DODGE TRUCK 1993 Service Repair Manual

22 - 2
WHEELS
AND
TIRES

•

METRIC
TIRE
SIZES
P
205 / 75 I 15

J9322-6
Fig.
1
Tire
Size
identification
TIRE
CHAINS

Tire snow chains may be used on certain models.
Refer to Owner's Manual for more information.

CLEANING
OF
TIRES
Steam cleaning may be used for cleaning.
DO NOT use gasoline or wire brush for cleaning.
DO NOT use mineral oil or an oil-based solvent.

PRESSURE GAUGES
High-quality, dial-type, air-pressure gauges are
recommended. After checking with the gauge, re­
place valve caps and tighten finger tight.

TIRE
INFLATION
PRESSURES
Under inflation (Fig. 2) causes rapid shoulder wear
and tire flexing. Over inflation (Fig. 3) causes rapid center wear
and loss of the tire's ability to cushion shocks. Improper inflation can cause;
• Uneven wear patterns
• Reduced tread life
• Reduced fuel economy
• Unsatisfactory ride
• Cause the vehicle to drift Refer to the Owner's Manual for information re­
garding proper tire inflation pressure. This pressure has been carefully selected to provide
for safe vehicle operation. Tire pressure should be
Fig.
2
Under
infiation
Wear

Fig.
3
Over
Infiation
Wear
checked cold once per month. Tire pressure de­ creases when the outside temperature drops.
Inflation pressures specified on the placards are al­
ways cold
inflation
pressure. Cold inflation pres­ sure is obtained after the vehicle has not been
operated for at least 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.
Vehicles loaded to the maximum capacity should
not be driven at continuous speeds above 75 mph (120 km/h).

WARNING: OVER
OR
UNDER INFLATED TIRES
CAN
AFFECT VEHICLE HANDLING
AND CAN
FAIL
SUD­ DENLY, RESULTING
IN
LOSS
OF
VEHICLE CON­
TROL
REPLACEMENT TIRES
OEM tires provide a proper balance of many fea­
tures such as; • Ride

•

WHEELS
AND
TIRES
22 - 3 • Noise
• Handling
• Durability
• Tread life
• Traction
• Rolling resistance
• Speed capability
We recommend that tires equivalent to the original
equipment tires be used when replacement is needed. Refer to the placard on the vehicle or the
Owner's Manual for the correct replacement

tire.

Failure to use original equipment replacement
tires may adversely affect the handling of the vehi­
cle.
The use of oversize tires is not
recommended.

They may cause interference with vehicle suspension and steering travel. This can cause tire damage or
failure.

WARNING: FAILURE
TO
EQUIP
THE
VEHICLE
WITH

TIRES
HAVING ADEQUATE LOAD CAPABILITY
CAN
RESULT
IN
SUDDEN TIRE FAILURE.

ROTATION
Tires on the front and rear axles operate at differ­
ent loads and perform different steering, driving, and
braking functions. For these reasons; • They wear at unequal rates
• Tend to develop irregular wear patterns These effects can be reduced by timely rotation of

tires.
The benefits of rotation are especially worth­
while. Rotation will: • Increase tread life
• Help to maintain mud, snow, and wet traction lev­els
• Contribute to a smooth, quiet ride The suggested method of tire rotation is the
same
side front
to
rear
pattern (Fig. 4). Other rotation
methods can be used, but they will not provide all
the tire longevity benefits. Dual wheel vehicles require a different tire rota­
tion than that of the conventional four wheel type.
Refer to Figure 5 for the proper tire rotation with
dual wheels.

FRONT m kz
—~i

J9222-8 LEFT
'I
RIGHT
FRONT
II
FRONT
LEFT
II
RIGHT

REAR
p
REAR

1
|| | L HN838

Fig.
5
Dual
Wheel
Tire
Rotation
Pattern

TREAD
WEAR INDICATORS Tread
wear indicators are molded into the bottom
of the tread grooves. When
tread
is 1.6 mm (1/16 in.),
the tread wear indicators will appear as a 13 mm (1/2 in.) band. Tire replacement is necessary when indicators ap­
pear in two or more grooves, or if localized balding occurs (Fig. 6).
TREAD
ACCEPTABLE TREAD
UNACCEPTABLE

WEAR

INDICATOR
v

J8922-5
Fig.
4
Tire
Rotation
Pattern
Fig.
6
Tread
Wear Indicators

REPAIRING
LEAKS
For proper repairing, a radial tire must be removed
from the wheel. Repairs should only be made if the

22 - 4
WHEELS
AND
TIRES

• puncture is in the tread area (Fig. 7). If outside the
tread area the tire should be replaced.

