wheel torque DODGE RAM 1500 1998 2.G Manual PDF

OPERATION
The converter impeller (Fig. 123) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 124).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over-run-ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston and friction
material to the front cover, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission.
The clutch can be engaged in second, third, fourth,
and fifth (if appicable) gear ranges depending on
overdrive control switch position. If the overdrive
control switch is in the normal ON position, the
clutch will engage after the shift to fourth gear. If the
Fig. 123 Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
DRAUTOMATIC TRANSMISSION - 45RFE/545RFE 21 - 403
TORQUE CONVERTER (Continued)

control switch is in the OFF position, the clutch will
engage after the shift to third gear.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the L/R-CC
Solenoid. There are four output logic states that can
be applied as follows:
²No EMCC
²Partial EMCC
²Full EMCC
²Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is
OFF. There are several conditions that can result in
NO EMCC operations. No EMCC can be initiated
due to a fault in the transmission or because the
TCM does not see the need for EMCC under current
driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Sole-
noid (duty cycle) to obtain partial torque converter
clutch application. Partial EMCC operation is main-
tained until Full EMCC is called for and actuated.
During Partial EMCC some slip does occur. Partial
EMCC will usually occur at low speeds, low load and
light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases
the L/R Solenoid duty cycle to full ON after Partial
EMCC control brings the engine speed within thedesired slip range of transmission input speed rela-
tive to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or
Partial EMCC to No EMCC. This is done at mid-
throttle by decreasing the L/R Solenoid duty cycle.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive flats for sharp
edges, burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper or crocus cloth if neces-
sary. Verify that the converter hub o-ring is properly
installed and is free from debris. The hub must be
smooth to avoid damaging the pump seal at installa-
tion.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or con-
verter hub o-ring while inserting torque converter
into the front of the transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 125). Surface of converter lugs
should be at least 13 mm (1/2 in.) to rear of straight-
edge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
Fig. 124 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
21 - 404 AUTOMATIC TRANSMISSION - 45RFE/545RFEDR
TORQUE CONVERTER (Continued)

TRANSFER CASE - NV241 GENII
TABLE OF CONTENTS
page page
TRANSFER CASE - NV241 GENII
DESCRIPTION........................415
OPERATION..........................415
DIAGNOSIS AND TESTING - TRANSFER
CASE - NV241 GENII..................416
REMOVAL............................417
DISASSEMBLY........................417
CLEANING...........................426
INSPECTION.........................426
ASSEMBLY...........................428
INSTALLATION........................438
SPECIFICATIONS
TRANSFER CASE - NV241 GENII........438
SPECIAL TOOLS
TRANSFER CASE - NV241/NV243........439
EXTENSION HOUSING BUSHING AND SEAL
REMOVAL............................440INSTALLATION........................440
FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
REFILL............................441
FRONT OUTPUT SHAFT SEAL
REMOVAL............................441
INSTALLATION........................442
POSITION SENSOR
DESCRIPTION........................442
OPERATION..........................442
REMOVAL............................443
INSTALLATION........................443
SHIFT LEVER
REMOVAL............................444
INSTALLATION........................445
ADJUSTMENTS
ADJUSTMENT - SHIFT LEVER..........446
TRANSFER CASE - NV241
GENII
DESCRIPTION
The NV241 GENII transfer case is a part-time
transfer case with a low-range gear system. It pro-
vides three operating ranges plus a NEUTRAL posi-
tion. The low range position provides a gear
reduction ratio of 2.72:1 for increased low speed
torque capability.
The gear cases and extension are all of aluminum
(Fig. 1). Drive sprockets and an interconnecting drive
chain are used to transmit engine torque to the front/
rear propeller shafts. The mainshaft, input gear and
front output shaft are supported by ball and needle
bearings.
IDENTIFICATION
An identification tag (Fig. 2) is attached to the rear
case of every transfer case. The tag provides the
transfer case model number, assembly number, serial
number, and low range ratio.
The transfer case serial number also represents
the date of build.
OPERATION
OPERATING RANGE
Transfer case operating ranges are:
²2H (2-wheel drive)²4H (4-wheel drive)
²4LO (4-wheel drive low range)
The 2H range is for use on any road surface at any
time.
The 4H and 4LO ranges are for off road use only.
They are not for use on hard surface roads. The only
exception being when the road surface is covered by
ice and snow.
The low range reduction gear system is operative
in 4LO range only. This range is for extra pulling
Fig. 1 Transfer Case - Front View
1 - TRANSFER CASE
2 - MANUAL LEVER
3 - POSITION SENSOR
DRTRANSFER CASE - NV241 GENII 21 - 415

