Dodge Durango (DN). Manual — part 154
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).
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. 3) and lateral
runout (Fig. 4).
• STEEL WHEELS: Radial runout 0.040 in., Lat-
eral runout 0.045 in. (maximum)
• ALUMINUM WHEELS: Radial runout 0.030 in.,
Lateral runout 0.035 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.
SERVICE PROCEDURES
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
enlarged nose. This enlarged nose is necessary to
ensure proper retention of the aluminum wheels.
NOTE: Do not use chrome plated lug nuts with
chrome plated 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.
Fig. 2 Checking Tire/Wheel/Hub Runout
1 – RADIAL RUNOUT
2 – LATERAL RUNOUT
Fig. 3 Radial Runout
1 – MOUNTING CONE
2 – SPINDLE SHAFT
3 – WING NUT
4 – PLASTIC CUP
5 – DIAL INDICATOR
6 – WHEEL
7 – DIAL INDICATOR
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TIRES AND WHEELS
DN
DIAGNOSIS AND TESTING (Continued)
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
sequence to the proper torque specification (Fig. 5).
Never use oil or grease on studs or nuts.
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.
Replacement with used wheels is not recommended.
Their service history may have included severe treat-
ment.
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 the inner rim flange and
the other half on the outer rim flange (Fig. 6).
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. 7).
Fig. 4 Lateral Runout
1 – MOUNTING CONE
2 – SPINDLE SHAFT
3 – WING NUT
4 – PLASTIC CUP
5 – DIAL INDICATOR
6 – WHEEL
7 – DIAL INDICATOR
Fig. 5 Lug Nut Tightening Pattern
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TIRES AND WHEELS
22 - 9
SERVICE PROCEDURES (Continued)
Fig. 6 Static Unbalance & Balance
1 – HEAVY SPOT
2 – CENTER LINE OF SPINDLE
3 – ADD BALANCE WEIGHTS HERE
4 – CORRECTIVE WEIGHT LOCATION
5 – TIRE OR WHEEL TRAMP, OR WHEEL HOP
Fig. 7 Dynamic Unbalance & Balance
1 – CENTER LINE OF SPINDLE
2 – ADD BALANCE WEIGHTS HERE
3 – CORRECTIVE WEIGHT LOCATION
4 – HEAVY SPOT WHEEL SHIMMY AND VIBRATION
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TIRES AND WHEELS
DN
SERVICE PROCEDURES (Continued)
SPECIFICATIONS
TORQUE CHART
DESCRIPTION
TORQUE
Wheel
Lug Nut . . . . . 115 to 157 N·m (85 to 115 ft. lbs.)
CAUTION: DO NOT USE CHROME PLATED LUG
NUTS WITH CHROME PLATED WHEELS.
DN
TIRES AND WHEELS
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