Chapter 5 PDF

C H A P T E R
© Cengage Learning 2014
5
Wheels, Tires, and Wheel Bearings
Chapter Objectives
At the conclusion of this chapter you should be able to:
t Identify different types of tires and their construction.
t Locate and identify the parts of a wheel.
t Perform tire mounting and balancing.
t Rotate tires per the manufacturer’s specifications.
t Check for lateral and radial runout.
t Check and adjust tire air pressure.
t Identify and service components of the tire pressure monitoring system.
t Identify wheel bearing concerns.
t Service wheel bearings.
KEY TERMS
air pressure end play shimmy
asymmetrical tires hub cap static balance
bearing preload kPa temperature rating
centerbore offset tire rotation
contact patch indirect TPMS traction rating
direct TPMS pounds per square inch treadwear rating
directional tires run-flat tires wheel
dynamic balance runout wheel bearing
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136 Chapter 5 • Wheels, Tires, and Wheel Bearings
T he wheels and tires on a vehicle may seem mun-

dane, but since these provide the only contact point
with the road, they actually are some of the most impor-
tant parts of the car or truck. Tires not only support the
weight of the vehicle, they absorb much of the road
shock and are vital to how the vehicle handles and how
well it stops. Wheels support the tires and connect them Air Pressure
to the brakes, suspension, and steering systems. Wheel pushes out on
bearings provide smooth, easy movement of the wheels inside of tire
and tires as well as supporting the vehicle weight and
cornering forces.

Purpose and Operation of Wheels
and Tires
Wheels and tires do more than support the weight of
the vehicle. Tires are the only contact with the road, so Figure 5-1 The pressure inside the tire is exerted against
they affect how the car or truck steers, how it rides and every square inch of internal surface area.
handles bumps, and how effective the brakes are.
Tire Principles and Operation Every square inch of surface area

Tires use pressurized air to support weight and to pro- has 30 pounds of pressure against it
vide some dampening of the bumps in the road. Tires
that rely on air pressure are called pneumatic tires, just
as air-powered tools are called pneumatic tools. Beyond
supporting the weight of the vehicle, the tire must be
able to roll smoothly, provide good traction under dif-
ferent driving conditions, generate low amounts of noise,
wear well, and allow for good handling and braking per-
formance. Overall, tires have a very difficult and often
conflicting job to do. 30 psi
How 30 psi of Air Pressure Supports a 4,000-

Pound Vehicle. Many people, technicians included,

seldom think about the fact that an air-filled tire is
supporting the weight of the vehicle. Did you ever won-
der how that works? It is actually fairly simple.
The tire is mounted on the wheel or rim, as shown in
Figure 5-1. Both are made to be airtight so that when
Figure 5-2 The pressure against the inside of the tire allows
the air pressure in the tire is increased, the pressure
it to maintain its shape and to carry weight. As weight is placed
will hold. The empty space inside the tire has a lot of on the tire, the pressure inside pushes back against the load.
surface area. As the air pressure in the tire increases, the
amount of force the air exerts against the inner surface
area increases. We read that force in pounds per square when the weight of the vehicle is on the tire, the weight
inch as (psi) or in kilopascals (kPa). When a tire pressure tends to make the bottom of the tire flatten out, so the
gauge reads 30 psi, it means the pressure in the tire that tire is not perfectly round. This flattened area is called
you are checking is applying a force of 30 pounds per the contact patch. The contact patch is where the tire
square inch for each inch of surface area inside the tire. supports the weight of the car.
Figure 5-2 shows an example of this principle. When The contact patch is the width times the length of the
you add up all of the square inches of surface area inside tread area that is contacting the road. In Figure 5-3, an
a tire, you can begin to see how much pressure is applied example of the contact patch is shown. To determine how
to the inside of the tire. many pounds a particular tire can support, you multi-
When you are looking at a properly inflated tire that is ply the size of the contact patch times the specified tire
not mounted on a car, it should look perfectly round. But pressure. For example, a passenger car tire may have a
Chapter 5 • Wheels, Tires, and Wheel Bearings 137
Free diameter
Rolling diameter

Overinflation wear Underinflation wear
Tire Figure 5-4 Overinflating a tire causes wear in the center
contact of the tread, and underinflating a tire causes wear along the
area
outside edges.
Figure 5-3 The contact patch is where the tire contacts the
road surface. A typical passenger car tire has a contact patch
of about 40 square inches. The larger the tire, the larger the As the tire temperature increases from the rolling
contact patch. resistance, the pressure inside of the tire also increases.
This is because the pressure of a gas in a closed space
will increase if the temperature increases, or con-
c ontact patch 7 inches wide by 5 inches long. This equals versely, the pressure will decrease when the tempera-
an area of 35 square inches. The area times the inflation ture decreases. This is why tires lose pressure in the
pressure, for example, 30 psi, equals 1,050 pounds of winter as the air temperature drops. This also explains
weight carrying capacity. If the standard tire is replaced why regular checks and adjustments of tire pressure are
by a temporary spare tire, the contact patch gets smaller. so important. Low tire pressure places more load on the
A temporary spare may have a contact patch of only 20 tire sidewall, which affects ride quality, increases roll-
square inches. ing resistance, and can cause tire damage and failure.
As you can see, a small tire with a small contact patch Excessive tire pressure increases the tire temperature,
will not be able to carry as much weight as a larger causes a harsh ride, and can cause tire failure as well.
tire with a larger contact patch. As the contact patch Figure 5-4 shows examples of how tire inflation prob-
decreases, the tire pressure needs to increase if the tire lems affect tire wear.
is to be able to carry the same amount of weight. This is Beyond carrying the weight of the vehicle, tires
why compact spare tires require 60 psi, while standard should roll smoothly and quietly, absorb bumps and
tires often require about 30 psi. road shock, and provide good handling and braking
p erformance. When the vehicle is cornering, addi-
Forces Acting upon Wheels and Tires during
tional loads are placed on the tire sidewall. This
Operation. Since wheels are made of steel, aluminum, compresses the sidewall and flattens the tire slightly.
or other strong materials, they do not deform the way The tires on the inside of the turn lose a little bit of
tires do during operation. However, the wheels are the weight load as the vehicle weight is shifted, and the
contact point between the tires and the brakes, steering, tires lose a little grip with the road. Conversely, the
and suspension systems. Forces that act upon the wheels tires on the outside of the turn are placed under more
transfer to the hub and wheel bearings. load and tend to compress or squat slightly. The con-
When the weight of the vehicle is on the tires, the stantly changing road conditions mean that the tire is
tires tend to flatten slightly, which increases the size of always flexing, deforming, and trying to return to its
the contact patch. While this may be good for increased normal shape
traction and braking, it also means more rolling resis-
tance for the tire since more of the tread is in contact with Wheel and Tire Balance. Since the wheels
the road. The friction between the rolling tire and the and tires are rotating several hundred times per mile
road generates heat. The more contact there is between and around 15 times per second at freeway speeds,
the two, the more heat that is generated. The ability of a small amount of imbalance will cause the wheel
the tire to dissipate heat is one of the universal tire qual- and tire to vibrate. This vibration can be felt in the
ity guidelines discussed later in this chapter. p assenger compartment as a shake in the steering
Path

Heavy cLof spindle
spot

Responder
Source
Figure 5-6 Static imbalance can be from heavy or light
spots in the wheel and tire. The heavy spots will tend to cause
Figure 5-5 An out-of-balance tire or a tire with a defect will the tire to vibrate up and down, causing the vehicle to shake.
vibrate. The vibration will carry up to the steering wheel and be
felt by the driver and passengers.
wheel or in the seats. An example of this is shown in assembly is statically out-of-balance 1 ounce. This
Figure 5-5. A vibration at freeway speeds is one of may not seem like very much considering the overall
the most common customer complaints heard in an weight of the wheel and tire; however, the wheel and
auto shop. tire are rotating. This means that the 1 ounce of imbal-
There are two types of tire balance, static and ance increases significantly as wheel speed increases.
dynamic. A statically balanced wheel and tire, as An average size wheel and tire at 65 mph and out-
shown in Figure 5-6, means that there is an even dis- of-balance 1 ounce experiences over 26 pound-feet
tribution of weight around the axis of rotation. When of force from the 1 ounce imbalance as the assembly
the static balance is incorrect, a heavy or light spot spins.
is present in the wheel or tire. When the tire is roll- Dynamic wheel balance ensures that there is
ing down the road, these heavy and light spots will equal weight distribution across the width of the
cause the tire to try to speed up and slow down as it wheel and tire. Uneven weight distribution from
rotates. An excessively heavy spot will try to lift the side-to-side pulls the wheel and tire back and forth,
tire up off the ground as the weight moves toward resulting in steering wheel shake or shimmy, as
the top of the circle of rotation and then slam the tire shown in Figure 5-7.
back down as the weight moves downward. It does Both static and dynamic balance problems are cor-
not take very much weight to imbalance a wheel and rected with modern tire balancing machines. The appli-
tire. Consider that an average wheel and tire assem- cation of wheel weights, in the proper locations, will
bly weigh about 30 pounds. Mounting a new tire on a offset the heavy and light spots in the wheel and tire and
new rim and checking the balance may show that the provide a vibration-free driving experience.
cLof spindle
Heavy spot
wheel shimmy
Figure 5-7 Dynamic imbalance causes the tire to move side-to-side as it
rotates. This causes the steering wheel to shimmy back and forth.
Tire Construction p rovide a strong tire carcass that is also flexible. These
Tires have evolved significantly since the wooden rims cords lie 90 degrees from the radial plies that run from
and solid tires found on very early cars. As the speed bead to bead. This design reduces internal friction and
and load-carrying capacity of vehicles increased, the heat buildup, which increases tire life.
abilities of tires had to change as well. Modern tires The outside sections of the tire are the bead, sidewall,
have to perform the same functions as tires did a hun- and tread. The bead contains thick steel wire and makes
dred years ago, but because of the changes in vehicles up the inside diameter of the tire. It needs to be very
and the need to adapt tires accordingly, the design and strong and rigid since it has to hold the tire firmly to the
materials used today are almost completely different wheel. The tire sidewall is constructed of belts that run
from those used then. from bead to bead. The sidewall supports the tire and
absorbs road shocks. A cross-sectional view of typical
Radial Tires. By far the most common type of tire tire construction is shown in Figure 5-9. The flexing of
installed today is the radial tire. As shown in F
igure 5-8, the sidewall is what allows the tire to conform to road
radial tires are constructed of layers of belts or plies conditions and helps smooth the vehicle’s ride. Generally,
that are wrapped around the tire in circular bands. The the shorter the sidewall is, the stiffer the tire will be, and
belts are constructed of cords, often made from steel, consequently the firmer the ride quality. Many sports
polyester, and other materials, which when layered cars have very low profile sidewall tires. This reduces
Tread
Tread Carcass
belts plies