J8922-6

Fig.
7
Tire
Repair Area
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.
Before mounting tire on wheel, make sure all rust
scale is removed from the rim. Repaint or seal if nec­
essary.

TIRE NOISE
OR
VIBRATION
The radial-ply tire on your vehicle is more sensi­
tive to improper mounting, or imbalance. To determine if tires are the cause of vibration,
drive the vehicle over a smooth road at different speeds. Note the effect of acceleration and decelera­
tion on noise level. Differential and exhaust noise
will change in intensity as speed varies. Tire noise
will usually remain constant.

TIRE WEAR PATTERNS
Under inflation results in faster wear on shoulders
of tire. Over inflation causes faster wear at center of
tread. Excessive camber causes the tire to run at an angle
to the road. One side of tread is worn more than the other. Excessive toe-in or toe-out causes wear on the
tread edges of the tire, from dragging of tire. There is a feathered effect across the tread (Fig. 8).
CRACKED
TREADS
WEAR
ON

ONE SIDE FEATHERED EDGE

BALD
SPOTS

IP
fa
SCALLOPED
WEAR
EXCESSIVE
CAMBER INCORRECT
TOE

EXCESSIVE
SPEED*
UNBALANCED
WHEEL LACK
OF

ROTATION

OF TIRES
OR
WORN
OR OUT-
OF-ALIGNMENT
SUSPENSION.

OR
TIRE
DEFECT* ADJUST
PRESSURE
TO

SPECIFICATIONS
WHEN
TIRES ARE COOL
ROTATE
TIRES ADJUST CAMBER
TO
SPECIFICATIONS ADJUST
TOE-IN

TO
SPECIFICATIONS DYNAMIC
OR

STATIC

BALANCE
WHEELS
ROTATE
TIRES
AND

INSPECT SUSPENSION
SEE
GROUP
2
•HAVE
TIRE
INSPECTED
FOR
FURTHER
USE.

RN797

Fig.
8 Abnormal Tire Tread Wear Patterns

WHEELS
AND
TIRES
22 - 5

LEAD
CORRECTION CHART

ADJUST TIRE PRESSURE TO REDUCED LOAD
ON
PRESSURE
PLACARD ROAD TEST
OK
I
CAR LEADS

SAME
DIRECTION
CAR LEADS
CROSS SWITCH FRONT
TIRE & WHEEL ASSEMBLIES
I

ROAD TEST
I
PROBABLE CAUSE
-
VEHICLE CHECK
FRONT
ALIGNMENT TOE-CASTER-CAMBER
I

ALIGNMENT NOT OK
ADJUST ALIGNMENT TO PREFERRED SETTINGS.
OK

1

CAR LEADS
OPPOSITE DIRECTION
PROBABLE CAUSE
-
TIRES
SWITCH TIRES
FRONT
TO
REAR

LEFT
FRONT
TO
LEFT
REAR

LEFT
REAR
TO
LEFT
FRONT

RIGHT
FRONT
TO
RIGHT
REAR

RIGHT
REAR
TO
RIGHT
FRONT

ROAD TEST £ OK

CAR STILL LEADS
CROSS SWITCH FRONT TIRES

ROAD TEST A

CAR STILL LEADS
SWITCH RIGHT FRONT
1

ROAD TEST

CAR
STILL
LEADS LEAD CAUSED BY
LEFT FRONT
TIRE
-
REPLACE OK

9122-77

22 - e
WHEELS
AND
TIRES

• WHEELS

GENERAL
INFORMATION
Original equipment wheels are designed for all
loads up to the specified Maximum Vehicle Capacity. All models use steel or cast aluminum drop center
wheels. The safety rim wheel (Fig. 1) has raised sec­
tions between the rim flanges and the rim well.
S
J9022-3

Fig.
1
Wheel
Safety Rim Initial inflation of the tire forces the bead over
these raised sections. In case of tire failure, 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 and alignment equipment.

