tires DODGE RAM 2003 Service Service Manual

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 - 592 TRANSFER CASE - NV241 GENIIDR
TRANSFER CASE - NV241 GENII (Continued)

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 sector
operates 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 -
NV271
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 - 624 TRANSFER CASE - NV271DR
TRANSFER CASE - NV271 (Continued)

TIRES/WHEELS
TABLE OF CONTENTS
page page
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND
WHEEL RUNOUT......................1
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE ROTATION . 2
STANDARD PROCEDURE - MATCH
MOUNTING...........................3
STANDARD PROCEDURE - TIRE AND
WHEEL BALANCE......................4
TIRES
DESCRIPTION
DESCRIPTION - SPARE TIRE /
TEMPORARY.........................5
DESCRIPTION - TIRES..................5
DESCRIPTION - RADIAL ± PLY TIRES......6
DESCRIPTION - TIRE PRESSURE FOR
HIGH SPEEDS.........................6
DESCRIPTION - REPLACEMENT TIRES.....6
DESCRIPTION - TIRE INFLATION
PRESSURES..........................6
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRESSURE
GAUGES.............................7
DIAGNOSIS AND TESTING - TIRE NOISE
OR VIBRATION........................7
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS..........................7
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................15
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 anacceptable level, the tire can be rotated on the wheel.
(See Method 2).
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.
DRTIRES/WHEELS 22 - 1

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.
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE ROTATION
Tires on the front and rear axles operate at differ-
ent loads and perform different steering, driving, and
braking functions. For these reasons, the tires wear
at unequal rates. They may also develop irregular
wear patterns. These effects can be reduced by rotat-
ing the tires according to the maintenance schedule
in the Owners Manual. This will improve tread life,
traction and maintain a smooth quiet ride.
The recommended method of tire rotation is (Fig.
4) & (Fig. 5). Other methods can be used, but may
not provide the same tire longevity benefits.
CAUTION: 3500 Dual rear tires have a new tire rota-
tion pattern. This is to accommodate the asymmet-rical design of the ON/OFF road tires and the use of
the outlined white letter (OWL) tires. When replac-
ing a flat, the spare tire may have to be remounted
on the rim or installed at a different location to
maintain the correct placement of the asymmetrical
design or the (OWL).
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)

STANDARD PROCEDURE - 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. Each are marked
with a bright colored temporary label on the out-
board surface for alignment. The wheel is also
marked permanently on the inside of the rim in the
tire well. This permanent mark may be a paint dot
or line, a permanent label or a stamped impression
such as an X. An optional location mark is a small
spherical indentation on the vertical face of the out-
board flange on some non styled base steel wheels.
The tire must be removed to locate the permanent
mark on the inside of the wheel.
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) Remove the tire and wheel assembly from the
vehicle and mount on a service dynamic balance
machine.
(2) Measure the total runout on the center of the
tire tread rib with a dial indicator. Record the indi-
cator reading. Mark the tire to indicate the high spot.
Place a mark on the tire at the valve stem location
(Fig. 6).(3) Break down the tire and remount it 180
degrees on the rim (Fig. 7).
(4) Measure the total indicator runout again. Mark
the tire to indicate the high spot.
(5) If runout is still excessive, the following proce-
dures must be done.
Fig. 4 TIRE ROTATION PATTERN - SINGLE REAR
WHEEL (SRW)
Fig. 5 TIRE ROTATION PATTERN - DUAL REAR
WHEELS (DRW)
Fig. 6 First Measurement On Tire
1 - REFERENCE MARK
2 - 1ST MEASUREMENT
HIGH SPOT MARK TIRE AND RIM
3 - WHEEL
4 - VALVE STEM
Fig. 7 Remount Tire 180 Degrees
1 - VALVE STEM
2 - REFERENCE MARK
DRTIRES/WHEELS 22 - 3
TIRES/WHEELS (Continued)