power in off road situations. Low range reduction
ratio is 2.72:1.
SHIFT MECHANISM
The transfer case is operated by an adjustable floor
mounted shift linkage. The transfer case shift lever
is directly attached to the shift sector. The sectoroperates the range and mode forks within the trans-
fer case.
A straight line shift pattern is used with a NEU-
TRAL detent. Lever range positions are imprinted in
the shift knob.
SHIFTING
The transfer case can be shifted between the 2H
and 4H operating ranges while the vehicle is in
motion. The vehicle must have the transmission
placed in NEUTRAL, or the clutch depressed in the
case of a manual transmission, and be moving less
than 2-3 MPH when shifting into and out of the 4L
operating range.
DIAGNOSIS AND TESTING - TRANSFER CASE -
NV241 GENII
Before beginning repair on a suspected transfer
case malfunction, check all other driveline compo-
nents beforehand.
The actual cause of a problem may be related to
such items as: front hubs, axles, propeller shafts,
wheels and tires, transmission, or clutch instead. If
all other driveline components are in good condition
and operating properly, refer to the Diagnosis Chart
for further information.
DIAGNOSIS CHART
Condition Possible Cause Correction
Transfer Case difficult to shift or will
not shift into desired range.1) Vehicle speed too great to permit
shifting.1) Stop vehicle and shift into
desired range. Or, reduce speed to
below 3-4 km/h (2-3 mph) before
attempting the shift.
2) If vehicle was operated for an
extended period in 4H on a dry
paved surface, the driveline torque
load may be causing a bind.2) Stop vehicle and shift the
transmission into neutral. Shift the
transfer case to 2H and operate
vehicle in 2H on dry paved
surfaces.
3) Transfer case external shift
linkage binding.3) Lubricate, repair, or replace
linkage bushings, or tighten loose
components as necessary.
4) Insufficient or incorrect lubricant. 4) Drain and refill to edge of fill hole
with MoparTATF +4, Automatic
Transmission fluid.
5) Internal components binding,
worn, or damaged.5) Disassemble the transfer case
and replace worn or damaged
components as necessary.
Transfer Case noisy in all operating
ranges.1) Insufficient or incorrect lubricant. 1) Drain and refill to edge of fill hole
with MoparTATF +4, Automatic
Transmission fluid.
Fig. 2 Transfer Case - Rear View
1 - TRANSFER CASE
2 - IDENTIFICATION TAG
21 - 416 TRANSFER CASE - NV241 GENIIDR
TRANSFER CASE - NV241 GENII (Continued)

DIAGNOSIS CHART
Condition Possible Cause Correction
Transfer Case difficult to shift or will not
shift into desired range.1) Vehicle speed too great to permit
shifting.1) Stop vehicle and shift into desired
range. Or, reduce speed to below 3-4
km/h (2-3 mph) before attempting the
shift.
2) If vehicle was operated for an
extended period in 4H on a dry paved
surface, the driveline torque load may
be causing a bind.2) Stop vehicle and shift the
transmission into neutral. Shift the
transfer case to 2H and operate vehicle
in 2H on dry paved surfaces.
3) Transfer case external shift linkage
binding.3) Lubricate, repair, or replace linkage
bushings, or tighten loose components
as necessary.
4) Insufficient or incorrect lubricant. 4) Drain and refill to edge of fill hole
with MoparTATF +4, Automatic
Transmission fluid.
5) Internal components binding, worn,
or damaged.5) Disassemble the transfer case and
replace worn or damaged components
as necessary.
Transfer Case noisy in all operating
ranges.1) Insufficient or incorrect lubricant. 1) Drain and refill to edge of fill hole
with MoparTATF +4, Automatic
Transmission fluid.
Noisy in, or jumps out of, four wheel
drive low range.1) Transfer case not completely
engaged in 4L position.1) With the transmission in NEUTRAL,
or the clutch depressed in the case of a
manual transmission and the vehicle
moving under 3-4 km/h (2-3 mph), shift
the transfer case to NEUTRAL and then
shift into the 4L position.
2) Shift linkage out of adjustment. 2) Adjust linkage.
3) Shift linkage loose or binding. 3) Tighten, lubricate, or repair linkage as
necessary.
4) Range fork damaged, inserts worn,
or fork is binding on the shift rail.4) Disassemble unit and repair as
necessary.
5) Low range gear worn or damaged. 5) Disassemble unit and repair as
necessary.
Lubricant leaking from output shaft seal
or vent.1) Transfer case overfilled. 1) Drain lubricant to the correct level.
2) Vent closed or restricted. 2) Clear or replace vent as necessary.
3) Output shaft seals damaged or
installed incorrectly.3) Replace seal as necessary. Check to
ensure that another component, the
propeller shaft slip yoke for example, is
not causing damage to seal.
Abnormal tire wear. 1) Extended operation on hard, dry
surfaces in the 4H position.1) Operate vehicle in the 2H position on
hard, dry surfaces.
DRTRANSFER CASE - NV271 21 - 449
TRANSFER CASE - NV271 (Continued)