DUAL
REAR
WHEELS
Ram Truck Models
D-350
and
W-350
equipped
with dual rear wheels have eight-stud hole rear
wheels. Four equally-spaced stud holes flanged out­
ward and four flanged inward. The wheels must be
installed so the flanged stud holes mate correctly (Fig. 2).
LOCATING PIN HOLE
IN
BOTH INNER
&
OUTER WHEEL
MUST
EN­

GAGE
LOCATING PIN
IN
HUB WHEN WHEELS ARE INSTALLED.

PR1100

Fig.
2
Dual
Rear
Wheels
A locating pin in the hub provides assistance for
correctly aligning the inner and outer wheels.
WHEEL
INSTALLATION

The wheel studs and nuts are designed for specific
applications. They must be replaced with equivalent

parts.
Do not use replacement parts of lesser quality or a substitute design. All aluminum and some steel
wheels have wheel stud nuts which feature an en­ larged nose. This enlarged nose is necessary to en­
sure proper retention of the aluminum wheels. Before installing the wheel, be sure to remove any
build up of corrosion on the wheel mounting surfaces. Ensure wheels are installed with good metal-to-metal contact. Improper installation could cause loosening
of wheel nuts. This could affect the safety and han­
dling of your vehicle. To install the wheel, first position it properly on
the mounting surface. All wheel nuts should then be
tightened just snug. Gradually tighten them in se­
quence to 129 N-m (95 ft. lbs.) torque (Fig. 3, 4).
Never use oil or grease on studs or nuts.

A. 5
STUD
WHEEL
B.
8
STUD
WHEEL
J9122-7

Fig.
3 Lug Nut Tightening
Pattern

118 LBS. FORCE THESE NUMBERS SHOW THE
SEQUENCE
IN
WHICH STUD NUTS
ARE
TO BE TIGHTENED.
FT. LBS.
TORQUE PU884
Fig.
4
Dual
Rear
Wheel
Tightening
Pattern
DUAL
REAR WHEELS

Dual rear wheels: a special heavy duty lug nut
wrench is required (Fig. 4). It is recommended to re-

•

WHEELS
AND
TIRES
22 - 7 move and install dual rear wheels only when the
proper wrench is available.

INSTALLATION
The tires on both wheels must be completely raised
off the ground when tightening the lug nuts (Fig. 5).
This will ensure correct wheel centering and maxi­ mum wheel clamping.

HUB
^
INWARD

Fig.
5 Flange Centering And
Alignment

A 1
1/8-inch
diameter flanged-type wheel lug nut
with right-hand threads is used for retaining dual rear wheels on the hubs. A special, heavy duty wheel lug nut wrench is necessary to correctly tighten the nuts with the required torque (Fig. 4).
The dual rear wheel lug nuts should be tightened
according to the following procedure:
• Tighten the wheel lug nuts in the numbered se­
quential pattern until they are snug tight (Fig. 4).
• Tighten the wheel lug nuts in the numbered se­
quential pattern to 440 N#m (325 ft-lb) torque.
• Tighten the lug nuts in the numbered sequential
pattern a second time to the specified torque. This will ensure that the wheels are thoroughly mated. • Retighten the lug nuts to the specified torque after 100 miles (160 kilometers). Also retighten after 500
miles (800 kilometers) of vehicle operation.
The wheel lug nuts should be tightened with
the specified torque at every chassis lubrication
interval thereafter.

WHEEL REPLACEMENT
Wheels must be replaced if they have:
• Excessive runout
• Bent or dented
• Leak air through welds
• Have damaged bolt holes Wheel repairs employing hammering, heating, or
welding are not allowed. Original equipment wheels are available through
your dealer. Replacement wheels from any other source should be equivalent in: • Load carrying capacity
• Diameter
® Width
• Offset
• Mounting configuration
Failure to use equivalent replacement wheels may
affect the safety and handling of your vehicle. Re­
placement with used wheels is not recommended.
Their service history may have included severe treat­ ment.
Refer to the Specifications Chart for informa­
tion regarding above requirements.