BELTED BELTED BIAS
RADIAL BIAS
Figure 5-8 Radial tires have overlapping belts around the circumference of the tire and are the
most common type of tire construction.
Hard high-grip
tread compound
Hard undertread
compound
Jointless belt cover
Hard side compound Steel belt
Rayon carcass
Steel reinforcement Liner
Hard bead filler

Bead wires
Figure 5-9 A tire is comprised of many different layers and pieces.
140 Chapter 5t Wheels, Tires, and Wheel Bearings
the amount of flex the tire has and improves cornering

ability but at the expense of a harsher ride.
Tire Types. The outer tread is literally where the

rubber meets the road. The design of the tread deter-
mines how the tire will perform under various condi-
tions. Tires can be designed for all-season use, just for
wet/dry performance, for mud and snow, or even just for
snow conditions.
All-season tires are found on the majority of vehicles
on the road today. This type of tire provides good traction
under nearly all operating conditions. This all-purpose
tire combines good wet and dry traction, ride quality,
long life, and low noise in one tire. The trade-off is that
all-season tires do not perform as well in heavy snow,
nor do they provide superior handling qualities found in

performance tires. Figure 5-10 shows an example of a
common all-season tire.
Many sports cars are equipped with performance tires
that are suitable for most wet and dry driving conditions,
but are not intended to be used in snowy conditions.
These tires typically have a lower profile and a very firm FIGURE 5-11 Sport tires are typically low-profile, meaning
ride. An example of a sport tire is shown in Figure 5-11. they have short sidewalls.
Sport tires often have very large tread blocks arranged in
an aggressive tread pattern to maximize grip. These tires specific side of the tire be mounted toward the outside of
should not be used in snow as the snow fills the grooves the vehicle. Figure 5-12 shows an example of an asym-
and channels of the tread. Some high performance sport metrical tread pattern. Directional tires have a tread
tires do not perform well in cold temperatures, such as pattern that is designed to be used to rotate in one direc-
below 40 degrees F (4 degrees C) and should not be used tion only, meaning that two of the tires must be mounted
in cold weather. This is because the tire will not gener-
ate sufficient heat to grip the road properly and handling
will be compromised.
Many tires are asymmetrical, directional, or both.
Asymmetrical tires have different tread patterns from
the inside to the outside of the tread and require that a

FIGURE 5-12 Asymmetrical tires have different tread

FIGURE 5-10 An all-season tire has many different-sized patterns on the inner and outer tread sections. These tires must
grooves and blocks. be mounted on the rim correctly.
Chapter 5t Wheels, Tires, and Wheel Bearings 141
on the right side of the vehicle and two must be mounted

specifically for the left side. Figure 5-13 shows a direc-
tional tread pattern, and Figure 5-14 shows the markings

FIGURE 5-15 An example of an all-season tire’s sidewall
markings.
on the sidewall to indicate how the tire must be mounted

to the vehicle. A tire can also be both asymmetrical and
directional, meaning there will be two tires just for the
right and two just for the left sides of the vehicle.
Mud and snow–rated tires have fairly large grooves
that run from the edge of the tread to the center. This type
of tire is designed to provide better traction in adverse
driving conditions than what can be achieved by an all-
season tire. A mud and snow–rated tire may have M&S,
M+S, M/S, or MS stamped in the sidewall, as shown in
Figure 5-15.
A newer version of mud and snow tires is the severe

snow tires, which have a mountain and snowflake sym-
bol along with the M+S designation. These symbols
mean the tire has been tested for use and meets certain
FIGURE 5-13 Directional tires have a clearly defined tread criteria for use in heavy snow.
pattern that points in the direction of proper rotation.
Spare Tires. Most vehicles have temporary use spare
tires that are significantly smaller than the rest of the
tires on the vehicle. An example of this type of spare
is shown in Figure 5-16. These temporary tires, often
called mini spares or doughnut spares, save weight and
space in the trunk or the underside of the vehicle where
they are stored. Temporary spares typically are rated for
use for 50 miles (81 km) and up to 50 mph or 81 kph.

FIGURE 5-14 The sidewall of directional and asymmetrical FIGURE 5-16 A compact spare tire is very small compared
tires will be marked for proper installation on the wheel and to the standard tires and has a higher inflation pressure due
on the vehicle. to the smaller size.
Nail out
Nail in
Resultant
seal

FIGURE 5-18 A self-sealing tire has an inner liner that can
seal small punctures.
FIGURE 5-17 A vehicle without a spare tire but with an

air compressor.
They also require much higher inflation pressures since

they are much smaller than the standard tires. Most tem-

porary tires require 60 psi air pressure.
Some vehicles are sold without a spare. Cars and trucks
with factory-equipped run-flat tires do not have a spare
tire. Other vehicles have an air compressor, like that shown
in Figure 5-17, used to inflate a low or flat tire. Eliminat- FIGURE 5-19 This indicates that this is a run-flat tire.
ing the spare tire reduces vehicle weight and allows the
space for the spare to be used for other purposes.
This type of tire also has a stronger bead to ensure that
Run-Flat Tires. Run-flat tires and self-sealing the tire remains seated on the wheel when there is no air
tires are a relatively recent development to passenger car pressure to keep the bead forced against the bead area of
tires. The basic idea is that since tire blowouts are dan- the wheel. A run-flat tire has an RFT symbol on the side-
gerous, making a tire that can either seal or support itself wall to identify the tire as a run-flat tire. An example is
and the vehicle, even if air pressure is lost, the driver shown in Figure 5-19. Even though the tire can support
will be able to maintain safe operation until the tire is itself without air pressure, it cannot do so indefinitely.
replaced. There are a couple of different types of these Most run-flat tires of this type are limited to 50 miles and
tires; the most common are the self-sealing tire, the self- no more than 55 mph without air pressure.
supporting tire, and the auxiliary supported tire. The auxiliary supported run-flat tire has a support ring
A self-sealing tire contains an extra lining along the attached to the wheel that the tire rests on if pressure is
undertread. This lining contains a sealant that can imme- lost. Figure 5-20 shows an example of this type of system.
diately seal small punctures in the tire, up to about 3/16 The disadvantage of this system is that the unique wheels
of an inch or about 5 mm. Figure 5-18 shows an illustra- cannot be used with standard tires, so the total cost of the
tion of a self-sealing tire. system is higher than that of the other run-flat systems.
A self-supporting run-flat tire has very stiff side- Self-supporting run-flat tires require the use of tire pres-
walls and tread, which allow the tire to support itself sure monitoring systems, also called TPM systems. This is
temporarily, even if all the pressure has been lost. because the driver may not be able to notice a difference
Support ring
Minimum Support ring locked by

intrustion well the external bead of tire

Protection of the
external rim edge
Single piece wheel
Figure 5-20 Auxiliary supported tires have a support ring that supports the tire in the event
air pressure is lost.
in how the vehicle drives, even with the tire deflated. TPM is usually found on the tire decal located on the vehicle.
systems are discussed in more detail later in this chapter. In addition, you must be able to decipher the information
that is found on the tire to be able to decide what is the
Tire Size and Sidewall Information. As you are correct and best tire for the vehicle.
probably aware, tires come in many different sizes and All street-legal tires have a lot of information molded
types, but how do you know which is the correct tire for into the sidewalls, as shown in Figure 5-21. This
a particular application? Information about the OE tires information includes:
Rim diameter in inches
Radial construction
Load index and speed symbol
Height-to-width ratio (aspect ratio)
Normal width in millimeters 95 H

5R15
Passenger car tire /6
5 EA
D4
PLIES - 2 X CO
RD
Severe snow conditions
1
TR -S
M
P2
- I
2
+S
D
30
EW
C0
AL
AB
L2
PSI) DOT M9
PLIES
Tire ply composition

and materials used
2X COR
(35
D-
Pa
MA
EA
TR
0k
X.
24
EA
LO
UR
SS AD
DW
RE
T
69
A
kg (15 X. P 0 EA
21 lb) MA
ER R
MP 220
TRACTION A TE
Maximum load rating
Maximum permissible inflation pressure

Treadwear, traction, and temperature grades
Figure 5-21 Much information is molded into the sidewall of the tire. This information is important when buying
new tires or working in a shop and selling new tires.

Figure 5-24 The construction materials of the tire are found

on the sidewall.
225 · 65 percent (225 · .65) = 146.25 millimeters. As

the aspect ratio number decreases, the tire sidewall
Figure 5-22 An example of the tire size information found shortens. The last numbers in the tire size are the size
on the sidewall. of the rim in inches.
• Tire construction materials and tire type: This
• Tire size: The tire size markings for most passenger explains what the tire plies are constructed of and
car tires in the United States use a combination of how many plies there are for the tread and sidewalls.
letters and numbers and are called the P-Metric size. An example is shown in Figure 5-24.
Figure 5-22 shows a common P-Metric tire size. • Uniform tire quality grade or (UTQG) information:
Figure 5-23 shows the tire size in detail. The first This information enables consumers to compare tires
three numbers of the tire size are the width of the tire, based on guidelines accepted by the tire manufac-
sidewall to sidewall, in millimeters. The second set of turers. The tires have a treadwear rating, traction
numbers is the aspect ratio, or the ratio of height to rating, and temperature rating. In general, a higher
width. A tire that has a section width of 225 and an treadwear number means the tire will wear better and
aspect ratio of 65 will have a sidewall height equal to last longer than a tire with a lower treadwear number.
P 215 65 R 15 89 H
TIRE TYPE SPEED SYMBOL

P - Passenger
T - Temporary LOAD INDEX
LT - Light truck
RIM DIAMETER
SECTION WIDTH
(Inches)
(millimeters)
14
205
15
215
16
etc.
ASPECT RATIO CONSTRUCTION TYPE

Section Height R - Radial
Section Width B - Bias Belted
60 D - Diagonal (Bias)
65
70
Section
width
Section
height
Figure 5-23 The details of the tire size.

