wheel CHRYSLER VOYAGER 2004 Service Manual

If runout is still excessive, perform the following:
²If the new high spot is within 102 mm (4.0 inch)
of the first high spot on the tire, replace the tire.
²If the new high spot is within 102 mm (4.0 inch)
of the first high spot on the wheel, the wheel may be
out of specification. Refer to Wheel Runout above.²If the new high spot is NOT within 102 mm (4.0
inch) of either high spot, draw an arrow on the tread
from new high spot toward the original (Fig. 7).
Break down the tire and remount it 90 degrees on
rim in that direction, then re-measure runout. This
will normally reduce the runout to an acceptable
amount.
(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
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 Remount Tire 180 Degrees
1 - VALVE STEM
2 - REFERENCE MARK
Fig. 7 Remount Tire 90 Degrees In Direction of
Arrow
1 - 2ND HIGH SPOT ON TIRE
2 - 1ST HIGH SPOT ON TIRE
22 - 4 TIRES/WHEELSRS
TIRES/WHEELS (Continued)

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 (
1¤4) 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 theinnerrim flange and the other
half on theouterrim 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 (
1¤8) 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.
RSTIRES/WHEELS22-5
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/WHEELSRS
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
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 takesadvantage 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.
REMOVAL
REMOVAL - TIRE AND WHEEL ASSEMBLY
(ALUMINUM WHEEL)
(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.
Fig. 10 Aluminum Wheel Weight
1 - TIRE
2 - WHEEL
3 - WHEEL WEIGHT
Fig. 11 Forward-Cross Tire Rotation Method
RSTIRES/WHEELS22-7
TIRES/WHEELS (Continued)

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.
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.
INSTALLATION - TIRE AND WHEEL ASSEMBLY
(STEEL 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.
NOTE: Wheel mounting nuts must be installed on
the studs as shown (Fig. 14) to allow proper instal-
lation of the wheel cover.
(2) Using the valve stem as an index placed at the
12 O'clock position, install andlightly tightentwo
wheel mounting nuts on the studs located at the 4
O'clock and 8 O'clock positions as shown (Fig. 14).
(3) Place the wheel cover on the wheel in the fol-
lowing fashion:
(a) Align the valve notch in the wheel cover with
the valve stem on the wheel.
(b) At the same time, align the two holes in the
wheel cover having the retaining tabs with the two
installed wheel nuts (Fig. 15).
(c) Press in on center of wheel cover until wheel
cover retaining tabs push past and engage rear of
previously installed wheel mounting nuts (Fig. 15).
This will hold the wheel cover in place.
Fig. 12 NUTS SECURING WHEEL COVER
1 - VALVE STEM
2 - BOLT-ON WHEEL COVER
3 - NUTS SECURING WHEEL COVER
Fig. 13 Tightening Sequence
22 - 8 TIRES/WHEELSRS
TIRES/WHEELS (Continued)

(4) Install andlightly tightenthe three remain-
ing wheel mounting nuts, securing the wheel cover in
place (Fig. 12).
(5) Progressively tighten all five wheel mounting
nuts in the proper sequence (Fig. 16). Tighten wheel
nuts to a torque of 135 N´m (100 ft. lbs.).
(6) Lower the vehicle.
TIRE PRESSURE MONITORING
DESCRIPTION
Some versions of this vehicle are equipped with a
Tire Pressure Monitoring (TPM) system. It monitors
air pressure in the four road tires (excludes spare).
Pressure in the spare tire is not monitored.
There is a sensor (transmitter) in each of the vehi-
cle's four road wheels. The system alerts the driver
when tire pressure falls outside predetermined
thresholds (pressure too low or too high). A message
is then displayed on the Electronic Vehicle Informa-
tion Center (EVIC) located in the overhead console.
For further information, refer to the Owners Man-
ual or the appropriate diagnostic information.
OPERATION
The Tire Pressure Monitoring (TPM) system uses
radio and sensor technology to monitor tire air pres-
sure levels. Sensors, mounted to each road wheel as
part of the valve stem, transmit tire pressure read-
ings to a receiver located in the overhead console.
These transmissions occur once every minute at
speeds over 20 mph (32 km/h). The Tire Pressure
Monitoring system remains active even if no tire
pressure related message is displayed in the EVIC.
If any road tire pressure has exceeded the low or
high pressure threshold (refer to chart below), the
TPM system will display a message in the EVIC and
sound a chime. This message will be displayed for
the rest of the ignition cycle, or until either the Low/
High Tire pressure condition has been corrected. If
the C/T, MENU, STEP or RESET button is pressed,
the message is replaced by the new message
requested; however, if the Low/High Tire condition
has not been corrected, the Low/High Tire pressure
message will again be displayed.
Fig. 14 TWO WHEEL MOUNTING NUTS INSTALLED
1 - WHEEL
2 - VALVE STEM
3 - HUB PILOT
4 - NUTS
Fig. 15 WHEEL COVER INSTALLATION OVER TWO
NUTS
1 - RETAINING TABS
2 - VALVE STEM
3 - BOLT-ON WHEEL COVER
Fig. 16 NUT TIGHTENING SEQUENCE
RSTIRES/WHEELS22-9
TIRES/WHEELS (Continued)

