2000 SUZUKI SWIFT wheel

3F-2 WHEELS AND TIRES
GENERAL DESCRIPTION
TIRES
This vehicle is equipped with the following tire.
Tire size
: 165/70R14
The tire is of tubeless type. The tire is designed to operate satisfactorily with loads up to the full rated load
capacity when inflated to the recommended inflation pressures.
Correct tire pressures and driving habits have an important influence on tire life. Heavy cornering, excessively
rapid acceleration, and unnecessary sharp braking increase tire wear.
WHEELS
Standard equipment wheels are the following steel wheel.
Wheel size
: 14 x 4 1/2 J
REPLACEMENT TIRES
When replacement is necessary, the original equipment type tire should be used. Refer to the “Tire Placard”.
Replacement tires should be of the same size, load range and construction as those originally on the vehicle.
Use of any other size or type tire may affect ride, handling, speedometer/odometer calibration, vehicle ground
clearance and tire or snow chain clearance to the body and chassis.
It is recommended that new tires be installed in pairs on the same axle. If necessary to replace only one tire, it
should be paired with the tire having the most tread, to equalize braking traction.
The metric term for tire inflation pressure is the kilo pascal (kPa).
Tire pressures is usually printed in both kPa and psi on the “Tire
Placard”.
Metric tire gauges are available from tool suppliers.
The chart, shown the table, converts commonly used inflation
pressures from kPa to psi.
REPLACEMENT WHEELS
Wheels must be replaced if they are bent, dented, have excessive lateral or radial runout, air leak through
welds, have elongated bolt holes, if lug nuts won’t stay tight, or if they are heavily rusted. Wheels with greater
runout than shown in figure below may cause objectional vibrations.
Replacement wheels must be equivalent to the original equipment wheels in load capacity, diameter, rim with
offset and mounting configuration. A wheel of improper size or type may affect wheel and bearing life, brake
cooling, speedometer/odometer calibration, vehicle ground clearance and tire clearance to body and chassis.WARNING:
Do not mix different types of tires on the same vehicle such as radial, bias and bias-belted tires except
in emergencies, because handling may be seriously affected and may result in loss of control.
kPa kgf/cm²pis
160 1.6 23
180 1.8 26
200 2.0 29
220 2.2 32
240 2.4 35
260 2.6 38
280 2.8 41
300 3.0 44

WHEELS AND TIRES 3F-3
HOW TO MEASURE WHEEL RUNOUT
To measure the wheel runout, it is necessary to use an accurate
dial indicator. The tire may be on or off the wheel. The wheel
should be installed to the wheel balancer of the like for proper
measurement.
Take measurements of both lateral runout (1) and radial runout
(2) at both inside and outside of the rim flange. With the dial indi-
cator set in place securely, turn the wheel one full revolution
slowly and record every reading of the indicator.
When the measured runout exceeds the specification and correc-
tion by the balancer adjustment is impossible, replace the wheel.
If the reading is affected by welding, paint or scratch, it should be
ignored.
Lateral runout limit
“a” : 0.90 mm (0.035 in.)
Radial runout limit
“b” : 0.70 mm (0.028 in.)
METRIC LUG NUTS AND WHEEL STUDS
All models use metric lug nuts and wheel studs.
Metric lug nuts and wheel studs size
: M12 x 1.25
DIAGNOSIS
DIAGNOSIS TABLE
Refer to Section 3.
BALANCING WHEELS
There are two types of wheel and tire balance : static and
dynamic. Static balance, as shown in left figure, is the equal distri-
bution of weight around the wheel. Wheels that are statically
unbalanced cause a bouncing action called tramp. This condition
will eventually cause uneven tire wear.
1. Heavy spot wheel tramp [A] : Before correction
2. Balance weights addition point [B] : Corrective weights
3. C/L of spindle