FIGURE 5-25 Treadwear, traction, and temperature ratings
are part of the uniform tire quality guideline ratings and are
located on the sidewall.
Traction is rated AA, A, B, or C and is based on the

tire’s traction during a wet skid test. This rating does
not indicate the tire’s dry braking or cornering abili-
ties or its resistance to hydroplaning. The tire’s resis-
tance to heat and its ability to dissipate heat is graded
as A, B, or C. All tires sold in the United States must FIGURE 5-27 An example of a load index and speed rating.
meet the minimum C rating, which indicates the tire
can withstand the heat generated while operating top speed of vehicles based on the speed rating of the
at 85 mph or about 138 kph. Figure 5-25 shows an tires that are installed at the factory. Common speed
FYBNQMFPGUZQJDBMTJEFXBMM652(NBSLJOHT ratings range from S (112 mph) to V (149 mph).
r .BYJNVN UJSF MPBE DBQBDJUZ BOE NBYJNVN BJS An example of a load and speed rating is shown in
pressure: All tires have load carrying weight limits. Figure 5-27.
These limits are based on each tire’s construction r %FQBSUNFOU PG 5SBOTQPSUBUJPO %05
JEFOUJGJDB-
materials and the number of plies that are used in tion numbers: The DOT number includes informa-
the tire. Maximum inflation pressure is usually listed tion about the tire’s basic qualities, capacities, and
with the maximum load capacity. Most passenger construction, and serves as the tire’s serial number.
car tires have a maximum inflation of between 35 Figure 5-28 shows a typical DOT number. The last
psi and 44 psi, while commercial truck tires may three or four numbers in the DOT number provide
hold up to 120 psi. Tires should never be inflated the production date of the tire by week number and
beyond the maximum pressure shown on the tire. An year. In Figure 5-28, the 2008 means the tire was
example of the load capacity information is shown made the 20th week of 2008.
in Figure 5-26.
Other information on the tire’s sidewall include the
r -PBEJOEFYBOEUJSFTQFFESBUJOH5IFMPBEJOEFY
tire manufacturer, tire model, and symbols for tire use,
value is used for comparing tires and corresponds to
such as all season, M+S, or severe snow.
the maximum weight the tire can carry. The higher
the load index number, the greater the tire’s load
capacity. The typical load index numbers for pas-
senger car tires is from 70 to 110. Developed in
Europe for high-speed autobahn driving, the speed
rating is based on how well the tire can handle heat
and deformation associated with high-speed driving.
Vehicle manufacturers often electronically limit the
FIGURE 5-26 The maximum weight the tire can carry and at FIGURE 5-28 The DOT number is the tire’s serial number and
what air pressure are located on the sidewall. contains manufacturer, plant, and other production information.

Figure 5-30 A common steel wheel.
Steel Wheels. Many vehicles are equipped with

steel wheels. Steel wheels are usually two pieces of
Figure 5-29 This tire has a broken belt, which is causing the stamped steel, the inner hub section and the outer rim
curve in the tread. This type of defect is extremely dangerous as section welded together. Figure 5-30 shows a typical
the tire can completely come apart while driving. steel wheel. Steel wheels are strong but heavy. Most steel
wheels have openings cut into the hub section to reduce
weight. Some steel wheels are chromed to provide a
Tire Defects. Tires have a very difficult job, and as nicer finished look, while others are not decorative and
such, are subject to much abuse. Unfortunately, tires may have a hubcap installed on the outside to dress up the
also be manufactured with defects that can cause prob- vehicle’s appearance.
lems that are difficult or impossible to correct. A hubcap is usually secured to the wheel in one of
The tire is constructed of layers of plies that are three ways: by spring-type mounting clips around the cir-
then heated and molded into the final tire form. Some- cumference of the hubcap, by the lug nuts against the hub-
times these layers do not mold into the exact position cap, or by false lug nuts that thread onto the actual lug nuts,
in which they are intended. This can cause the tire to keeping the hubcap tight against the rim. Always check to
roll incorrectly, resulting in tire pull, vibration, and see how a hubcap is attached before you try to remove it
wobble. Figure 5-29 shows an example of a tire with from the wheel. Prying on a lug nut–secured hubcap can
ply separation and its effect on the tread. lead to damage that may require hubcap replacement.
This problem can sometimes be less severe and To remove a spring-retained hubcap, locate a gap
may not cause any visible tire deformation, but it can between the hubcap and rim. Next, carefully insert a screw-
cause the tire to lead or pull in one direction or cause a driver into the gap and gently pry the cap away from the
vibration. This is called tire pull or radial pull. Tire pull rim, as shown in Figure 5-31. Once it is loose, pull the hub-
can also be caused by conicity. Conicity is when the tire cap off of the rim and set it aside on a workbench. To install
is slightly cone shaped. As such, the tire tries to roll in the hubcab, align the notch in the hubcap and the valve stem
a circle, just as a cone or funnel rolls in a circle. The and push the hubcap against the wheel. Start with one sec-
misalignment can also cause the tire to vibrate against tion of the hubcap and gently tap it into place along the
the road, and it cannot be corrected by balancing the circumference of the wheel. Do not use hammers or exces-
tire. These conditions are uncorrectable and can only be sive force, as this will likely damage or destroy the hubcap.
solved by replacing the tire. Many vehicles have plastic lug nut caps that thread
onto the lug nuts and hold the hubcap in place. To remove
Wheels one, loosen the plastic lug nuts with a socket and pull the
Wheels connect the vehicle to and support the tires. hubcap off the wheel. When you are reinstalling it, align
Wheels also are one of the easiest ways to customize the hubcap to the wheel and valve stem and start each
the look of a vehicle, which is why they are available in lug nut cap by hand. Do not over-tighten the caps as they
hundreds of sizes and designs. will crack and break.
Width
Rim
Disc
Diameter
Rim

Offset
Flange mounting Center of rim
FIGURE 5-33 The parts and dimensions of a wheel.
FIGURE 5-31 Be careful when removing and installing

Wheel Design and Dimensions. Regardless of
hubcaps to prevent damage. Many hubcaps have fake lug nuts,
what a wheel is constructed of, all passenger vehicle
which will snap off if you try to remove them. wheels have the same basic layout and characteristics.
Figure 5-33 shows the parts and dimensions of a stan-
Some cars use the lug nuts to hold the hubcaps on. dard wheel.
This type of lug nut has a larger washer installed on the The center of the wheel is the hub section. It has
nut, which presses against the hubcap to hold it in place. a large center hole, called a centerbore, to mount to
the hub of the vehicle and four or more smaller holes
Aluminum and Alloy Wheels. Many vehicles now for the lugs to fit through. The hub section is made
come from the factory with aluminum or alloy wheels. to center the wheel onto the vehicle hub assembly.
This type of wheel is usually lighter than a steel wheel of The lug holes often have a tapered seat, shown in
equal size and can be made into a nearly unlimited num- Figure 5-34, that allows the taper on the lug nuts or
ber of designs and colors. The term alloy wheel refers to bolts to squarely seat against the wheel and provide
a wheel made from a combination of materials, with alu- a positive fit.
minum being the largest component. These combinations Most wheels are hub-centric, which means the hub is
are used to reduce weight or increase strength compared what centers the wheel to the hub. Original equipment
to a wheel made entirely of aluminum. An example of an or OE wheels generally have the centerbore machined
aftermarket alloy wheel is shown in Figure 5-32. to precisely match the vehicle. Installing an aftermar-
ket wheel may require the use of a centering ring to
position the wheel correctly on the hub, as shown in

FIGURE 5-34 The lug hole is tapered to accept the bevel of

FIGURE 5-32 Custom wheels are common accessories. the lug nut.
the spacing of the holes for the lug nuts. This is called
the bolt pattern, and is shown in Figure 5-36. The dimen-
sions of the bolt pattern determine what wheels can be
installed on a vehicle.
Aside from the centerbore and bolt pattern, other wheel
dimensions must be considered when you are choosing a
replacement wheel. Wheel diameter is simply how large
the wheel is across the tire bead. Common sizes range
from 13 inches to over 20 inches. Wheel offset is the

position of the mounting surface compared to the center
of wheel depth. Offset is shown in Figure 5-33. Wheel
offset can be zero, positive, or negative. Offset plays a
large part in wheel clearance. OE wheels are designed
to fit around the brake system, prevent the tire from
Figure 5-35 Aftermarket wheels may need adapters to fit making contact anywhere in the inner fender or suspen-
properly to the hub. When removing aftermarket wheels, check sion system, and place the weight and driving forces on
to see if spacers are used and make sure they go back on. the wheel bearings. Installing wheels with large amounts
of offset can cause early wheel bearing failure and cause
Figure 5-35. Some wheels are nonhubcentric; these the wheel and tire to interfere with the suspension or
are called lug-centric When you are installing lug- inner fender.
centric wheels, you must torque the wheels with the
wheel off the ground. This allows the lugs to center and Wheel Defects. New original equipment (OE) and
seat the wheel properly before any weight is applied to aftermarket wheels are generally defect free, though
the wheel. there can be production problems which lead to a slightly
As stated above, changing wheels may require the use misshaped wheel. Wheels should be perfectly round and
of a centering ring for the hub. Another consideration is not have any side-to-side or lateral movement, called
1
1 3
3 4 6 5
4 2
2
4-nut wheel 6-nut wheel
1 6
4 2
3 4
8 7
1 3
5 2
5
5-nut wheel 8-nut wheel

Figure 5-36 Common lug bolt patterns and tightening sequences.
tires increase fuel consumption. In 2000, Congress passed

legislation that mandated TPMS on new passenger vehicles
and light trucks starting with the 2008 models.
Types of TPMS. There are two types of TPMS cur-

rently in use, the indirect and the direct systems. Both are
able to alert the driver of low-pressure conditions, but do
so in different ways.
Indirect TPMS uses the vehicle’s antilock brake
system, or ABS, to monitor tire pressure. As tire inflation

drops, the tire will ride lower and have a larger contact
patch or footprint. This decreases the rolling diameter of
the tire. Since the tire is now slightly smaller in diameter,
it will rotate more times per mile than the properly inflated
Figure 5-37 Potholes, curbs, and other hazards are c ommon tires. The ABS system was designed only to monitor
causes of wheel damage. wheel speed during braking to determine if a wheel was
slowing too quickly or locking up. Now the ABS monitors
wheel speed during normal driving. If a wheel is turning
runout. Most problems that you will encounter will be faster than the other three, the system perceives this as low
caused by outside sources. pressure and turns on a warning light on the dash.
Wheels are susceptible to damage from potholes, Indirect TPMS provides a low-cost method of checking
curbs, low tire pressure, and other factors involved in for low tire pressure, but it does have some disadvantages.
driving the vehicle. Figure 5-37 shows wheel damage An indirect system does not indicate which tire is low, just
from potholes and other road conditions. Cars with low- that a low-pressure condition exists. The tire pressure has
profile tires are more prone to wheel damage due to the to be significantly low, sometimes about two-thirds of the
small sidewall being able to absorb less road shock. In manufacturer’s specifications, to turn on the warning light.
addition, drivers who get too close to curbs can easily This means that a tire that is supposed to be at 35 psi may
damage the outside edge of the rim. not trigger the warning light until it has dropped to 26 psi.
Wheels can be damaged from improper installation Also, if all four tires are low on pressure, the system will
as well. Over torquing the wheel fasteners can distort likely not recognize a problem as there will not be enough
or warp the hub, which also can cause damage to the variation in the pressure and rotation speeds. In addition,
wheel hub and brake rotors. Under torquing the wheel since the system only works while the vehicle is mov-
fasteners will allow the wheel to work loose and possi- ing, it also takes some time before the system can obtain
bly come off while driving. Obviously, this is very bad. readings and decide to turn on the light.
Lug nuts and studs must always be properly torqued Direct TPMS eliminates the shortcomings of the
with a calibrated and accurate torque wrench. This will indirect systems but at a cost. Direct systems use
be covered in more detail later in this chapter. sensors placed in each wheel to directly measure and
transmit the pressure to the vehicle’s on-board computer
Tire Pressure Monitoring Systems system. Figure 5-38 shows an illustration of a direct
Beginning with a phase-in in the 2008 model year
(MY), all passenger vehicles sold in the United States
are equipped with a tire pressure monitoring system, Tire unit with Transceiver
tag and antenna
or TPMS.
What TPMS Is and Why it Is Standard