²If the high spot is within 101.6 mm (4.0 in.) of
the first spot and is still excessive, replace the tire.
²If the high spot is within 101.6 mm (4.0 in.) of
the first spot on the wheel, the wheel may be out of
specifications. Refer to Wheel and Tire Runout.
²
If the high spot is NOT within 101.6 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. 8).This procedure will normally reduce the runout to an
acceptable amount, if not replace the rim.
STANDARD PROCEDURE - TIRE AND WHEEL
BALANCE
It is recommended that a two plane service
dynamic balancer be used when a tire and wheel
assembly require balancing. Refer to balancer opera-
tion instructions for proper cone mounting proce-
dures. Typically use front cone mounting method for
steel wheels. For aluminum wheel use back cone
mounting method without cone spring.
NOTE: Static should be used only when a two plane
balancer is not available.
NOTE: Cast aluminum and forged aluminum wheels
require coated balance weights and special align-
ment equipment.
Wheel balancing can be accomplished with either
on or off vehicle equipment. When using on-vehicle
balancing equipment, remove the opposite wheel/tire.
Off-vehicle balancing is recommended.
For static balancing, find the location of the heavy
spot causing the imbalance. Counter balance wheel
directly opposite the heavy spot. Determine weight
required to counter balance the area of imbalance.
Place half of this weight on theinnerrim flange and
the other half on theouterrim flange (Fig. 9).
Fig. 8 Remount Tire 90 Degrees In Direction of
Arrow
1 - 2ND HIGH SPOT ON TIRE
2 - 1ST HIGH SPOT ON TIRE
Fig. 9 Static Unbalance & Balance
1 - HEAVY SPOT
2 - CENTER LINE OF SPINDLE
3 - ADD BALANCE WEIGHTS HERE4 - CORRECTIVE WEIGHT LOCATION
5 - TIRE OR WHEEL TRAMP, OR WHEEL HOP
22 - 4 TIRES/WHEELSDR
TIRES/WHEELS (Continued)

For dynamic balancing, the balancing equipment is
designed to locate the amount of weight to be applied
to both the inner and outer rim flange (Fig. 10).
TIRES
DESCRIPTION
DESCRIPTION - SPARE TIRE / TEMPORARY
The temporary spare tire is designed for emer-
gency use only. The original tire should be repaired
or replaced at the first opportunity, then reinstalled.
Do not exceed speeds of 50 M.P.H. when using the
temporary spare tire. Refer to Owner's Manual for
complete details.
DESCRIPTION - TIRES
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 brake applications²High speed driving
²Excessive speeds on turns
²Striking curbs and other obstacles
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, (Refer to
22 - TIRES/WHEELS - STANDARD PROCEDURE).
This will help to achieve a greater tread life.
TIRE IDENTIFICATION
Tire type, size, aspect ratio and speed rating are
encoded in the letters and numbers imprinted on the
side wall of the tire. Refer to the chart to decipher
the tire identification code (Fig. 11).
Performance tires have a speed rating letter after
the aspect ratio number. The speed rating is not
always printed on the tire sidewall. These ratings
are:
²Qup to 100 mph
²Rup to 106 mph
²Sup to 112 mph
²Tup to 118 mph
²Uup to 124 mph
²Hup to 130 mph
²Vup to 149 mph
²Zmore than 149 mph (consult the tire manu-
facturer for the specific speed rating)
An All Season type tire will have eitherM+S,M
&SorM±S(indicating mud and snow traction)
imprinted on the side wall.
Fig. 10 Dynamic Unbalance & Balance
1 - CENTER LINE OF SPINDLE
2 - ADD BALANCE WEIGHTS HERE3 - CORRECTIVE WEIGHT LOCATION
4 - HEAVY SPOT WHEEL SHIMMY AND VIBRATION
DRTIRES/WHEELS 22 - 5
TIRES/WHEELS (Continued)