WHEEL ORNAMENTATION
WARNING; HANDLE
ALL
WHEEL ORNAMENTATION

WITH
EXTREME CARE DURING REMOVAL
AND IN­
STALLATION. SHARP EDGES
ON THE
COVERS
OR
CAPS
CAN
CAUSE PERSONAL INJURY.
TIRE AND WHEEL BALANCE
It is recommended that a two plane dynamic bal­
ancer be used when a wheel and tire assembly re­
quire balancing. Static should be used only when a
two plane balancer is not available. For static imbalance, 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. 7). Off-ve­
hicle balancing is necessary. Wheel balancing can be accomplished with either
on or off vehicle equipment. When using on-vehicle
balancing equipment, follow these precautions: • Limited-slip rear axle differential, remove the op­
posite wheel/tire • Before balancing the wheels/tires on a vehicle
equipped with a transfer case, disconnect the drive shafts

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 at the
valve stem location on the wheel 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 re­
mounted 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.

22 - 8
WHEELS
AND
TIRES

•

ADP
BALANCE
WEIGHTS
HERE
TIRE
OR
WHEEL TRAMP,
OR WHEEL
HOP Fig. 6 Static Unbalance & Balance
CORRECTIVE

WEIGHT
LOCATION ADD BALANCE
WEIGHTS HERE
J8922-8

HEAVY SPOT
WHEEL SHIMMY
AND VIBRATION
CORRECTIVE
WEIGHT
LOCATION
J8922-9

Fig. 7 Dynamic Unbalance & Balance
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 de­
grees on the rim (Fig. 9).

(3)
Measure the total indicator runout again. Mark
the tire to indicate the high spot. (4) If runout is still excessive, the following proce­
dures must be done.
• If the high spot is within 101.6 mm (4.0 in.) of the
first spot and is still excessive, replace the tire.
• If the high spot is within 101.6 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. • 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 re­
mount it 90 degrees on the rim in that direction (Fig.
10).
This procedure will normally reduce the runout
to an acceptable amount.

TIRE
AND WHEEL RUNOUT
Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 11). Lateral runout is the wobble of 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.

•

WHEELS
AND
TIRES
22 - 9

Fig.
8 First Measurement On
Tire
VALVE STEM

REFERENCE
AAARK J9322-4

Fig.
9
Remount
Tire
180
Degrees
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). 2ND HIGH SPOT
ON TIRE
SPOT ON TIRE J9322-5

Fig.
10
Remount
Tire
90
Degrees
In Direction of

Arrow
J9022-4

Fig.
11
Checking
Tire
Runout
METHOD
1
(RELOCATE WHEEL
ON HUB) Check accuracy of the wheel mounting surface; ad­
just wheel bearings.
Drive vehicle a short distance to eliminate tire flat
spotting from a parked position. Make sure all wheel nuts are properly torqued.
Relocate wheel on the mounting, two studs over
from the original position.
Re-tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
Check radial runout. If still excessive, mark tire
sidewall, wheel, and stud at point of maximum
runout and proceed to Method 2.

22
- 10
WHEELS
AND
TIRES

•
J8922-11

Fig.
12
Checking
Wheel
Runout
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 re-mount wheel on
hub in former position. Check wheel radial runout (Fig. 12).
• STEEL WHEELS: Radial runout 0.040 in., Lateral
runout 0.045 in. • ALUMINUM WHEELS: Radial runout 0.030 in.,
Lateral runout 0.035 in.
If point of greatest runout is near original chalk
mark, remount tire 180 degrees. Recheck runout.

•

WHEELS
AND
TIRES
22-11 VEHICLE VIBRATION

Vehicle vibration can
be
caused by:
• Tire/wheel unbalance
or
excessive runout
• Defective tires with extreme tread wear
• Nylon overlay flat spots (performance tires only)
• Incorrect wheel bearing adjustment
(if
applicable)
• Loose
or
worn suspension/steering components
• Certain tire tread patterns
• Incorrect drive shaft angles
or
excessive drive
shaft/yoke runout
• Defective
or
worn U-joints
• Excessive brake rotor
or
drum runout
• Loose engine
or
transmission supports/mounts
• And
by
engine operated accessories Refer
to the
appropriate Groups
in
this man­
ual for additional information.