Equipment. TPMS is a way to alert the driver of low CAN
tire pressure. Studies by the American Automobile Asso- ECU
ciation (AAA) and others consistently show that tire pres-
sure is not a regularly checked item by drivers. While this

may not seem like a big problem, consider that a tire that is
either over or underinflated not only wears faster, but it also
is much more likely to be damaged and blow out. Low tire
pressure can also cause wheel damage since the tire can- Figure 5-38 A direct TPM system uses sensors in each wheel
not absorb bumps as it should. Additionally, underinflated to transmit pressure data to the on-board computer system.
system. Each wheel has a battery-powered pressure

sensor that wirelessly sends data back to the on-board
computer. Because of this, direct systems are very accu-
rate and can display real-time information to the driver.
However, this accuracy adds cost to the vehicle and
increased maintenance costs as the sensors need to be
replaced. Eventually the batteries in the sensors will
fail, and the sensor will need to be replaced. Sensors
are also prone to damage if the wheel and tire are not
serviced properly.
Special Service Precautions. Direct TPMS

v ehicles have the pressure sensor either strapped to
the drop center section of the wheel or as part of the
valve stem. Both types require proper service tech-
niques so that the sensors are not damaged. Techni-
cians must know the location of the sensor before

they attempt to dismount the tire from the wheel. Tire
dismounting and remounting are discussed later in
this chapter.
Figure 5-39 When inspecting tires, do not run your hands

Wheel and Tire Diagnosis around the tread. Exposed belts and other hazards can cause
and Service painful injury.
Even though tire service is routine and not generally
complicated, you should always use caution when han-
A severely worn tire, like the tire in Figure 5-39, has
dling tires. Damaged treads and exposed belts can cause
exposed steel belts. These pieces of steel are very sharp
injuries. Also, do not overinflate tires, as the excess pres-
and can cause serious cuts if you happen to run your
sure can cause a weak tire to fail and explode as the air
hand over them.
pressure increases.
Wheels and tires, especially on larger trucks and
Tire Service Safety SUVs can be heavy. Use a back brace or get the help
Tires are some of the most commonly serviced compo- of another person to help you lift a wheel and tire
nents on the vehicle and are often some of the first items off the vehicle if necessary. Even smaller and lighter
with which an entry-level technician is assigned to deal. wheels and tires can be dangerous to lift if they are
To handle tires and wheels properly and safely, be sure wet, as the tire can slip through your hands and
you understand the procedures that follow. bounce off the floor, so use caution whenever you are
handling one.
How to Safely Handle Wheels and Tires. You When you need to remove the wheel and tire from
may think that wheels and tires present no danger to a vehicle, be sure you are wearing your mechanic’s
you or others, but you can easily be hurt or damage the gloves. Since the brakes generate a lot of heat, and this
wheel and tire if you do not use caution when working heat transfers to the wheel and lugs, you can easily get
with them. your fingers burned if you handle these parts before
First, tires operate in a very harsh environment and they have a chance to cool. Also, many lug nuts have
can pick up sharp objects that become embedded in the a thin metal shell over a solid core. Over time, this
tread. When you are inspecting a tire, resist the urge to shell can rust and deteriorate, leaving jagged edges,
run your hands around the tread. Small stones, pieces as shown in Figure 5-40. These can be dangerous to
of metal and glass, and other road debris often lodge in your hands.
tires. Running your hands around the tread is an easy Use the proper tools, such as impact sockets if you
way to get your hands cut from this debris. When you are using an air impact gun, when removing wheel fas-
are inspecting a tire that is still mounted to the vehicle, teners. Many vehicles use a locking wheel fastener to
wear mechanic’s gloves and turn the tire by grasping the deter theft. An example is shown in Figure 5-41. These
tire sidewalls. This reduces your risk of being injured. require s pecial sockets to remove and should only be

FIGURE 5-40 Capped lug nuts can be a hazard when
removing wheels.
FIGURE 5-42 An example of a tire dismount/mounting

machine.
Tire dismounting and mounting machines usually

use both electricity and compressed air to operate.
An example of a tire dismounting machine is shown
in Figure 5-42. Before using this equipment, you
must be properly trained in its safe use. Check the
electrical power cord, if applicable, before using the
machine and make sure it is grounded properly. Make

sure there are no air leaks and that all moving parts of
the machine move smoothly and without binding. Do
not use any piece of equipment that is not function-
FIGURE 5-41 Anti-theft or locking lug nuts require special ing properly.
tools to remove. Tire balancing machines spin the tire on a shaft to
determine how to correct for any static and/or dynamic
balance issues. An example of a tire balancer is shown
used with hand tools. Air impacts can damage the key or in Figure 5-43. Make sure the hood of the machine fully
the fastener, making removal difficult. covers the tire so that the hood stops any debris that flies
Use caution when you are removing the center off of the tire.
caps. These are often plastic and may use a snap ring With both tire mounting machines and balancers, the
to retain them in the centerbore. They are easily dam- tire must be lifted onto the machines for service. Use a
aged if you handle or remove them improperly. Once back brace or get help from a co-worker to lift the wheel
the wheel and tire are off, do not lay the wheel face and tire into position if necessary.
down on the floor. This can cause scratches or other
damage to the wheel.
BASIC WHEEL AND TIRE SERVICE
Tire Service Equipment. There are several types Wheel and tire service means more than just changing
of tire equipment you will learn to use, including dis- tires. It also includes inspecting the tire periodically,
mounting and mounting machines, balancers, and repair checking tire treadwear patterns, setting tire pressure,
equipment. and balancing and rotating the tires.

FIGURE 5-43 An example of a tire balancing machine.
often are not properly maintained and will show evi-

dence of premature wear. Inspect tires for the wear
conditions shown in Figure 5-45. The most common
causes of premature tire wear are inflation and align-
ment problems.
Check and Adjust Tire Pressure. Every new

vehicle has a decal that provides information about
the correct tire, rim size, and proper inflation pres-
sures. This decal is often located on a doorjamb, as

shown in Figure 5-46, but can also be found in the
glove box, console, or even the fuel door. This decal
may show optional tire sizes available for that particu-
lar vehicle; so pay close attention, so you know you
FIGURE 5-44 Inspect sidewalls for signs of damage from are looking at the right information for the tires that
driving on a flat or severely underinflated tire. This tire must be are actually installed on the car or truck. The example
replaced due to the damage to the sidewall. in Figure 5-47 shows the tire size options available for
a particular vehicle.
Inspect Tire Condition. Visually inspect the These decals list cold tire pressure. This refers to
tire for damage and for objects lodged in the tire. what the pressure should be set to after the vehicle has
Look for signs of damage to the sidewall from either been parked and the tires have cooled and pressure has
curbing or from driving with very low tire pressure. returned to its lowest point. The amount of time neces-
Figure 5-44 shows an example of sidewall damage sary for the tires to cool and to provide an accurate read-
caused by driving on a flat tire. Look for evidence of ing will depend upon how long the vehicle was driven,
belt separation or belt failure, as discussed earlier in how long it has sat, and what the ambient temperature
this chapter. is. A tire that has been driven on a hot summer day may
need to sit overnight, while a tire may need to only sit
Identify Tire Wear Patterns. A properly main- outside on a cold winter day a few hours before it can be
tained tire should provide many thousands of miles of accurately checked. When you are in doubt, try to check
use before it needs to be replaced. Unfortunately, tires the tire pressure before the vehicle is first driven for the
Condition Rapid wear at center Rapid wear at shoulders Cracked treads
Effect
Overinflation Underinflation
or lack of rotation or lack of rotation
Underinflation
or
excessive speed
Cause

Contact Contact
patch area patch area
Correction Adjust pressure to specifications. When tires are cool, rotate tires.
Figure 5-45 Common tire wear patterns.

Figure 5-46 The tire decal contains size and pressure infor- © Cengage Learning 2014
mation about the regular tires and spare tire. This decal can be
located in several different places on the vehicle.
day. If you are checking the pressure after the vehicle

has been driven, to get an accurate pressure reading you
will also need to determine the tire’s temperature and Figure 5-47 This fuel door-mounted tire decal gives optional
use a pressure/temperature chart. Refer to the shop’s ser- tire size information. Verify the size of the tires installed on the
vice information for pressure/temperature compensation vehicle when checking inflation pressure as different tire sizes
charts. A temperature/pressure chart is used to determine may have different pressure specifications.
the inflation pressure of the tire based on its current tem-
perature and pressure. q uality and accurate. To ensure you are accurately check-
There are several types of tire pressure gauges you ing and setting tire pressure, obtain a tire pressure gauge
can use, a sample of which are shown in Figure 5-48. certified to meet the American National Standards Insti-
Regardless of the type, the gauge should be of good tute (ANSI) for accuracy.

FIGURE 5-48 An assortment of tire pressure gauges.
FIGURE 5-50 Digital pressure gauges are quick and easy to
read.
FIGURE 5-49 Checking tire pressure with a common type

of gauge.
FIGURE 5-51 A common type of pressure gauge and inflator.
To test the air pressure in the tire, remove the valve
stem cap if there is one, and firmly press the open end of Figure 5-49 and Figure 5-50 show two different gauges
the tire gauge to the opening of the valve stem. There will and their readings.
be a slight hiss when the two match up, but there should If the air pressure is low, connect a tire inflator to an
not be a continued hissing sound. If the hiss continues, air hose and inflate the tire, as shown in Figure 5-51. If
remove and retry attaching the gauge until the hiss stops. the inflator has a built-in pressure gauge, monitor the tire
WITH FULL-SIZE SPARE WITH COMPACT SPARE
LF RF LF RF
LR RR LR RR

