2002 JEEP GRAND CHEROKEE Wheels

INSTALLATION
(1) Align and install the pitman arm on steering
gear shaft.
(2) Install the washer and nut on the shaft and
tighten the nut to 251 N´m (185 ft. lbs.).
(3) Install drag link ball stud to pitman arm.
Install nut and tighten to 88 N´m (65 ft. lbs.). Install
a new cotter pin.
TIE ROD END
DESCRIPTION
The ends are forged, with a lubed for life ball
socket.
OPERATION
The tie rod ends connect the drag link to the wheel
assembly. The tie rod provides toe alignment and
transfers steering input from the drag link to the
wheels.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove wheel and tire assemblies.
(3) Remove the damper nut from the tie rod clamp
(Fig. 6).
(4) Remove the damper from the tie rod.
(5) Remove the cotter pins and nuts from the tie
rod ends at the steering knuckles (Fig. 6).(6) Remove the tie rod ends from the steering
knuckles with Puller C-3894-A..
(7) Loosen the adjustment sleeve clamp bolts and
unscrew the tie rod ends from the sleeve.
INSTALLATION
(1) Screw the tie rod ends into the adjustment
sleeve.
(2) Install the tie rod on the steering knuckles and
install the nuts.
(3) Tighten the nuts to 47 N´m (35 ft. lbs.). Install
new cotter pins and bend end 60É.
(4) Position the adjustment sleeve clamp bolts to
their original location and tighten to 41 N´m (30 ft.
lbs.).
(5) Install the damper on the tie rod and install
the nut.
(6) Tighten the nut to 41 N´m (30 ft. lbs.). Install
new cotter pins and bend end 60É.
(7) Install wheel and tire assemblies.
(8) Remove support and lower the vehicle.
(9) Perform toe position adjustment.
Fig. 5 Pitman Arm
1 - STEERING GEAR
2 - PITMAN ARM
Fig. 6 Tie Rod Assembly
1 - TIE ROD END
2 - CLAMP
3 - DAMPER
4 - TIE ROD
5 - CLAMP
6 - TIE ROD END
19 - 30 LINKAGEWJ
PITMAN ARM (Continued)

DIAGNOSIS AND TESTING - PUMP LEAKAGE
(1) Possible areas of pump leakage (Fig. 3).
STANDARD PROCEDURE
STANDARD PROCEDURE - INITIAL OPERATION
- 4.0L
WARNING: THE FLUID LEVEL SHOULD BE
CHECKED WITH ENGINE OFF TO PREVENT INJURY
FROM MOVING COMPONENTS.
CAUTION: Use MOPAR Power Steering Fluid or
equivalent. Do not use automatic transmission fluid
and do not overfill.
Wipe filler cap clean, then check the fluid level.
The dipstick should indicateCOLDwhen the fluid is
at normal ambient temperature.
(1) Fill the pump fluid reservoir to the proper level
and let the fluid settle for at least two minutes.
(2) Start the engine and let run for a few seconds
then turn engine off.
(3) Add fluid if necessary. Repeat the above proce-
dure until the fluid level remains constant after run-
ning the engine.
(4) Raise the front wheels off the ground.
(5) Slowly turn the steering wheel right and left,
lightly contacting the wheel stops at least 20 times.(6) Check the fluid level add if necessary.
(7) Lower the vehicle, start the engine and turn
the steering wheel slowly from lock to lock.
(8) Stop the engine and check the fluid level and
refill as required.
(9) If the fluid is extremely foamy or milky look-
ing, allow the vehicle to stand a few minutes and
repeat the procedure.
CAUTION: Do not run a vehicle with foamy fluid for
an extended period. This may cause pump damage.
STANDARD PROCEDURE - INITIAL OPERATION
- 4.7L
WARNING: THE FLUID LEVEL SHOULD BE
CHECKED WITH ENGINE OFF TO PREVENT INJURY
FROM MOVING COMPONENTS.