3F-4 WHEELS AND TIRES
Dynamic balance, as shown in left figure, is the equal distribution
of weight on each side of the wheel centerline so that when the
tire spins there is no tendency for the assembly to move from side
to side. Wheels that are dynamically unbalanced may cause
shimmy.
GENERAL BALANCE PROCEDURES
Deposits of mud, etc. must be cleaned from inside of rim.
Each tire should be inspected for any damage, then balanced according to equipment manufacturer’s recom-
mendation.
OFF-VEHICLE BALANCING
Most electronic off-vehicle balancers are more accurate than the on-vehicle spin balancers. They are easy to
use and give a dynamic (two plane) balance. Although they do not correct for drum or disc unbalance as does
on-vehicle spin balancing, this is overcome by their accuracy, usually to within 1/8 ounce.
ON-VEHICLE BALANCING
On-vehicle balancing methods vary with equipment and tool manufacturers. Be sure to follow each manufac-
turer’s instructions during balancing operation.
1. Heavy spot wheel shimmy [C] : Before correction
2. Balance weights addition point [D] : Corrective weights
3. C/L of spindle
WARNING:
Stones should be removed from the tread in order to avoid operator injury during spin balancing and
to obtain good balance.
WARNING:
Wheel spin should be limited to 35 mph (55 km/h) as indicated on speedometer.
This limit is necessary because speedometer only indicates one-half of actual wheel speed when one
drive wheel is spinning and the other drive wheel is stopped.
Unless care is taken in limiting drive wheel spin, spinning wheel can reach excessive speeds. This
can result in possible tire disintegration or differential failure, which could cause serious personal
injury or extensive vehicle damage.
CAUTION:
For vehicle equipped with ABS, using on-vehicle balancing method with ignition switch ON may set
malfunction diagnostic trouble code (DTC) of ABS even when system is in good condition.
Never turn ignition switch ON while spinning wheel.

WHEELS AND TIRES 3F-5
MAINTENANCE AND MINOR ADJUSTMENTS
WHEEL MAINTENANCE
Wheel repairs that use welding, heating, or peening are not approved. All damaged wheels should be replaced.
WHEEL ATTACHING STUDS
If a broken stud is found, see Section 3E (rear) or Section 3D (front) for Note and Replacement procedure.
MATCHED TIRES AND WHEELS
Tires and wheels are match mounted at the assembly plant.
This means that the radially stiffest part of the tire, or “high spot”,
is matched to the smallest radius or “low spot” of the wheel.
This is done to provide the smoothest possible ride.
The “high spot” of the tire is originally marked by paint dot (1) on
the outboard sidewall. This paint dot will eventually wash off the
tire.
The “ow spot” of the wheel is originally marked by paint dot (2) on
the wheel rim-flange. Properly assembled, the wheel rims’ paint
dot should be aligned with the tires’ paint dot as shown in left fig-
ure.
Whenever a tire is dismounted from its wheel, it should be
remounted so that the tire and wheel are matched. If the tire’s
paint dot cannot be located, a line should be scribed on the tire
and wheel before dismounting to assure that it is remounted in
the same position.
TIRE MAINTENANCE
TIRE PLACARD
The “Tire Placard” is located on the left door (right door for right-hand side steering vehicle) lock pillar and
should be referred to tire information.
The placard lists the maximum load, tire size and cold tire pressure where applicable.
NOTE:
Whether rim size and/or maximum load are listed or not depends on regulations of each country.