If a road tire is replaced by the spare, the TPM
system will detect the swap and the message9SPARE
TIRE IN USE? Y/N9(along with a chime) will be dis-
played.
For further information, refer to the Owners Man-
ual or the Appropriate Diagnostic Information.
TPM THRESHOLD PRESSURES
High Pressure ON Threshold 48 PSI (331 kPa)
High Pressure OFF Threshold 43 PSI (296 kPa)
Placard Pressure (Cold) 36 PSI (248 kPa)
Low Pressure OFF Threshold 33 PSI (228 kPa)
Low Pressure ON Threshold 28 PSI (193 kPa)
SENSOR - TPM
DESCRIPTION
On vehicles equipped with Tire Pressure Monitor-
ing, one tire pressure sensor is mounted to each
wheel (Fig. 19). Each sensor has an internal battery
that lasts up to 10 years. The battery is not service-
able. At the time of battery failure, the sensor must
be replaced. The serviceable components of the tire
pressure sensor are:
²Sensor-To-Wheel Grommet
²Valve Stem Cap
²Valve Stem Core
Valve stem caps and cores are specifically designed
for the tire pressure monitoring sensors. Although
similar to standard valve stem caps and cores, they
are different.
CAUTION: Do not use a standard valve stem cap or
core in a tire pressure sensor. Always use the orig-
inal equipment style sensor cap and core.
CAUTION: Do not reuse the Sensor-To Wheel Grom-
met. Always use a new grommet when installing a
pressure sensor and properly torque the sensor
nut.
CAUTION: Do not try to install a tire pressure sen-
sor in a steel wheel or aftermarket wheel. Use only
in original style factory wheels.
OPERATION
Tire pressure sensors are battery operated. They
transmit tire pressure data once every minute at
speeds above 20 mph (32 km/h) or up to once every
hour when stationary (parked). For additional infor-
mation, refer to Appropriate Diagnostic Information.
CAUTION
CAUTION: The use of tire sealants is strictly prohib-
ited for vehicles equipped with the Tire Pressure
Monitoring system. Tire sealants can clog tire pres-
sure sensors.
CAUTION: Tire pressure sensor valve stem caps
and cores are specially designed for the sensors.
Due to risk of corrosion, do not use a standard
valve stem cap or core in a tire pressure sensor in
place of the original equipment style sensor cap
and core.
CAUTION: Do not attempt to install a tire pressure
sensor in a steel wheel or aftermarket wheel. Use
tire pressure sensors in original style factory
wheels only.
NOTE: TPM thresholds have been established for
the original tire size equipped on the vehicle. Use
original size tires only to maintain system accuracy.
DIAGNOSIS AND TESTING - TIRE PRESSURE
SENSOR
NOTE: Tire pressure may increase from 2 to 6 psi
(14 to 41 kPa) during normal driving conditions. Do
NOT reduce this normal pressure build up.
If a fault in the system is detected, always check
air pressure in the tires first with a known accurate
air gauge and correct the inflation pressure. If any
tire is low, inspectalltires.
If gauge-read pressure in the tires does not reflect
the reading on the EVIC, retrain the sensors, then
reevaluate (Refer to 22 - TIRES/WHEELS/TIRE
PRESSURE MONITORING/SENSOR - STANDARD
PROCEDURE). Refer to the appropriate diagnostic
information for complete diagnosis of the Tire Pres-
sure Monitoring System.
STANDARD PROCEDURE - TIRE PRESSURE
SENSOR RETRAIN
WARNING: DEATH OR SERIOUS INJURY CAN
OCCUR IF MAGNETICALLY SENSITIVE DEVICES
ARE EXPOSED TO THE RELEARN MAGNET. MAG-
NETS CAN AFFECT PACEMAKERS.
22 - 10 TIRES/WHEELSRS
TIRE PRESSURE MONITORING (Continued)