VIBRATION
TYPES
There are two types
of
vehicle vibration:
• Mechanical
• Audible. Mechanical vehicle vibration
can be
felt through
the seats, floor pan and/or steering wheel. Audible vehicle vibration
is
heard above normal
background noise.
The
sound
can be a
droning
or
drumming noise. Vibrations
are
sensitive
to
change
in
engine
torque, vehicle speed
or
engine speed.

ENGINE TORQUE SENSITIVE VIBRATION
This vibration can
be
increased
or
decreased by:
• Accelerating
• Decelerating
• Coasting
• Maintaining
a
constant vehicle speed

VEHICLE SPEED SENSITIVE VIBRATION
This vibration condition always occurs
at
the same
vehicle speed regardless
of
the engine torque
or en­

gine speed.

ENGINE SPEED
{RPM}
SENSITIVE VIBRATION
This vibration occurs
at
varying engine speeds.
It

can
be
isolated
by
increasing
or
decreasing
the en­

gine speed with the transmission
in
NEUTRAL posi­
tion.

VIBRATION
DIAGNOSIS
A vibration diagnosis should always begin with
a

10 mile (16 km) trip (to warm the vehicle and tires).
Then
a
road test
to
identify the vibration. Corrective action should
not be
attempted until
the
vibration
type has been identified
via a
road test. During the road test, drive the vehicle
on a
smooth
surface.
If
vibration exists, note
and
record
the
fol­
lowing information: • Identify
the
vehicle speed range when
the
vibra­
tion occurs
• Identify the type
of
vibration
• Identify the vibration sensitivity
• Determine
if
the vibration
is
affected
by
changes
in vehicle speed, engine speed and engine torque. When the vibration has been identified, refer to the
Vibration Diagnosis chart
for
causes. Consider cor­
recting only those causes coded
in
the chart that
are

related
to
the vibration condition.
Refer
to
the following cause codes and descriptions
for explanations when referring
to
the chart.
TRR—Tire
and
Wheel Radial Runout: Vehicle
speed sensitive, mechanical vibration.
The
runout
will not cause vibration below
20
mph (32 km/h).
WH—Wheel Hop: Vehicle speed sensitive,
me­

chanical vibration.
The
wheel
hop
generates rapid
up-down movement
in
the steering wheel. The vibra­
tion
is
most noticeable
in the 20 - 40
mph
(32 - 64

km/h) range. The wheel hop will not cause vibration
below
20
mph (32 km/h). Wheel hop
is
caused
by a

tire/wheel that
has a
radial runout
of
more than 0.045 of-an-inch (1.14 mm).
If
wheel runout
is
accept­
able
and
combined runout cannot
be
reduced
by re­

positioning the tire
on
wheel, replace tire.
TB—Tire/Wheel Balance: Vehicle speed sensitive,
mechanical vibration. Static tire/wheel unbalance
will not cause vibration below 30 mph (46 km/h). Dy­
namic tire/wheel unbalance will
not
cause vibration
below
40
mph (64 km/h). TLR—Tire/Wheel Lateral runout: Vehicle speed
sensitive, mechanical vibration. The runout will
not

cause vibration below
50 - 55 mph (80 - 88
km/h).
Excessive lateral runout will also cause front-end shimmy. TW—Tire Wear: Vehicle speed sensitive, audible
vibration. Abnormal tire wear causes small vibration in
the 30 - 55
mph
(88
km/h) range. This will pro­
duce
a
whine noise
at
high speed.
The
whine will
change
to a
growl noise when the speed
is
reduced. W—Tire Waddle: Vehicle speed sensitive, mechan­
ical vibration. Irregular tire uniformity
can
cause
side-to-side motion during speeds
up to 15
mph
(24

km/h).
If
the motion
is
excessive, identify
the
defec­
tive tire and replace
it.
U A J—Universal Joint (Drive Shaft) Angles:
Torque/vehicle speed sensitive, mechanical/audible
vibration. Incorrect drive shaft angles cause mechan­ ical vibration below
20
mph (32 km/h) and
in
the
70

mph (112 km/h) range. The incorrect angles can also
produce
an
audible vibration
in
the 20
-
50 mph (32
-
80 km/h) range. Caster adjustment could
be
required
to correct the angles. UJ—Universal Joints: Engine torque/vehicle
speed sensitive, mechanical/audible vibration.
If
the