TRANSFER CASE - NV243
TABLE OF CONTENTS
page page
TRANSFER CASE - NV243
DESCRIPTION........................482
OPERATION..........................483
DIAGNOSIS AND TESTING - TRANSFER
CASE - NV243.......................483
REMOVAL............................484
DISASSEMBLY........................484
CLEANING...........................493
INSPECTION.........................493
ASSEMBLY...........................496
INSTALLATION........................505
SPECIFICATIONS
TRANSFER CASE - NV243.............505
SPECIAL TOOLS
TRANSFER CASE - NV243.............506
EXTENSION HOUSING SEAL
REMOVAL............................507
INSTALLATION........................507FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
REFILL............................507
FRONT OUTPUT SHAFT SEAL
REMOVAL............................507
INSTALLATION........................508
MODE SENSOR
DESCRIPTION........................509
OPERATION..........................509
SELECTOR SWITCH
DESCRIPTION........................510
OPERATION..........................510
SHIFT MOTOR
DESCRIPTION........................511
OPERATION..........................511
REMOVAL............................511
INSTALLATION........................511
TRANSFER CASE - NV243
DESCRIPTION
The NV243 is an electronically controlled part-time
transfer case with a low range gear reduction system.
The NV243 has three operating ranges plus a NEU-
TRAL position. The low range system provides a gear
reduction ratio for increased low speed torque capa-
bility.
The geartrain is mounted in two aluminum case
halves attached with bolts. The mainshaft front and
rear bearings are mounted in aluminum retainer
housings bolted to the case halves.
OPERATING RANGES
Transfer case operating ranges are:
²2WD (2-wheel drive)
²4HI (4-wheel drive)
²4LO (4-wheel drive low range)
²NEUTRAL
The 2WD range is for use on any road surface at
any time.The 4HI and 4LO ranges are for off road use only.
They are not for use on hard surface roads. The only
exception being when the road surface is wet or slip-
pery or covered by ice and snow.
The low range reduction gear system is operative
in 4LO range only. This range is for extra pulling
power in off road situations. Low range reduction
ratio is 2.72:1.
SHIFT MECHANISM
Operating ranges are selected with a dash
mounted shift selector switch. The shift selector
switch provides a input to the Transfer Case Control
Module (TCCM) to indicate the driver's desire to
change operating ranges. The TCCM uses this input,
along with input from the transfer case mounted
mode sensor and information from the vehicle's bus,
to determine if a shift is permitted. If the TCCM
decides the shift is permitted, the TCCM controls the
shift motor, mounted to the exterior of the transfer
case, to perform the shift.
21 - 482 TRANSFER CASE - NV243DR