NOTE: Remove as much of the old fluid out of the
system as possible with a suction tool or by remov-
ing a hose, When a component has failed. Then
refill it with fresh fluid until it is clean. This may
have to be done more than once.
CAUTION: Use MOPAR Power Steering Fluid or
equivalent. Do not use automatic transmission fluid
and do not overfill.
Wipe filler cap clean, then check the fluid level.
The dipstick should indicateCOLDwhen the fluid is
at normal ambient temperature.
(1) Fill the pump fluid reservoir to the proper level
and let the fluid settle for at least two minutes.
(2) Start the engine and let run for a few seconds
then turn engine off.
(3) Add fluid if necessary. Repeat the above proce-
dure until the fluid level remains constant after run-
ning the engine.
(4) Raise the front wheels off the ground.
(5) Slowly turn the steering wheel right and left,
lightly contacting the wheel stops at least 20 times.
(6) Check the fluid level add if necessary.
(7) Lower the vehicle, start the engine, and use
the DRB III to activate the hydraulic fan on full fan
operation.
(8)
Turn the steering wheel slowly from lock to lock.
(9) Stop the engine, check the fluid level and refill
as required and repeat the process
CAUTION: Do not run a vehicle with foamy fluid for
an extended period. This may cause pump damage.
(10) If the fluid is extremely foamy or milky look-
ing, allow the vehicle to stand a few minutes and
repeat the procedure.
Fig. 3 4.0L Power Steering Pump
WJPUMP 19 - 33
PUMP (Continued)

FOURTH GEAR POWERFLOW
Fourth gear overdrive range is electronically con-
trolled and hydraulically activated. Various sensor
inputs are supplied to the powertrain control module
to operate the overdrive solenoid on the valve body.
The solenoid contains a check ball that opens and
closes a vent port in the 3-4 shift valve feed passage.
The overdrive solenoid (and check ball) are not ener-
gized in first, second, third, or reverse gear. The vent
port remains open, diverting line pressure from the
2-3 shift valve away from the 3-4 shift valve. The
overdrive control switch must be in the ON position
to transmit overdrive status to the PCM. A 3-4
upshift occurs only when the overdrive solenoid is
energized by the PCM. The PCM energizes the over-
drive solenoid during the 3-4 upshift. This causes the
solenoid check ball to close the vent port allowing
line pressure from the 2-3 shift valve to act directly
on the 3-4 upshift valve. Line pressure on the 3-4
shift valve overcomes valve spring pressure moving
the valve to the upshift position. This action exposes
the feed passages to the 3-4 timing valve, 3-4 quick
fill valve, 3-4 accumulator, and ultimately to the
overdrive piston. Line pressure through the timing
valve moves the overdrive piston into contact with
the overdrive clutch. The direct clutch is disengaged
before the overdrive clutch is engaged. The boost
valve provides increased fluid apply pressure to the
overdrive clutch during 3-4 upshifts, and when accel-
erating in fourth gear. The 3-4 accumulator cushions
overdrive clutch engagement to smooth 3-4 upshifts.
The accumulator is charged at the same time as
apply pressure acts against the overdrive piston.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION
Automatic transmission problems can be a result of
poor engine performance, incorrect fluid level, incor-
rect linkage or cable adjustment, band or hydraulic
control pressure adjustments, hydraulic system mal-
functions or electrical/mechanical component mal-
functions. Begin diagnosis by checking the easily
accessible items such as: fluid level and condition,
linkage adjustments and electrical connections. A
road test will determine if further diagnosis is neces-
sary.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basic procedures are required. One procedure
for vehicles that are drivable and an alternate proce-
dure for disabled vehicles (will not back up or move
forward).
VEHICLE IS DRIVEABLE
(1) Check for transmission fault codes using DRBt
scan tool.
(2) Check fluid level and condition.
(3) Adjust throttle and gearshift linkage if com-
plaint was based on delayed, erratic, or harsh shifts.