CAUTION: Never attempt to train more than one
vehicle at a time. System is capable of reading tire
pressure sensor transmissions from other near-by
vehicles.
Each time a wheel rotation or tire pressure sensor
replacement occurs the tire pressure sensors must be
retrained. This is necessary to inform the Electronic
Vehicle Information Center (EVIC) that a sensor
change was made and where. Retraining is accom-
plished through the EVIC used in conjunction with a
Re-learn Magnet, Special Tool 8821.
NOTE: Use the following procedure to retrain all
four (4) road wheel tire pressure sensors. No
attempt should be made to retrain individual sen-
sors.
(1) Retrieve Re-learn Magnet, Special Tool 8821.
(2) Press MENU Button on EVIC until9RETRAIN
TIRE SENSORS - NO9is displayed.
(3) Press STEP button to select9YES9.
NOTE: There is a 60 second timer for training the
first sensor and a 60 second timer between training
the remaining sensors. If any of these timers expire,
the EVIC will abort the training procedure.
NOTE: If at any time the EVIC display reads(TRAIN-
ING ABORTED(, move the vehicle ahead at least
one foot and repeat the entire retraining procedure.
(4) Press MENU button to start retraining. Dis-
play will read9TRAIN LEFT FRONT TIRE9
NOTE: The order for retraining all four sensors is:
²Left Front
²Right Front
²Right Rear
²Left Rear
(5) Starting at left front tire, place Re-learn Mag-
net over valve stem (Fig. 17). Within approximately 5
seconds, vehicle horn will chirp indicating training
complete at that particular sensor. Remove the mag-
net.
(6) Repeat step (5) on remaining sensors as indi-
cated by EVIC until all four TPM sensors positions
are trained.
(7) Once EVIC displays9TRAINING COMPLETE9,
pressing either STEP, C/T, RESET or MENU button
will exit training routine.
REMOVAL
(1) Remove tire and wheel assembly from vehicle.
(Refer to 22 - TIRES/WHEELS - REMOVAL)
CAUTION: The cap used on this valve stem con-
tains an O-ring seal to prevent contamination and
moisture from entering the valve stem. Retain this
valve stem cap for reuse. Do not substitute a regu-
lar valve stem cap in its place.
CAUTION: The valve stem used on this vehicle is
made of aluminum and the core is nickel plated
brass. The original valve stem core must be rein-
stalled and not substituted with a valve stem core
made of a different material. This is required to pre-
vent corrosion in the valve stem caused by the dif-
ferent metals.
(2) Dismount tire from wheel following tire
changer manufacturers instructions while paying
special attention to the following to avoid damaging
the pressure sensor:
(a) When breaking the tire bead loose from the
wheel rim, avoid using the Bead Breaker in the
area of the sensor. That includes both front and
rear beads of the tire.
(b) When preparing to dismount the tire from
the wheel, carefully insert the mounting/dimount-
ing tool at the valve stem   10É (Fig. 18), then pro-
ceed to dismount the tire from the wheel. Use this
process on both the upper and lower tire beads.
(3) Using a thin wall socket, remove special nut
retaining sensor to wheel (Fig. 19).
(4) Remove sensor from wheel (Fig. 19).
Fig. 17 Magnet Placement Over Valve Stem
1 - RE-LEARN MAGNET
2 - VALVE STEM
RSTIRES/WHEELS22-11
SENSOR - TPM (Continued)