Spare
Figure 5-52 Two common tire rotation patterns. Check the vehicle’s owner’s manual
for the proper rotation pattern.
pressure while you are inflating the tire. If you are using are the driving and steering tires and tend to wear much
a separate inflator and gauge, stop frequently to recheck faster than the rear tires.
the pressure. If the pressure is excessive, deflate the tire Some vehicles have asymmetrical and/or directional
until the correct pressure is reached. tires, which can limit how, if at all, the tires can be
Remember to check and adjust the pressure for the rotated. Some sports cars have different sized tires and
spare tire. This may require removing the contents of rims on the front and rear of the car, which means that a
the trunk, so be extra careful when you are handling tire rotation cannot be performed.
anything that needs to be removed to get access to the
spare. Also, remember that most temporary spare tires
Dismount, Inspect, and Remount Tire on
are inflated to 60 psi. Wheel. Photo Sequence 2 shows the common use of a
The California Air Resources Board mandated that tire machine to dismount and remount a tire.
beginning September 1, 2010, all auto service and Once the tire is dismounted from the rim, inspect
repair businesses must check and document tire pres- the beads and inside of the tire for damage. A dam-
sure on every vehicle serviced. This is because low aged bead can cause air loss and even prevent the tire
tire p ressures increase rolling resistance, decrease fuel from maintaining proper grip against the rim. Dust or
economy, and ultimately increase exhaust emissions. debris inside the tire, like that shown in Figure 5-53,
Whether mandated in your state or not, checking tire is an indication that the tire has been driven on either
pressure when a vehicle is serviced is important because flat or with very low pressure. If the bead or inner
of the detrimental effects of driving with incorrect sidewalls are damaged, the tire must be replaced.
tire pressure. Figure 5-54 shows how the inside of a tire wears from
driving on a flat tire. This type of damage requires tire
Rotating Tires. To get the maximum life from the replacement.
tires, they should be rotated periodically. This means When you are inspecting a dismounted tire, use cau-
removing the wheels and tires from their current location tion since foreign objects can protrude either out from
and moving them to another corner of the vehicle. The the tread or into the inside of the tire.
tire rotation schedule is located in the vehicle’s owner’s Before remounting the tire, determine if the tire is a
manual. Also in the owner’s manual is the recommended directional or asymmetric tire so that it is mounted cor-
rotation pattern. Common rotation patterns are shown in rectly on the rim and back on the vehicle. Figure 5-55
Figure 5-52. Tire rotation is especially important on shows an example of a tire mounted incorrectly on a
front wheel drive (FWD) vehicles since the front tires vehicle for sale at a car dealership.
Photo Sequence 2
Dismounting and Mounting a Tire


PS2-1 After the tire is deflated, posi- PS2-2 Place the tire valve stem up on PS2-3 Place the dismount shoe along
tion the blade opposite the valve stem the table. Apply the clamps to hold the the bead and lock it into place.
where the tire and rim meet. Break wheel to the table.
the bead seal on both the outside and
inside of the tire.

PS2-4 Use the tire iron to grab the PS2-5 Repeat for the inside bead and PS2-6 Inspect the wheel for rust or
upper bead and pull it over the shoe. remove the tire. Once removed, inspect corrosion. Remove any surface rust with
Spin the table and tire so that the bead the inside of the tire for damage. a wire brush.
is removed from the wheel.
PS2-7 Lubricate the beads with tire PS2-8 Locate the correct inflation
lubricant to prevent damage during pressure and inflate the tire to specifi-
mounting. Place the inside bead over cations.
the mounting shoe and carefully rotate
the tire onto the rim. Repeat for the
upper bead. Keep the sidewall pressed
down into the drop center of the wheel
when installing the upper bead.

FIGURE 5-53 This tire was driven on with very low air pres-
sure. The result was that the sidewalls carried the vehicle
weight, which destroyed the sidewalls.

FIGURE 5-55 Mounting tires is not especially difficult, but atten-
tion to detail is always important. This tire is mounted incorrectly.
Reinstalling the Wheel. When the wheel and tire

are ready to be reinstalled, perform the following checks
and procedures:
1. Check the mounting area on the hub and the wheel for
excessive rust or corrosion. This rust or corrosion may
need to be removed to ensure proper fit and tightening.
2. Inspect all wheel fasteners, lug nuts, and studs before
FIGURE 5-54 This tire was driven on when flat. The weight installing. A damaged wheel fastener should be
disintegrated the sidewalls. replaced if the threads cannot be cleaned up with a
thread file or tap and die.
3. Carefully set the wheel into position on the hub and
Once the tire is mounted back onto the wheel,
studs. Start the lug nuts by hand and make sure they
inflate the tire to the proper pressure. Be careful not to
start easily. If the vehicle uses lug bolts, place the
overinflate the tire during mounting. Overinflation can
wheel onto the hub and keep it in position while you
cause the tire to rupture and explode, causing serious
start a lug bolt into the hub.
injuries.
4. Continue to tighten and seat each lug until the wheel
Balancing the Wheel and Tire Assembly. Photo is fully seated against the hub. It is good practice to
Sequence 3 shows how a typical wheel balancer is used seat the lugs in the same pattern that is used to torque
to check and balance the wheel and tire. them to the manufacturer’s specifications. Always
Modern balancers check and correct both static tighten the lugs in a crisscross pattern and not a cir-
and dynamic imbalance problems. Some balancers cular pattern. Once the lugs have been tightened to
can detect runout problems. If excessive runout is spec, go over them again to ensure that the wheel is
detected, the balance may show how to match mount fully seated and the lugs are indeed tight.
the wheel and tire to reduce runout. Some wheel bal- With some aftermarket wheels, the wheel manu-
ancers detect other tire conditions, such as road force facturer states that the torque should be rechecked after
variations and conicity and even tell the user where 50 to 100 miles of driving. Be sure to inform the cus-
to reinstall the tires on the vehicle to reduce vibration tomer if this is necessary for the wheels being installed.
and pulling. 5. Reinstall any center caps or wheel covers as necessary.
PHOTO SEQUENCE 3
BALANCING A WHEEL AND TIRE

PS3-1 If a wheel and tire is covered in PS3-2 Using the correct mounting PS3-3 Remove any old weights.
mud or snow, clean it thoroughly before cones, mount the wheel onto the bal-
attempting to perform a wheel balance. ancer shaft and tighten the wingnut.

PS3-4 Input the wheel dimensions PS3-5 Drop the hood and spin the tire. PS3-6 Once the check is complete,
into the balancer. Watch the wheel and tire assembly as it locate the correct type of weight for
spins and note any signs of runout. the wheel and the amount indicated by
the balancer.

PS3-7 Install the weight onto the PS3-8 Perform a check spin to make PS3-9 Remove the wheel and tire
wheel at the locations specified by the sure the wheel and tire are balanced. from the balancer and reinstall on the
balancer. Results of OK or 0.0 weight needed. vehicle.
Difficult to Remove Wheel Assemblies. It is not

uncommon to find that a wheel is stuck to a vehicle,
refusing to budge even after several pulls and light
rapping on the tire sidewall in an attempt to dislodge
the stuck wheel. When you are faced with this situ-
ation, do not beat on the tire with your hands as this
can lead to injury and pain and a wheel and tire that
still are not off the vehicle. First, rethread a lug nut
several threads onto a stud; this will prevent the tire

from falling to the floor once it is free. Next, if it is
possible, spray the hub and lug area with a penetrant,
and let it soak for several minutes. Using a soft-faced
dead blow mallet, hit the tire on the inside sidewall in
several places. Do not hit the rim as you do not want
to damage the rim. This may require several rounds of FIGURE 5-57 If severely rusted or corroded, clean and apply
hitting the tire, but it will eventually come off. Once a light coat of antiseize to the hub to help prevent difficulty the
the wheel is off the hub, inspect the wheel mounting next time the wheels are removed.
face and the hub. An example of a corroded wheel and
hub is shown in Figure 5-56. The corrosion shown in
Figure 5-56 is a result of an aftermarket alloy wheel Inspect for Air Loss. As discussed before, tires
reacting with the steel and iron of the hub and brake are subject to damage from all sorts of objects lying
rotor. To help prevent this from reoccurring, clean in the road and from rust or corrosion buildup around
the wheel mounting face and hub, and lubricate it the bead area. There are two ways to check a tire for
with antiseize. Figure 5-57 shows the same hub air loss: by spraying the tire with a soap and water
after cleaning. solution and looking for bubbles or by placing the tire
into a tire dip tank filled with water and looking for
bubbles. Depending on the size of the leak, the escap-
ing air may make a lot of bubbles that are easy to see.
If the leak is slow, it may be difficult to find the exact
cause of the problem. The following are common air
loss problems:
r #FBEBSFBMFBLT"DPNNPODBVTFPGMFBLTBSPVOE
the bead area is rust or corrosion buildup around the
rim bead, as shown in Figure 5-58. Usually, this can
be removed with a wire brush or scouring pad and
the leak corrected.
FIGURE 5-56 Rust and corrosion can make getting the FIGURE 5-58 Rust on the inside of a rim is a common cause
wheels and tires off the vehicle a lot of work. of air loss around the bead.
as possible about when the vibration occurs. It may be

necessary to test-drive the vehicle with the customer so
that both of you are experiencing the same condition.
Diagnose Wheel and Tire Vibration or

Shimmy. A wheel/tire that is statically out-of-balance
will bounce or hop as it is driven. This is because the
heavy or light spot will cause the tire to accelerate and
decelerate unevenly during its rotation. As a result, the

imbalance will cause a shake or vibration that can be felt
throughout the vehicle. A wheel/tire that is dynamically
out-of-balance will cause a side-to-side shaking of the
steering wheel, called shimmy. Both are usually cor-
Figure 5-59 The bubbles show this valve stem is leaking rected easily by rebalancing the wheel and tire assembly.
where it passes through the wheel. Wheel balance will not cure a bent wheel, an
out-of-round wheel or tire, or a tire belt problem.
Manufacturers often specify the maximum amount of
• Over time, the valve stem and/or core can deteriorate wheel and tire runout that is acceptable for a particular
and leak. If either is leaking, it is best to replace the vehicle. If the wheel or tire shows signs of runout, you
entire stem with a new stem. A leaking valve stem is should measure the runout and compare your readings
shown in Figure 5-59. Using soapy water is a good to specifications. Figure 5-60 shows how to measure
way to find a small leak because of the amount of
bubbles generated from the air loss. Check wheel radial
• Tires that scrub curbs often are subject to sidewall dam- runout here
age. Any damage to the sidewall that causes air loss or 10
_0
+ 10
weakens the sidewall means the tire must be replaced.

20 20
30
30
40 40
• Tires, over time, will eventually start to dry rot. This

50
problem accelerates if the tires are always exposed

to direct sunlight day after day. There is no cure for
20
30
10
40
+
dry rot other than replacement. Some car manufac-

50
_0
10
40
20
30
turers now recommend that tires older than a certain

Check wheel
age be replaced, regardless of treadwear, due to the
lateral (axial)
effects of dry rot.
runout here
• It is very uncommon, but the wheel itself can develop
a leak. This can happen where the center wheel sec-
tion is attached to the rim section or by cracks in the
wheel itself. Depending on the type of wheel and why
it is leaking, wheel replacement may be required.
Repairing a Tire with an Internal Patch.

When a tire tread has been punctured, and if the hole
is not too large, the tire may be able to be patched.
Photo Sequence 4 shows how to internally patch a tire.