3F-6 WHEELS AND TIRES
INFLATION OF TIRES
The pressure recommended for any model is carefully calculated to give a satisfactory ride, stability, steering,
tread wear, tire life and resistance to bruises.
Tire pressure, with tires cold, (after vehicle has set for 3 hours or more, or driven less than one mile) should be
checked monthly or before any extended trip. Set to the specifications on the “Tire Placard” located on the left
door (right door for right-hand side steering vehicle) lock pillar.
It is normal for tire pressure to increase when the tires become hot during driving.
Do not bleed or reduce tire pressure after driving. Bleeding reduces the “Cold Inflation Pressure”.
Higher than recommended pressure can cause :
Hard ride
Tire bruising or carcass damage
Rapid tread wear at center of tire
Unequal pressure on same axle can cause :
Uneven braking
Steering lead
Reduced handling
Swerve on acceleration
Lower than recommended pressure can cause :
Tire squeal on turns
Hard Steering
Rapid and uneven wear on the edges of the tread
Tire rim bruises and rupture
Tire cord breakage
High tire temperature
Reduced handling
High fuel consumption
TIRE ROTATION
To equalize wear, rotate tires according to left figure. Radial tires
should be rotated periodically. Set tire pressure.
NOTE:
Due to their design, radial tires tend to wear faster in the
shoulder area, particularly in front positions. This makes
regular rotation especially necessary.
[A] : 5-tire rotation
[B] : 4-tire rotation
LH : Left-hand drive
RH : Right-hand drive

WHEELS AND TIRES 3F-7
ON-VEHICLE SERVICE
WHEEL
REMOVAL
1) Loosen wheel nuts by approximately 180° (half a rotation).
2) Hoist vehicle.
3) Remove wheel.
INSTALLATION
For installation, reverse removal procedure, noting the followings.
Wheel nuts must be tightened in sequence and to proper
torque to avoid bending wheel or brake disc.
Tightening order
: “A”-“B”-“C”-“D”
Tightening torque
Wheel nut (a) : 85 N·m (8.5 kg-m, 61.5 lb-ft) CAUTION:
Never use heat to loosen tight wheel because application
of heat to wheel can shorten life of wheel and damage
wheel bearings.
NOTE:
Before installing wheels, remove any build-up of corro-
sion on wheel mounting surface and brake disc mount-
ing surface by scraping and wire brushing. Installing
wheels without good metal-to-metal contact at mounting
surfaces can cause wheel nuts to loosen, which can later
allow a wheel to come off while vehicle is moving.

3F-8 WHEELS AND TIRES
TIRE
MOUNTING AND DISMOUNTING
Use a tire changing machine to mount or dismount tires. Follow equipment manufacturer’s instructions. Do not
use hand tools or tire irons alone to change tires as they may damage tire beads or wheel rim.
Rim bead seats should be cleaned with a wire brush or coarse steel wool to remove lubricants, old rubber and
light rust. Before mounting or dismounting a tire, bead area should be well lubricated with approved tire lubri-
cant.
After mounting, inflate to specified pressure shown on tire placard so that beads are completely seated.
Install valve core and inflate to proper pressure.
REPAIR
There are many different materials and techniques on the market to repair tires. As not all of these work on all
types of tires, tire manufacturers have published detailed instructions on how and when to repair tires. These
instructions can be obtained from each tire manufacturer.WARNING:
Do not stand over tire when inflating. Bead may break when bead snaps over rim’s safety hump and
cause serious personal injury.
Do not exceed specified pressure when inflating. If specified pressure will not seat beads, deflate, re-
lubricate and reinflate.
Over inflation may cause bead to break and cause serious personal injury.

4A-2 FRONT DRIVE SHAFT
GENERAL DESCRIPTION
COMPONENT
A constant velocity ball joint is used on the wheel side of front drive shaft. For right side drive shaft of 2WD vehi-
cle, a constant velocity tripod joint on the differential side. For left side drive shaft of every type vehicles and
right side drive shaft of 4WD vehicle, a constant velocity double offset joint is used on the differential or transfer
side. The drive shaft can slide through the tripod joint or the double offset joint in the extension/contraction direc-
tion.
DIAGNOSIS
DIAGNOSIS TABLE
DRIVE SHAFT BOOT CHECK
Inspect drive shaft boot for tear.
If even a small tear is noted, replace with new one. Condition Possible Cause Correction
Abnormal Noise
Worn or breakage drive shaft joint Replace.
Worn or breakage center bearing Replace.