TIRE CHAINS
Tire snow chains may be used oncertainmodels.
Refer to the Owner's Manual for more information.
DESCRIPTION - RADIAL ± PLY TIRES
Radial-ply tires improve handling, tread life and
ride quality, and decrease rolling resistance.
Radial-ply tires must always be used in sets of
four. Under no circumstances should they be used on
the front only. They may be mixed with temporary
spare tires when necessary. A maximum speed of 50
MPH is recommended while a temporary spare is in
use.
Radial-ply tires have the same load-carrying capac-
ity as other types of tires of the same size. They also
use the same recommended inflation pressures.
The use of oversized tires, either in the front or
rear of the vehicle, can cause vehicle drive train fail-
ure. This could also cause inaccurate wheel speed
signals when the vehicle is equipped with Anti-Lock
Brakes.
The use of tires from different manufactures on the
same vehicle is NOT recommended. The proper tire
pressure should be maintained on all four tires.
DESCRIPTION - TIRE PRESSURE FOR HIGH
SPEEDS
Where speed limits allow the vehicle to be driven at
high speeds, correct tire inflation pressure is very
important. For speeds up to and including 120 km/h (75
mph), tires must be inflated to the pressures shown on
the tire placard. For continuous speeds in excess of 120
km/h (75 mph), tires must be inflated to the maximum
pressure specified on the tire sidewall.
Vehicles loaded to the maximum capacity should not
be driven at continuous 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.
DESCRIPTION - 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 recommended that tires equivalent to the orig-
inal 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 may cause interference
with vehicle components. Under extremes of suspen-
sion 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.
DESCRIPTION - TIRE INFLATION PRESSURES
Under inflation will cause rapid shoulder wear, tire
flexing, and possible tire failure (Fig. 12).
Over inflation will cause rapid center wear and
loss of the tire's ability to cushion shocks (Fig. 13).
Improper inflation can cause:
²Uneven wear patterns
²Reduced tread life
²Reduced fuel economy
²Unsatisfactory ride
²Vehicle drift
For proper tire pressure specification refer to the Tire
Inflation Pressure Chart provided with the vehicles
Fig. 11 Tire Identification
22 - 6 TIRES/WHEELSDR
TIRES (Continued)

Owners Manual. A Certification Label on the drivers
side door pillar provides the minimum tire and rim size
for the vehicle. The label also list the cold inflation pres-
sure for these tires at full load operation
Tire pressures have been chosen to provide safe
operation, vehicle stability, and a smooth ride. Tire
pressure should be checked cold once a month. Tire
pressure decreases as the ambient temperature
drops. Check tire pressure frequently when ambient
temperature varies widely.
Tire inflation pressures are cold inflation pressure.
The vehicle must sit for at least 3 hours to obtain the
correct cold inflation pressure reading. Or be driven
less than one mile after sitting 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.
WARNING: OVER OR UNDER INFLATED TIRES CAN
AFFECT VEHICLE HANDLING AND TREAD WEAR.
THIS MAY CAUSE THE TIRE TO FAIL SUDDENLY,
RESULTING IN LOSS OF VEHICLE CONTROL.
DIAGNOSIS AND TESTING
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.
DIAGNOSIS AND TESTING - 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.
DIAGNOSIS AND TESTING - 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. 14).
Tire replacement is necessary when indicators
appear in two or more grooves or if localized balding
occurs.
Fig. 12 Under Inflation Wear
1 - THIN TIRE THREAD AREAS
Fig. 13 Over Inflation Wear
1 - THIN TIRE THREAD AREA
Fig. 14 Tread Wear Indicators
1 - TREAD ACCEPTABLE
2 - TREAD UNACCEPTABLE
3 - WEAR INDICATOR
DRTIRES/WHEELS 22 - 7
TIRES (Continued)

DIAGNOSIS AND TESTING - 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. 15).
Excessive toe-in or toe-out causes wear on the
tread edges and a feathered effect across the tread
(Fig. 15).
DIAGNOSIS AND TESTING - TIRE/VEHICLE
LEAD
Use the following Vehicle Lead Diagnosis And Cor-
rection Chart to diagnose and correct a vehicle lead
or drift problem (Fig. 16).
Fig. 15 Tire Wear Patterns
22 - 8 TIRES/WHEELSDR
TIRES (Continued)