(4) Road test and note how transmission upshifts,
downshifts, and engages.
(5) Perform hydraulic pressure test if shift prob-
lems were noted during road test.
(6) Perform air-pressure test to check clutch-band
operation.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift or
throttle linkage.
(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged drive plate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmis-
sion is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and con-
trol cable adjustments have been checked and
adjusted if necessary. Verify that diagnostic trouble
codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analy-
sis of transmission operation.
Operate the transmission in all gear ranges. Check
for shift variations and engine flare which indicates
slippage. Note if shifts are harsh, spongy, delayed,
early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means
clutch, band or overrunning clutch problems. If the
condition is advanced, an overhaul will be necessary
to restore normal operation.
A slipping clutch or band can often be determined
by comparing which internal units are applied in the
various gear ranges. The Clutch and Band Applica-
tion chart provides a basis for analyzing road test
results.
WJAUTOMATIC TRANSMISSION - 42RE 21 - 11
AUTOMATIC TRANSMISSION - 42RE (Continued)

The rear servo and governor pressure ports are at
the right rear of the transmission case. The overdrive
clutch pressure port is at the left rear of the case.
Test One - Transmission In Manual Low
NOTE: This test checks pump output, pressure reg-
ulation, and condition of the rear clutch and servo
circuit. Both test gauges are required for this test.
(1) Connect tachometer to engine. Position tachom-
eter so it can be observed from driver seat if helper
will be operating engine. Raise vehicle on hoist that
will allow rear wheels to rotate freely.
(2) Connect 100 psi Gauge C-3292 to accumulator
port. Then connect 300 psi Gauge C-3293-SP to rear
servo port.
(3) Disconnect throttle and gearshift cables from
levers on transmission valve body manual shaft.
(4) Have helper start and run engine at 1000 rpm.
(5) Move transmission shift lever fully forward
into 1 range.(6) Gradually move transmission throttle lever
from full forward to full rearward position and note
pressures on both gauges:
²Line pressure at accumulator port should be
54-60 psi (372-414 kPa) with throttle lever forward
and gradually increase to 90-96 psi (621-662 kPa) as
throttle lever is moved rearward.
²Rear servo pressure should be same as line pres-
sure within 3 psi (20.68 kPa).
Test Two - Transmission In 2 Range
NOTE: This test checks pump output, line pressure
and pressure regulation. Use 100 psi Test Gauge
C-3292 for this test.
(1) Leave vehicle in place on hoist and leave Test
Gauge C-3292 connected to accumulator port.
(2) Have helper start and run engine at 1000 rpm.
(3) Move transmission shift lever one detent rear-
ward from full forward position. This is 2 range.
(4) Move transmission throttle lever from full for-
ward to full rearward position and read pressure on
gauge.
(5) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually
increase to 90-96 psi (621-662 kPa) as lever is moved
rearward.
Test Three - Transmission In D Range Third Gear
NOTE: This test checks pressure regulation and
condition of the clutch circuits. Both test gauges
are required for this test.
(1) Turn OD switch off.
(2) Leave vehicle on hoist and leave Gauge C-3292
in place at accumulator port.
(3) Move Gauge C-3293-SP over to front servo port
for this test.
(4) Have helper start and run engine at 1600 rpm
for this test.
(5) Move transmission shift lever two detents rear-
ward from full forward position. This is D range.
(6) Read pressures on both gauges as transmission
throttle lever is gradually moved from full forward to
full rearward position:
²Line pressure at accumulator in D range third
gear, should be 54-60 psi (372-414 kPa) with throttle
lever forward and increase as lever is moved rear-
ward.
²Front servo pressure in D range third gear,
should be within 3 psi (21 kPa) of line pressure up to
kickdown point.