INSTALLATION
NOTE: Before reinstalling a tire pressure sensor,
replace sealing grommet at base of valve stem.
(1) Wipe area clean where sensor sealing grommet
contacts wheel. Make sure surface of wheel is not
damaged.
(2) Install sensor in wheel as shown (Fig. 19). Do
not attempt to mount sensor otherwise, damage may
occur.
(3) Using a thin wall socket, install special sensor
nut (Fig. 19). Tighten nut to 4 N´m (35 in. lbs.)
torque.
CAUTION: Over-torquing the sensor nut by as little
as 12 N´m (106 in. lbs.) may result in sensor sepa-
ration from the valve stem. Under this condition,
the sensor may still function, however, the condi-
tion should be corrected immediately.
(4) Mount tire on wheel following tire changer
manufacturers instructions, paying special attention
to the following to avoid damaging tire pressure sen-
sor:
(a) Rotating Wheel Tire Changers - Once the
wheel is mounted to the changer, position the sen-
sor valve stem approximately 210É from the head
of the changer in a clockwise direction before rotat-
ing the wheel (also in a clockwise direction) to
mount the tire (Fig. 20). Use this procedure on
both the upper and lower tire beads.
(b) Rotating Tool Tire Changers - Position the
wheel on the changer so that the sensor valve stem
is approximately 210É from the head of the changer
in a clockwise direction from the mounting end of
the tool (Fig. 21) Make sure the sensor is clear of
the lower bead breaker area to avoid damaging the
sensor when the breaker rises (Fig. 21). Rotate the
tool in a counterclockwise direction to mount the
tire. Use this procedure on both the upper and
lower tire beads.
(5) Install wheel and tire assembly on vehicle.
(Refer to 22 - TIRES/WHEELS - INSTALLATION)
(6) Retrain tire pressure sensors. (Refer to 22 -
TIRES/WHEELS/TIRE PRESSURE MONITORING/
SENSOR - STANDARD PROCEDURE)
Fig. 18 Start Mount/Dismount Tool Within 10
Degrees Of Valve Stem
Fig. 19 Sensor Mounting To Wheel
1 - TIRE PRESSURE SENSOR
2 - WHEEL
3 - NUT
22 - 12 TIRES/WHEELSRS
SENSOR - TPM (Continued)

TIRES
DESCRIPTION
DESCRIPTION - TIRE
Tires are designed and engineered for each specific
vehicle. They provide the best overall performance
for normal operation. The ride and handling charac-
teristics match the vehicle's requirements. With
proper care they will give excellent reliability, trac-
tion, skid resistance, and tread life.
Driving habits have more effect on tire life than
any other factor. Careful drivers will obtain, in most
cases, much greater mileage than severe use or care-
less drivers. A few of the driving habits which will
shorten the life of any tire are:
²Rapid acceleration
²Severe application of brakes
²High-speed driving
²Taking turns at excessive speeds
²Striking curbs and other obstacles
²Operating vehicle with over or under inflated
tire pressures
Radial ply tires are more prone to irregular tread
wear. It is important to follow the tire rotation inter-
val shown in the section on Tire Rotation. This will
help to achieve a greater tread-life potential.
TIRE IDENTIFICATION
Tire type, size, load index and speed rating are
encoded in the letters and numbers imprinted on the
side wall of the tire. Refer to the Tire Identification
chart to decipher the code. For example purposes, the
tire size P225/60 R 16 97 T is used in the chart. An
All Season type tire will also have eitherM+S,M&
SorM-S(indicating mud and snow traction)
imprinted on the side wall. An Extra or Light Load
marking ªXLº or ªLLº may also be listed on the side-
wall. The absence of an ªXLº or ªLLº marking infers
a standard load tire.
TIRE IDENTIFICATION
PTIRE TYPE (Not
present on all tires)P - Passenger
T - Temporary
C - Commercial
LT - Light Truck
225SECTIONAL WIDTHSHOWN IN
MILLIMETERS
60ASPECT RATIOSECTIONAL HEIGHT
÷ SECTIONAL WIDTH
(Refer to Aspect Ratio
Figure 22 )
Fig. 20 Mounting Tire Using Rotating Wheel
Machine
1 - HEAD OF CHANGER LOCATED HERE
2 - VALVE STEM
Fig. 21 Mounting Tire Using Rotating Tool Machine
1 - VALVE STEM
2 - MOUNTING END OF TOOL
3 - BEAD BREAKER (KEEP CLEAR OF SENSOR)
RSTIRES/WHEELS22-13
SENSOR - TPM (Continued)