TRANSFER CASE - NV244 GENII
TABLE OF CONTENTS
page page
TRANSFER CASE - NV244 GENII
DESCRIPTION........................512
OPERATION..........................513
DIAGNOSIS AND TESTING - TRANSFER
CASE - NV244.......................513
REMOVAL............................514
DISASSEMBLY........................514
CLEANING...........................523
INSPECTION.........................523
ASSEMBLY...........................525
INSTALLATION........................534
SPECIFICATIONS
TRANSFER CASE - NV244 GENII........535
SPECIAL TOOLS
TRANSFER CASE - NV244 GENII........535
EXTENSION HOUSING SEAL
REMOVAL............................536
INSTALLATION........................536FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
REFILL............................537
FRONT OUTPUT SHAFT SEAL
REMOVAL............................537
INSTALLATION........................538
MODE SENSOR
DESCRIPTION........................538
OPERATION..........................539
SELECTOR SWITCH
DESCRIPTION........................539
OPERATION..........................540
SHIFT MOTOR
DESCRIPTION........................541
OPERATION..........................541
REMOVAL............................541
INSTALLATION........................541
TRANSFER CASE - NV244
GENII
DESCRIPTION
The NV244 GENII is an electronically controlled
full and part-time transfer case with no two wheel
drive operation.
A differential in the transfer case is used to control
torque transfer to the front and rear axles. A low
range gear reduction system provides increased low
speed torque capability for off road operation. The
low range provides a 2.72:1 reduction ratio.
The geartrain is mounted in two aluminum case
halves attached with bolts. The mainshaft front and
rear bearings are mounted in aluminum retainer
housings bolted to the case halves.
OPERATING RANGES
NV244 GENII operating ranges are:
²AWD(All-Wheel Drive)
²4HI (Part-time)
²4LO
²NEUTRAL
The AWD mode can be used at any time and on
any road surface.The 4HI (Part-time) and 4LO ranges are for off
road use only. The only time these ranges can be
used is when the road surface is covered with snow,
ice, or other loose slippery material.
SHIFT MECHANISM
Operating ranges are selected with a dash
mounted shift selector switch. The shift selector
switch provides a input to the Transfer Case Control
Module (TCCM) to indicate the driver's desire to
change operating ranges. The TCCM uses this input,
along with the input from the transfer case mounted
mode sensor and information from the vehicle's bus,
to determine if a shift is permitted. If the TCCM
decides the shift is permitted, the TCCM controls the
shift motor, mounted to the exterior of the transfer
case, to perform the shift.
21 - 512 TRANSFER CASE - NV244 GENIIDR

TRANSFER CASE - NV273
TABLE OF CONTENTS
page page
TRANSFER CASE - NV273
DESCRIPTION........................542
OPERATION..........................543
DIAGNOSIS AND TESTING - TRANSFER
CASE - NV273.......................543
REMOVAL............................544
DISASSEMBLY........................544
CLEANING...........................554
INSPECTION.........................554
ASSEMBLY...........................556
INSTALLATION........................568
SPECIFICATIONS
TRANSFER CASE - NV273.............568
SPECIAL TOOLS
TRANSFER CASE NV271/NV273.........569
EXTENSION HOUSING SEAL AND DUST BOOT
REMOVAL............................571
INSTALLATION........................571FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
REFILL............................571
FRONT OUTPUT SHAFT SEAL
REMOVAL............................572
INSTALLATION........................572
MODE SENSOR
DESCRIPTION........................573
OPERATION..........................573
SELECTOR SWITCH
DESCRIPTION........................574
OPERATION..........................574
SHIFT MOTOR
DESCRIPTION........................575
OPERATION..........................575
REMOVAL............................575
INSTALLATION........................575
TRANSFER CASE - NV273
DESCRIPTION
The NV273 is an electronically controlled part-time
transfer case with a low range gear reduction system.
The NV273 has three operating ranges plus a NEU-
TRAL position. The low range system provides a gear
reduction ratio for increased low speed torque capa-
bility.
The geartrain is mounted in two aluminum case
halves attached with bolts. The mainshaft front and
rear bearings are mounted in aluminum case halves.
OPERATING RANGES
Transfer case operating ranges are:
²2WD (2-wheel drive)
²4HI (4-wheel drive)
²4LO (4-wheel drive low range)
²NEUTRAL
The 2WD range is for use on any road surface at
any time.The 4HI and 4LO ranges are for off road use only.
They are not for use on hard surface roads. The only
exception being when the road surface is wet or slip-
pery or covered by ice and snow.
The low range reduction gear system is operative
in 4LO range only. This range is for extra pulling
power in off road situations. Low range reduction
ratio is 2.72:1.
SHIFT MECHANISM
Operating ranges are selected with a dash
mounted shift selector switch. The shift selector
switch provides a input to the Transfer Case Control
Module (TCCM) to indicate the driver's desire to
change operating ranges. The TCCM uses this input,
along with input from the transfer case mounted
mode sensor and information from the vehicle's bus,
to determine if a shift is permitted. If the TCCM
decides the shift is permitted, the TCCM controls the
shift motor, mounted to the exterior of the transfer
case, to perform the shift.
21 - 542 TRANSFER CASE - NV273DR