It should be noted with the customer and documented on
the repair order that any type of puncture repair voids any
speed rating the tire may have.
Figure 5-60 Wheel balancing cannot cure a vibration
Vibration and Pulling problem that is caused by excessive runout. If the wheel/tire
As discussed before, vibration concerns are often caused shows signs of runout, measure and compare the reading
by tire balance problems, but tire balance is not the only to the manufacturer’s specifications. A slight amount of run-
possible cause of a vibration. To determine the cause, begin out can cause vibration complaints that cannot be fixed by
by talking with the customer and get as much information balancing the wheel and tire.
PHOTO SEQUENCE 4
PATCHING A TIRE

PS4-1 Once the leak has PS4-2 With the tire dismounted from PS4-3 Buff the lining to remove any texture
been found, in this case a the wheel, locate the puncture inside the tire. from the surface. Be careful not to go past the
puncture, you can determine Mount the tire in a spreader to allow more room lining into the tire’s belts. When complete, blow
if the tire can be repaired. to work on the under tread lining. the rubber dust from the tire using shop air.
Mark the puncture on the
outside of the tire with a tire
crayon or grease pencil. Note:
Punctures in the sidewall or
the last tread blocks at the
sidewall cannot safely be
repaired.

PS4-4 Apply a coat of rubber cement PS4-5 Apply a light coat of rubber PS4-6 Using a stitching tool, work the
to the buffed area and scrape off the cement and let dry. Place the patch-plug patch against the lining to remove any
cement. This cleans the lining and over the puncture and insert the plug air. Once this is done, reinstall the tire,
removes any leftover debris or dust from stem into the hole. Pull the stem through inflate to specifications, and check for
the patch area. the tire and seat the patch against the leaks.
lining.
wheel and tire runout. Total runout can sometimes be

reduced or even nearly eliminated by remounting the
tire on the wheel. This is called match mounting and
relocates the points of high or low runout of the tire

with the corresponding high or low spots on the wheel.
The overall effect is to reduce the total runout of both
together.
A bent wheel may be able to be straightened.
Several companies advertise wheel repair and straight-
Figure 5-61 Overtightening lug nuts can distort the hub and
ening services. This may be a lower-cost option than cause hub runout. This can be checked with a dial indicator as
replacing a bent wheel. Do not try to straighten a bent shown here.
wheel in the shop. This can cause further damage to
the wheel.
If the wheels and tires are in balance and the vibra- of a tire balancer that measures runout. Some balancers
tion persists, it could be caused by hub or axle runout. can determine the best way to remount the tire on the
If the hub or axle flange is bent, it will cause the wheel rim to reduce the total runout. The balancer will indicate
and tire to move laterally. Loose wheel bearings and where to reposition the tire relative to the valve stem.
over tightening wheel fasteners can cause hub flange
distortion, which can cause vibration problems. The Diagnosing Tire Pull Concerns. Imperfections
hub or axle flange can be checked for runout with a during tire construction can cause the tire to lead or
dial indicator set up as shown in Figure 5-61. As with pull while driving. If a customer states that the pull
wheel and tire runout specifications, refer to the manu- started after the tires were rotated, there is a good
facturer’s service information. If the hub has excessive chance the problem is in the tires. To check for tire
runout it may need to be replaced. Be sure to check pull, switch the front tires from side-to-side, and see
the wheel bearing adjustment, if applicable, before if the pulling stops. If so, the problem most likely is
replacing the hub. in the tire on the side in which the vehicle was pull-
Depending on the type of tire balancing machine ing. If the pull switches sides, try rotating the front
in your shop, it may measure runout as part of tires back to the rear of the vehicle. If the tire caus-
the balancing procedure. Figure 5-62 shows an example ing the pull is new, then the offending tire should be
Figure 5-62 Some wheel balancers detect wheel and tire runout and measure it for you.
replaced under warranty. If the tire has been in service is low, but an indirect system will not. Next, locate the
for some time and the pulling is a new situation, you tire pressure specification on the tire decal, and check
will need to discuss with the customer his or her the pressure in each of the tires. If only one tire has low
options, such as tire replacement, keeping the pulling pressure, perform a thorough tire inspection to determine
tire on the rear, or living with the pull when the tire is why the pressure has gone down. If all of the tires are
installed on the front. These steps for diagnosing low, the driver may not be regularly checking and adjust-
tire pull assume that tire pressure, wheel alignment, ing the pressure.
suspension, steering, and brake components have been Some vehicles with direct TPM systems require a
checked and ruled out as possible causes. relearn or recalibration procedure after a tire rotation.
One common method of performing a relearn uses a
Tire Pressure Monitoring System magnet that is placed near each sensor while the sys-
(TPMS) Service tem is placed into a relearn mode. Before performing
If a vehicle has an indirect TPM system, there is no addi- a tire rotation on a vehicle with a direct TPM system,
tional maintenance or repairs. As long as the ABS system refer to the proper service information for any special
is functioning properly, the TPM system should as well. procedures that need to be followed to relearn the sys-
Direct systems may require recalibration and at some tem. A malfunctioning TPM system can set fault codes in
point will require sensor replacement. the vehicle’s on-board computer system. This will cause
the TPMS warning light to illuminate as well. The most
What Does that Light on My Dash Mean? common cause of malfunctions are nonfunctioning pres-
You may be asked by a customer to explain what a sure sensors. These sensors cannot be serviced and must
particular light that has turned on means. Most vehicles be replaced if they are faulty or when the battery is too
use a symbol similar to what is shown in Figure 5-63 to weak to broadcast the signal. A scan tool or code reader
indicate a tire pressure problem. Some vehicles display needs to be used to access any stored fault codes. Always
the actual tire pressure and will alert the driver if a tire follow the diagnostic and repair procedures as outlined
has low pressure. in the service information when you are working on the
TPM system.
Inspect the TPM System. Start by checking to Most manufacturers recommend replacing the sen-
see if the TPMS light stays illuminated after the vehicle sors when the tires are replaced or every five to seven
has been started. A direct system may display which tire years.
Dismounting and Mounting Tires with TPMS

Sensors. Special tools and procedures are used when
working on wheels and tires that have TPMS sensors
installed. Figure 5-64 shows a common type of TPM
Figure 5-63 The exclamation mark inside the tire profile is

the tire pressure monitor warning light. This vehicle displays
which tires are causing the light to come on. Figure 5-64 A common type of TPM sensor.
sensor installed on the wheel. Failure to follow the

service procedures can cause damage to the sensors.
Wheels that have the valve stem type sensors usu-
ally require that you remove the valve stem retainer and
push the sensor into the tire before attempting to dis-
mount the tire. Once the sensor is out of the way, the
beads can be unseated and the tire removed. Special tire

deflators are available to deflate TPM sensors. The caps
threads onto the stem like the valve stem cap but pro-
trudes down against the core to deflate the tire. These are
used because the TPM sensor can be damaged if you try
to remove the valve core. Many TPM sensors are easy
Figure 5-66 Breaking the tire bead loose with a blade on a
to identify, like that in Figure 5-65, by their metal stem
TPM sensor-equipped wheel.
and cap. This sensor was damaged when a student tried
to remove the valve core. Some newer vehicles use a rub-
ber stem in the sensor. This type is easily mistaken for a
standard rubber valve stem, which can be damaged when Wheel Bearing Principles
you are dismounting the tire. To avoid a costly mistake and Operation
when dismounting a tire from the rim, place the blade Bearings reduce the amount of friction between two
opposite from the valve stem, as shown in Figure 5-66. objects. Without bearings, the friction produced by the
This will allow the blade to miss the sensor during bead rotating axles would destroy the axle and other compo-
separation. nents. Bearings, such as those used as wheel bearings, use
When you are reinstalling the sensor, torque the stem two races separated by ball or roller bearings. A lubricant,
retainer to specifications. The valve cores also require often oil or heavy grease, is used to reduce the friction
proper torque. Use the proper valve core tool to torque between the moving parts and to help carry heat away.
the core into the stem.
Remind your customers that Fix-A-Flat type prod- Wheel Bearing Functions
ucts are not recommended for use with direct TPM Bearings of all types are used to reduce friction and wear,
systems. and wheel bearings are no different. Wheel bearings
generally use either roller bearings or tapered roller
bearings to support the hub and wheel or axle shaft and
wheel. An example of a ball bearing assembly is shown
in Figure 5-67.
Ball
External cap that
holds the sensor
to the wheel. Inner
race
Bore Ball cage or

separator
Outer
race
Figure 5-65 A TPM sensor removed from the wheel. Note Face
the damaged stem. Figure 5-67 Ball bearing components.
How Bearings Reduce Friction. Bearings fluid or motor oil, or may be packed with a heavy
allow components to roll over or against each other grease. Many wheel bearings are sealed and lubri-
instead of sliding. Imagine standing on a paved road cated for life, while others require p eriodic r epacking
with skis attached to your feet. It would be difficult with grease.
to push yourself along smoothly with the skis slid-
ing over the pavement. Now imagine attempting the
Forces Acting upon Wheel Bearings. A wheel
bearing, when carrying the weight of a stopped vehicle,
same thing but with the pavement covered in mar-
is subject only to a radial load. This type of load, as seen
bles. The skis would roll over the marbles, which
in Figure 5-69, is carried perpendicular to the bearing on
in turn would roll over the p avement, allowing you
the axle. When the vehicle is moving, the bearing must
to ski very easily. In this example the marbles play
be able to withstand thrust or axial loads. Thrust loads
the part of bearings. This is obviously a hypothetical
are shown in Figure 5-70. The combination of both the
scenario attempting to explain how bearings work
radial and thrust loads place a high demand on the wheel
between two surfaces. Do not attempt to perform an
bearings, which are also subject to heat from the brakes
experiment such as this as it may result in personal
and road shock.
injury.
Most automotive bearings use either steel balls
or rollers to reduce the friction between two com-
ponents. One component is placed against the outer
bearing race and the other against the inner bearing RADIAL LOAD
race. Typically, the axle shaft runs through the center Vehicle
of the bearing and the inner race rides on this shaft. weight
The outer race is attached to the hub, which is rotat-
ing with the wheel. An example of a front wheel bear-
ing is shown in Figure 5-68. In this bearing, the front
Bearing
drive axle and hub are connected to the inner races,
and the outer races are bolted to the steering knuckle. Rotating
The bearing allows the components to move easily shaft
in relation to each other. Since there is movement (rear axle)
involved, the bearing needs some type of lubrication
to operate. Depending on what the bearing is used

for, it may be lubricated by oil, such as differential
Stationary part
Rear tire
Figure 5-69 Radial loads are placed vertically through a
wheel bearing.
Tapered rollers
Bearing cone
Rotating
shaft
Direction
of thrust
Inner cup
Outer cup Cage

Figure 5-68 A double–row ball bearing assembly. Figure 5-70 Thrust loads on a wheel bearing are h orizontal.
Wheel Bearing Design and

