wheel, remove any buildup of
corrosion on the wheel mounting surface.
WARNING: INSTALLING WHEELS WITHOUT GOOD
METAL-TO-METAL CONTACT COULD CAUSE LOOS-
ENING OF WHEEL LUG NUTS. THIS COULD
ADVERSELY AFFECT THE SAFETY AND HANDLING
OF YOUR VEHICLE.
DIAGNOSIS AND TESTING
WHEEL INSPECTION
Wheels must be replaced if they:
²Have excessive run out
²Are bent or dented
²Leak air
²Have damaged wheel lug holes
Wheel repairs employing hammering, heating,
welding or repairing leaks are not allowed.
Original equipment replacement wheels are avail-
able through the dealer. When obtaining replacement
wheels from any other source, they must be equiva-
lent in load carrying capacity. The wheel features
(diameter, width, offset, brake clearance, and mount-
ing configuration) must match the original equip-
ment wheels.
WARNING: FAILURE TO USE ORIGINAL EQUIP-
MENT REPLACEMENT WHEELS MAY ADVERSELY
AFFECT THE SAFETY AND HANDLING OF YOUR
VEHICLE.
Fig. 1 Safety Rim
NSTIRES AND WHEELS 22 - 9

WARNING: REPLACEMENT WITH USED WHEELS
IS NOT RECOMMENDED. THE SERVICE HISTORY
OF THE RIM MAY HAVE INCLUDED SEVERE TREAT-
MENT OR VERY HIGH MILEAGE. THE RIM COULD
FAIL WITHOUT WARNING.
TIRE AND WHEEL RUNOUT
NOTE: Runout should always be measured off the
vehicle and on a suitable balance machine.
Radial run out is the difference between the high
and low points on the outer edge of the tire or wheel.
Lateral run out is the total side±to±side wobble of
the tire or wheel.
Radial run out of more than 0.762 mm (.030 inch)
measured at the center line of the tread may cause
the vehicle to shake.
Lateral run out of more than 0.762 mm (.030 inch)
measured at the side of the tire as close to the tread
as possible may cause the vehicle to shake.
Sometimes radial run out can be reduced by relo-
cating the wheel and tire on the wheel studs (See
Method 1). If this does not reduce run out to an
acceptable level, the tire can be rotated on the wheel.
(See Method 2).
METHOD 1 (RELOCATE WHEEL ON HUB)
Check accuracy of the wheel mounting surface;
adjust wheel bearings.
Drive vehicle a short distance to eliminate tire flat
spotting from a parked position.
Verify all wheel nuts are properly torqued (Fig. 2).
Use run out gauge D-128-TR to determine run out
(Fig. 3).
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 run out. If still excessive, mark tire
sidewall, wheel, and stud at point of maximum run
out (Fig. 4) and proceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
Rotating tire on wheel is particularly effective
when there is run out in both tire and wheel.
Remove tire from wheel and remount wheel on hub
in former position.
Check the radial run out of the wheel (Fig. 5). The
radial run out should be no more than 0.5 mm (0.020
inch) for steel wheels and 0.38 mm (0.015 inch) for
cast aluminum wheels.
Check the lateral run out of the wheel (Fig. 6). The
lateral runout should be no more than 0.8 mm (0.032
inch).
If the point of greatest wheel radial run out is near
the original chalk mark, remount the tire on the rim
180 degrees from its original position. Recheck the
run out. If this does not reduce the run out to an
acceptable level, replace the wheel and/or the tire.
Fig. 2 Tightening Wheel Nuts
Fig. 3 Run Out Gauge
Fig. 4 Chalk Marking On Wheel, Tire And Stud
22 - 10 TIRES AND WHEELSNS
DIAGNOSIS AND TESTING (Continued)

SERVICE PROCEDURES
WHEEL INSTALLATION
To install the wheel, first position it properly on
the mounting surface of the hub using the hub pilot
as a guide. All wheel nuts should be lightly tightened
before progressively tightening them in the proper
sequence (Fig. 7). Then fully tighten the wheel nuts
in the proper sequence (Fig. 7) to a torque of 135
N´m (100 ft. lbs.). Never use oil or grease on studs or
nuts.
TIRE AND WHEEL BALANCE
Balancing need is indicated by vibration of seats,
floor pan, or steering wheel. The vibration will be
noticed mostly when driving over 90 km/h (55 mph)
on a smooth road.
It is recommended that a two plane dynamic bal-
ancer be used when a wheel and tire assembly
require balancing. Static balancing should be used
only when a two plane balancer is not available.
Off-vehicle tire and wheel balancing is recom-
mended to be used on this vehicle.
NOTE: If on vehicle equipment is being used to bal-
ance the tire /wheel assemblies, remove the oppo-
site tire/wheel from the vehicle.
For static balancing, find the location of heavy spot
on tire/wheel causing the imbalance. Counter balance
wheel directly opposite the heavy spot. Determine
weight required to counterbalance the area of imbal-
ance. Place half of this weight on theinnerrim
flange and the other half on theouterrim flange
(Fig. 8).
For dynamic balancing, the balancing equipment is
designed to indicate the location and amount of
weight to be applied to both the inner and outer rim
flanges (Fig. 9).
Fig. 5 Checking Wheel Radial Run Out
Fig. 6 Checking Wheel Lateral Run Out
Fig. 7 Tightening Wheel Nuts
NSTIRES AND WHEELS 22 - 11
DIAGNOSIS AND TESTING (Continued)

SPECIFICATIONS
WHEEL SPECIFICATIONS
Wheel:
Mounting Stud Size..............M12 x 1.5mm
Mounting Stud Lug Nut Hex Size.........19mm
Mounting Lug Nut Tightening
Torque................135 N´m (100 ft. lbs.)
Fig. 8 Static Unbalance & Balance
Fig. 9 Dynamic Unbalance & Balance
22 - 12 TIRES AND WHEELSNS
SERVICE PROCEDURES (Continued)