TIRES/WHEELS
TABLE OF CONTENTS
page page
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND
WHEEL RUNOUT......................1
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE ROTATION . 3
STANDARD PROCEDURE - MATCH
MOUNTING...........................3
STANDARD PROCEDURE - TIRE AND
WHEEL BALANCE......................4
TIRES
DESCRIPTION
DESCRIPTION - SPARE TIRE /
TEMPORARY.........................6
DESCRIPTION - TIRES..................6
DESCRIPTION - RADIAL ± PLY TIRES......6
DESCRIPTION - TIRE PRESSURE FOR
HIGH SPEEDS.........................7
DESCRIPTION - REPLACEMENT TIRES.....7
DESCRIPTION - TIRE INFLATION
PRESSURES..........................7
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRESSURE
GAUGES.............................7
DIAGNOSIS AND TESTING - TIRE NOISE
OR VIBRATION........................7
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS..........................8
DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS...........................8
DIAGNOSIS AND TESTING - TIRE/VEHICLE
LEAD................................8STANDARD PROCEDURE - REPAIRING
LEAKS..............................10
SPECIFICATIONS
TIRE REVOLUTIONS PER MILE..........10
WHEELS
DESCRIPTION.........................11
OPERATION...........................11
DIAGNOSIS AND TESTING
WHEEL INSPECTION..................11
STANDARD PROCEDURE
STANDARD PROCEDURE - WHEEL
REPLACEMENT.......................12
STANDARD PROCEDURE - DUAL REAR
WHEEL INSTALLATION.................12
SPECIFICATIONS
TORQUE CHART......................13
STUDS
REMOVAL.............................14
INSTALLATION.........................14
WHEEL COVER
REMOVAL.............................14
INSTALLATION
INSTALLATION - REAR.................14
INSTALLATION - FRONT................14
SPARE TIRE
DESCRIPTION
DESCRIPTION - SPARE / TEMPORARY
TIRE...............................15
DESCRIPTION - FULL SIZE, SPARE WHEEL
WITH MATCHING TIRE.................15
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND WHEEL
RUNOUT
Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 1).
Lateral runout is thewobbleof the tire or wheel.
Radial runout of more than 1.5 mm (.060 inch)
measured at the center line of the tread may cause
the vehicle to shake.Lateral runout of more than 2.0 mm (.080 inch)
measured near the shoulder of the tire may cause the
vehicle to shake.
Sometimes radial runout can be reduced. Relocate
the wheel and tire assembly on the mounting 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).
DRTIRES/WHEELS 22 - 1

METHOD 1 (RELOCATE WHEEL ON HUB)
(1) Drive vehicle a short distance to eliminate tire
flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
or replace if necessary.
(3) Check the wheel mounting surface.
(4) Relocate wheel on the mounting, two studs
over from the original position.
(5) Tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
(6) Check radial runout. If still excessive, mark
tire sidewall, wheel, and stud at point of maximum
runout and proceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
NOTE: Rotating the tire on wheel is particularly
effective when there is runout in both tire and
wheel.
(1) Remove tire from wheel and mount wheel on
service dynamic balance machine.
(2) Check wheel radial runout (Fig. 2) and lateral
runout (Fig. 3).
²STEEL WHEELS: Radial runout 0.031 in., Lat-
eral runout 0.031 in. (maximum)
²ALUMINUM WHEELS: Radial runout 0.020 in.,
Lateral runout 0.025 in. (maximum)
(3) If point of greatest wheel lateral runout is near
original chalk mark, remount tire 180 degrees.
Recheck runout, Refer to match mounting procedure.
Fig. 1 Checking Tire/Wheel/Hub Runout
1 - RADIAL RUNOUT
2 - LATERAL RUNOUT
Fig. 2 Radial Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
Fig. 3 Lateral Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
22 - 2 TIRES/WHEELSDR
TIRES/WHEELS (Continued)