Operation Rolling element
Outer race
The wheel bearings used in automotive applications are
usually called frictionless bearings. They are called fric-
tionless because the balls or rollers are placed between
two races and allow for very easy movement. Most fric-
tionless bearings have the same three parts, the inner and
outer races and the bearings, which are either steel ball
bearings or steel roller bearings. Separator

Ball Bearings. Ball bearings provide good radial
and some thrust load-carrying capacity and smooth, low- Inner race
friction movement. But because the ball bearings have
just a very small amount of contact with the races, they
cannot take large amounts of thrust loading. Figure 5-71 Roller bearings are common as rear wheel
Roller Bearings. Roller bearings, like those shown bearings on RWD vehicles.
in Figure 5-71, are often used as rear axle bearings
in rear wheel drive (RWD) vehicles. Roller bearings,
because of the much larger surface contact area, can
take much larger radial loads than ball bearing designs. e xcellent radial and thrust load-carrying abilities. Many
The cylindrical rollers and inner race support the axle RWD vehicles use a set of inner and outer tapered roller
shaft, while the outer race is pressed into the rear axle bearings for each front wheel, shown in Figure 5-72.
tube. When they are used as a rear axle bearing in RWD Some FWD vehicles use tapered bearings in the rear
vehicles, the bearing is lubricated by the differential hubs. Shown in Figure 5-73, you can see why they are
lubricant. called tapered roller bearings. The angles of the roll-
ers and bearing races allow this type of bearing to be
Tapered Roller Bearings. Tapered roller bearings able to withstand large amounts of both radial and thrust
are used as front and rear wheel bearings due to their loads associated with driving. Tapered roller bearings
Grease seal
Spindle
Washer
Cotter pin
Nut and
retainer
Tapered
Hub
roller bearings
Figure 5-72 Tapered roller bearings used on the nondriving wheels.

FIGURE 5-75 This is an example of a front hub and wheel
FIGURE 5-73 An example of a tapered roller bearing. bearing assembly. Integral to the hub is the wheel speed sensor
for the antilock brake system.
are lubricated with heavy high-temperature grease and

require periodic service.
Double Row Bearings. Many front wheel bearings

on FWD vehicles are double-row bearings, as shown in
Figure 5-74. This type of bearing is usually press fit,
sealed in the hub, and is not serviceable other than for
replacement.
Sealed Bearings. Another popular wheel bear-

ing design is the hub and bearing unit. As shown in
Figure 5-75, this combines the wheel bearing and hub

flange and is replaced as a single component. When it is
used on the front of FWD vehicles, the hub and bearing
FIGURE 5-76 A rear hub and bearing assembly on the front

of a FWD car.
is usually bolted into the steering knuckle. If it is used as

a rear hub and bearing, it is usually retained by an axle
nut, as shown in Figure 5-76.
Bearing Preload and End Play. Wheel bearings

require a specific amount of bearing preload. Preload
places a thrust load against the bearings to prevent axial
or side-to-side movement and to eliminate end play. Pre-
load increases friction within the bearing and consumes
power. Excessive end play allows the bearings room to

move and wobble. A slight amount of end play is some-
times desired to allow for expansion as the bearings heat
up during operation. Some bearings require preloading to
prevent any movement. Setting bearing preload and end
FIGURE 5-74 A double-row ball bearing that is pressed into play is discussed in the wheel bearing service section of
the steering knuckle. this chapter.
Garter spring
Service Warning
Use extreme caution when working near
moving components, such as the wheels
and tires.
r aising the vehicle so the tires can spin freely. Spin each
wheel by hand and feel for roughness or looseness while

listening for any noise from the bearing. If no roughness
Lips
or noise is apparent, it does not mean that the bearing
is good, it just is not appearing faulty because it is not
under sufficient load with the wheels off the ground.
To diagnose a front wheel bearing on a FWD vehicle,
Figure 5-77 Grease seals keep dirt and moisture out of the you may need to use the engine to drive the front wheels
bearing. while you listen at the bearing for noise. This is much
easier when using a stethoscope. Electronic stethoscopes
are very useful in this situation, as shown in Figure 5-78.
Bearing Grease Seals. Most wheel bearings have Sometimes the faulty wheel bearing will feel loose. To
some type of grease seal to keep dirt out of the bearing. determine if the bearing is loose, raise and support the vehi-
Figure 5-77 shows a typical lip seal used with tapered cle so that weight is off the bearing, and the tire can rotate
roller bearings. On some designs, such as those that use freely. Next grasp the tire at the three and nine o’clock
serviceable tapered roller bearings, the grease seal keeps positions and shake the tire back and forth. If any loose-
the grease in the hub and helps prevent dirt and moisture ness is felt, closely examine the wheel bearing and other
from getting into grease and bearings. On other designs, steering and suspension components. Side-to-side play at
the seal is only used to help keep dirt out. the tire can be a faulty wheel bearing, but it can also be
loose steering linkage components, such as a worn tie rod.
Wheel Bearing Diagnosis Figure 5-79 and Figure 5-80 show examples of
bearing wear and damage patterns to help with evaluat-
and Service ing bearing problems.
As with most components on modern vehicles, wheel
bearings have become more reliable and often require no Wheel Bearing–Caused Wheel Shimmy and
maintenance. That does not mean that wheel bearings will Vibration. A loose front wheel bearing, in addition to mak-
always last the life of the car or truck, and you will need ing noise, can also cause vibrations in the steering wheel.
to be able to accurately diagnose wheel bearing failures. If a sealed front or rear wheel bearing has any play, it
should be replaced. A loose wheel bearing can allow the
Wheel Bearing Diagnosis
Wheel bearings, because of the function they perform,
tend to wear and need replacement as part of normal
vehicle operation. Being able to correctly diagnose
wheel bearing concerns is important for both entry-level
and more experienced technicians.
Typical Noise and Wheel Bearing Concerns.

Faulty wheel bearings often are very noisy, and the cus-
tomer may be complaining of a growling, grinding, or
humming noise while driving. Wheel bearing noise will
usually start with low-speed driving and become louder
and change pitch as wheel speed increases. The bearing

may not make much noise when the customer is driv-
ing straight ahead but it will get louder when turning
a corner. If the noise increases when turning right, the
right front wheel bearing is likely the cause. After a test Figure 5-78 An electronic stethoscope can be useful when
drive to confirm the complaint, begin your inspection by diagnosing wheel bearing noise.
TAPERED ROLLER BEARING DIAGNOSIS
Consider the following factors when diagnosing bearing condition:

1. General condition of all parts during disassembly and inspection.
2. Classify the failure with the aid of the illustrations.
3. Determine the cause.
4. Make all repairs following recommended procedures.
ABRASIVE STEP WEAR GALLING BENT CAGE
Pattern on roller ends Metal smears on roller ends Cage damaged due
caused by fine abrasives. due to overheating, lubricant to improper handling
Clean all parts and housings, failure, or overload. Replace or tool usage. Replace
check seals and bearings, bearing, check seals, and bearing.
and replace if leaking, check for proper lubrication.
rough, or noisy.
ABRASIVE ROLLER WEAR ETCHING BENT CAGE
Pattern on races and rollers Bearing surfaces appear gray Cage damaged due
caused by fine abrasives. or grayish black in color with to improper handling
Clean all parts and housings, related etching away of or tool usage.
check seals and bearings, and material usually at roller Replace bearing.
replace if leaking, rough, or noisy. spacing. Replace bearings,
check seals, and check for
proper lubrication.
BRINELLING
INDENTATIONS MISALIGNMENT
Surface indentations in raceway

Surface depressions on race and caused by rollers either under Outer race misalignment due
rollers caused by hard particles of impact loading or vibration while to foreign object. Clean
foreign material. Clean all parts the bearing is not rotating. related parts and replace
and housings. Check seals, and Replace bearing if rough or noisy. bearing. Make sure races
replace bearings if rough are properly sealed.
or noisy.
Figure 5-79 Wheel bearing wear diagnosis.
FATIGUE SPALLING STAIN DISCOLORATION CAGE WEAR
Flaking of surface metal resulting Discoloration can range from light Wear around outside diameter of
from fatigue. Replace bearing, brown to black caused by incorrect cage and roller pockets caused by
clean all related parts. lubricant or moisture. Re-use abrasive material and inefficient
bearings if stains can be removed lubrication. Clean related parts
by light polishing or if no evidence and housings. Check seals
of overheating is observed. Check and replace bearings.
seals and related parts for damage.
HEAT DISCOLORATION FRETTAGE CRACKED INNER RACE
Heat discoloration can range Corrosion set up by small Race cracked due to improper
from faint yellow to dark blue, relative movement of parts fit, cocking, or poor bearing
resulting from overload or with no lubrication. Replace seats. Replace bearing and
incorrect lubricant. Excessive heat bearings. Clean related parts. correct bearing seats.
can cause softening of races or Check seals and check for
rollers. To check for loss of temper proper lubrication.
on races or rollers, a simple file
test may be made. A file drawn
over a tempered part will grab
and cut metal, whereas, a file
drawn over a hard part will glide
readily with no metal cutting. Replace
bearings if overheating damage is
indicated. Check seals and other parts.
SMEARS
Smearing of metal due to slippage.

Slippage can be caused by poor

fits, lubrication, overheating,
overloads, or handling damage.
Replace bearings, clean related
parts, and check for proper fit and
lubrication.
Figure 5-80 Wheel bearing wear diagnosis.
entire hub, wheel, and tire to wobble and change position 12. Thread the nut onto the spindle. Locate the vehicle
while driving. The driver may feel this movement as a manufacturer’s recommended tightening and torqu-
steering wheel shimmy or vibration. ing procedure. This normally requires tightening,
If the loose bearing is an adjustable tapered roller loosening, and retightening the bearings to adjust
bearing design, the hub and bearings should be removed, end play. Follow the recommended procedures.
cleaned, and inspected for wear or damage. This type 13. Once the bearings are seated and torqued, install the
of service is covered in the next section of this chapter. retainer and new cotter pin. Bend the ends of the cot-
ter pin to prevent it from working loose. Install the
Wheel Bearing Service dust cap. Always install a new cotter pin.
Most vehicle manufacturers have phased out the use
of the serviceable tapered roller bearing designs and When you are replacing tapered roller bearings, the
now use sealed bearing units. This design change helps bearing race is replaced with the bearing. This is because
reduce the cost of maintenance and vehicle ownership the bearing and race have developed a shared wear pat-
over time. Even so, many vehicles still require periodic tern over time. Any damage to the bearing rollers can
wheel bearing maintenance. also damage the bearing races. The bearing races are
driven out of the hub with a brass punch and hammer,
Tapered Roller Bearing Service. Tapered roller and the new races are installed using a bearing driver kit.
bearings should be serviced when the brakes are serviced The bearing driver is usually aluminum so that it does
or as outlined in the vehicle’s maintenance schedule. Many not damage the race during installation.
manufacturers specify that bearings be cleaned, inspected,
and repacked with new grease every 30,000 miles. The Sealed Wheel Bearing Service. As discussed ear-
basic steps to service these bearings are as follows: lier, if a sealed wheel bearing is noisy or has roughness,
it must be replaced as a unit. Do not attempt to remove
1. Remove the bearing dust cap and set it aside for and repack the grease in a sealed bearing unit.
cleaning. Many front wheel bearings on FWD vehicles are
2. Straighten the cotter pin and remove it from the spindle. pressed into the steering knuckle. There are a couple of
Discard the cotter pin. Never reuse an old cotter pin. methods for removing this type of bearing depending on
3. Remove the retainer (if installed) nut and washer. the equipment you have available to you.
Carefully remove the outer bearing from the hub. Set One method is to use an on-vehicle bearing removal
the bearing, washer, and nut aside with the dust cap. and installation kit. A kit of this type is shown in
Figure 5-81. The adapters and parts of the kit can be
4. Pull the rotor or drum off the spindle, and place it
used to remove the hub flange, press the bearing from
face down on a workbench.
the knuckle, press the new bearing into place, and press
5. Using a seal puller, remove the grease seal from the the hub flange back into the bearing. If this tool is not
inside of the hub, and remove the inner bearing. available, you will probably have to remove the steering
6. Remove as much grease as possible from the bear- knuckle and use a hydraulic press to remove the bear-
ings, washer, nut, dust cap, and hub with a shop rag. ing. With the knuckle removed and supported, use the
Next, thoroughly clean all the parts in a solvent tank. press to push the hub flange from the bearing. With the
Make sure all traces of grease are removed. hub flange removed, determine if the bearing is removed
7. Make sure the parts are completely clean and dry from the front or rear of the knuckle. Remove any seals
using compressed air. Do not spin the bearings using
compressed air. This can cause the bearings to fly
apart and cause personal injury. Service Note
8. Determine the correct grease with which to repack Always follow the service procedures as
the bearings. Using a bearing packer or by hand, described by the manufacturer when you are
repack the bearings with new grease. servicing tapered roller bearings, especially
9. Apply grease to the inside of the hub. Place a small for end play and preload adjustments. Always
amount of grease inside the dust cap. Apply a light make sure that the proper grease is used when you
coating of new grease to the spindle. are repacking tapered roller bearings. While many
manufacturers allow the use of high-pressure wheel
10. Install the inner bearing into the hub, and install a
bearing grease, some vehicles require the use of
new grease seal using a seal installer.
a specific grease to provide the proper lubrication
11. Install the rotor or drum onto the spindle, and install under all operating conditions.
the outer bearing and washers.

Figure 5-81 This kit is used to remove and replace pressed-in wheel bearings with
the steering knuckle still attached to the vehicle.
bolts. Separate the knuckle from either the lower

Service Warning control arm or strut.
4. Remove the axle shaft from the wheel bearing. This
hydraulic press develops thousands of
A
may require using a puller to push the axle out of the
pounds of pressure when it is in use. Follow
bearing.
all safety and service precautions when you
are using a hydraulic press. 5. Remove the bolts securing the bearing to the steering
knuckle, and remove the bearing. If the bearing also
contains the ABS wheel speed sensor, disconnect the
and retaining rings as necessary. Using the appropriate electrical connection from the bearing.
adapters, press the bearing from the knuckle. 6. Verify the replacement bearing is correct.
Once the old bearing is removed, compare the replace-
ment bearing with the old bearing. Make sure the new 7. Install the new bearing and reassemble the compo-
bearing has the same inside and outside diameters. Position nents in reverse order.
the new bearing with the knuckle, and use the press and 8. Torque all fasteners to specifications.
adapters to push the new bearing into place. Once the bear- 9. Check and adjust the wheel alignment.
ing is fully seated, support the inner bearing race, and press 10. Test drive the vehicle.
the hub back into the new bearing. Failure to properly sup-
port the bearing will cause the bearing to be damaged or Inspect and Replace Wheel Studs. Other com-
destroyed when you press the hub flange back into place. mon problems are broken or damaged wheel studs. Bro-
Once the hub is pressed back into the bearing, ensure the ken studs are caused by overtightened wheel fasteners or
bearing spins smoothly. Reinstall any seals and retaining by a cross-threaded lug nut that, when tightened, binds
rings and reassemble the steering knuckle to the vehicle. on the stud and breaks it off. Damaged threads on the
Many FWD vehicles have bolt-in hub and bearing units. wheel studs can be caused by someone attempting to
This type of bearing does not require the use of a press since install the incorrect lug nuts, by cross-threading the lug
the entire hub is also replaced, which often makes replace- nuts on the studs, or by using an air impact gun to start
ment simpler and the labor less costly. To replace a bolt-in the lug nuts instead of starting them by hand.
unit, follow all the manufacturer service procedures. In gen- If the threads on a wheel stud are only slightly dam-
eral, the steps to replace this type of bearing are as follows: aged, you may be able to correct them using a thread file.
Match the threads of the stud with the correct side of the
1. Lift and support the vehicle, and remove the wheel file and, using firm pressure, file the threads until they are
and tire assembly. restored to their normal shape. Be sure you keep the file
2. Remove the axle nut. exactly in line with the threads, as shown in F igure 5-82.
3. Remove either the lower ball joint to steering knuckle If the threads are severely damaged, you may need to
connection or the lower strut to steering knuckle use a tap and die set to fix the threads. Select the correct
die for the stud, and place it into the die handle. Carefully
start the die over the threads and work the die down the
entire length of the threads, stopping every half turn to
back the die up before resuming your downward motion.
A seriously damaged stud will need to be replaced.
On some vehicles, the stud can be driven out with a
hammer and punch or by using a wheel stud press.
To install the new stud, use a stud press. You can also

use a lug nut and flat washers to pull the new stud into
place. Depending on how the hub is mounted, you may
be able to easily replace the stud without removing
the hub or flange. On some vehicles, you will have to
Figure 5-82 Repairing damaged wheel stud threads with remove the hub, brake rotor, or brake drum to remove
a thread file. and install the stud.
SUMMARY
The air inside the tire acts against the inner surface of the A tire inspection should consist of a visual check of the
tire to support the weight of the vehicle. treadwear, sidewall condition, and air pressure.
Radial tires, having belts around the circumference of the Periodic tire rotations help extend the life of the tire.
tire, are the most common type of tire used.
Wheel and tire assemblies that are statically out-of-
Run-flat tires may contain an additional support ring or balance can cause wheel hop. Dynamic out-of-balance
have extra stiff sidewalls to support the vehicle’s weight causes wheel shimmy.
if air pressure is lost.
Direct TPM systems use pressure sensors mounted in
Information regarding tire size, quality, and loading is each wheel to measure tire pressure.
imprinted on the tire sidewall.
Indirect TPM systems use the antilock brake wheel speed
Misalignment of the belts in the tire can cause the tire to sensors to determine if tire pressure is too low.
pull to one side.
Bearings are used to reduce friction between components.
REVIEW QUESTIONS
1. The area in which the tire supports the weight of 6. Which of the following is not a common
the vehicle is called the . automotive tire type?
2. A tire constructed of belts arranged in layers a. Run-flat tire c. Tube tire
around the circumference of the tire is called a b. Asymmetrical tire d. Radial tire
tire.
7. Technician A says that any type of high-
3. The of the wheel is where it pressure, high-temperature grease can be
matches to the hub of the vehicle. used to repack wheel bearings. Technician B
says that some vehicles require a specific
4. out-of-balance will cause the
blend of grease for the wheel bearings. Who
wheel/tire to rotate with the heavy spot down and a
is correct?
out-of-balance tire will cause a side-
to-side shaking of the steering wheel. a. Technician A c. Both A and B
b. Technician B d. Neither A nor B
5. The most common type of front wheel bearing
used on FWD vehicles is the wheel
bearing.
8. All of the following are used with a direct TPM 10. Technician A says that a temporary spare tire
system except: requires a higher inflation pressure due to its
a. Pressure sensor c. Wireless receiver smaller size. Technician B says that a temporary
spare tire requires a higher inflation pressure
b. Speed sensor d. Wireless transmitter
because it supports more weight. Who is correct?
9. Two technicians are discussing the cause of a. Technician A c. Both A and B
a steering wheel shimmy while driving on
the highway: Technician A says the tires may
be out-of-balance. Technician B says the tire
pressure may be incorrect. Who is correct?
a. Technician A c. Both A and B

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Chapter 5 PDF

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C H A P T E R

© Cengage Learning 2014

T he wheels and tires on a vehicle may seem mun-

© Cengage Learning 2014

Tire Principles and Operation Every square inch of surface area

How 30 psi of Air Pressure Supports a 4,000-

© Cengage Learning 2014

© Cengage Learning 2014

© Cengage Learning 2014

© Cengage Learning 2014

© Cengage Learning 2014

Steel reinforcement Liner

Hard bead filler

Figure 5-9 A tire is comprised of many different layers and pieces.

the amount of flex the tire has and improves cornering

Tire Types. The outer tread is literally where the

© Cengage Learning 2014

© Cengage Learning 2014

FIGURE 5-12 Asymmetrical tires have different tread

on the right side of the vehicle and two must be mounted

© Cengage Learning 2014

on the sidewall to indicate how the tire must be mounted

A newer version of mud and snow tires is the severe

© Cengage Learning 2014

© Cengage Learning 2014

FIGURE 5-17 A vehicle without a spare tire but with an

They also require much higher inflation pressures since

© Cengage Learning 2014

Minimum Support ring locked by

© Cengage Learning 2014

Rim diameter in inches

Normal width in millimeters 95 H

Tire ply composition

Maximum permissible inflation pressure

© Cengage Learning 2014

© Cengage Learning 2014

225 · 65 percent (225 · .65) = 146.25 ­millimeters. As

TIRE TYPE SPEED SYMBOL

ASPECT RATIO CONSTRUCTION TYPE

Figure 5-23 The details of the tire size.

© Cengage Learning 2014

Traction is rated AA, A, B, or C and is based on the

© Cengage Learning 2014

© Cengage Learning 2014

Steel Wheels. Many vehicles are equipped with

© Cengage Learning 2014

FIGURE 5-31 Be careful when removing and installing

© Cengage Learning 2014

FIGURE 5-34 The lug hole is tapered to accept the bevel of

© Cengage Learning 2014

4-nut wheel 6-nut wheel

5-nut wheel 8-nut wheel

tires increase fuel consumption. In 2000, Congress passed

Types of TPMS. There are two types of TPMS cur-

© Cengage Learning 2014

What TPMS Is and Why it Is Standard

sure is not a regularly checked item by drivers. While this

system. Each wheel has a battery-powered pressure

Special Service Precautions. Direct TPMS

© Cengage Learning 2014

Figure 5-39 When inspecting tires, do not run your hands

© Cengage Learning 2014

© Cengage Learning 2014

225 · 65 percent (225 · .65) = 146.25 millimeters. As