Fig. 9 Pressure Test Port Locations
1 - OVERDRIVE CLUTCH TEST PORT
2 - GOVERNOR TEST PORT
3 - ACCUMULATOR TEST PORT
4 - FRONT SERVO TEST PORT
5 - REAR SERVO TEST PORT
WJAUTOMATIC TRANSMISSION - 42RE 21 - 13
AUTOMATIC TRANSMISSION - 42RE (Continued)

Test Four - Transmission In Reverse
NOTE: This test checks pump output, pressure reg-
ulation and the front clutch and rear servo circuits.
Use 300 psi Test Gauge C-3293-SP for this test.
(1) Leave vehicle on hoist and leave gauge C-3292
in place at accumulator port.
(2) Move 300 psi Gauge C-3293-SP back to rear
servo port.
(3) Have helper start and run engine at 1600 rpm
for test.
(4) Move transmission shift lever four detents
rearward from full forward position. This is Reverse
range.
(5) Move transmission throttle lever fully forward
then fully rearward and note reading at Gauge
C-3293-SP.
(6) Pressure should be 145 - 175 psi (1000-1207
kPa) with throttle lever forward and increase to 230 -
280 psi (1586-1931 kPa) as lever is gradually moved
rearward.
Test Five - Governor Pressure
NOTE: This test checks governor operation by mea-
suring governor pressure response to changes in
vehicle speed. It is usually not necessary to check
governor operation unless shift speeds are incor-
rect or if the transmission will not downshift. The
test should be performed on the road or on a hoist
that will allow the rear wheels to rotate freely.
(1) Move 100 psi Test Gauge C-3292 to governor
pressure port.
(2) Move transmission shift lever two detents rear-
ward from full forward position. This is D range.
(3) Have helper start and run engine at curb idle
speed. Then firmly apply service brakes so wheels
will not rotate.
(4) Note governor pressure:
²Governor pressure should be no more than 20.6
kPa (3 psi) at curb idle speed and wheels not rotat-
ing.
²If pressure exceeds 20.6 kPa (3 psi), a fault
exists in governor pressure control system.
(5) Release brakes, slowly increase engine speed,
and observe speedometer and pressure test gauge (do
not exceed 30 mph on speedometer). Governor pres-
sure should increase in proportion to vehicle speed.
Or approximately 6.89 kPa (1 psi) for every 1 mph.
(6) Governor pressure rise should be smooth and
drop back to no more than 20.6 kPa (3 psi), after
engine returns to curb idle and brakes are applied to
prevent wheels from rotating.
(7) Compare results of pressure test with analysis
chart.Test Six - Transmission In Overdrive Fourth Gear
NOTE: This test checks line pressure at the over-
drive clutch in fourth gear range. Use 300 psi Test
Gauge C-3293-SP for this test. The test should be
performed on the road or on a chassis dyno.
(1) Remove tachometer; it is not needed for this
test.
(2) Move 300 psi Gauge to overdrive clutch pres-
sure test port. Then remove other gauge and reinstall
test port plug.
(3) Lower vehicle.
(4) Turn OD switch on.
(5) Secure test gauge so it can be viewed from
drivers seat.
(6) Start engine and shift into D range.
(7) Increase vehicle speed gradually until 3-4 shift
occurs and note gauge pressure.
(8) Pressure should be 469-496 kPa (68-72 psi)
with closed throttle and increase to 620-827 kPa (90-
120 psi) at 1/2 to 3/4 throttle. Note that pressure can
increase to around 896 kPa (130 psi) at full throttle.
(9) Return to shop or move vehicle off chassis
dyno.
PRESSURE TEST ANALYSIS CHART
TEST CONDITION INDICATION
Line pressure OK during
any one testPump and regulator
valve OK
Line pressure OK in R
but low in D, 2, 1Leakage in rear clutch
area (seal rings, clutch
seals)
Pressure low in D Fourth
Gear RangeOverdrive clutch piston
seal, or check ball
problem
Pressure OK in 1, 2 but
low in D3 and RLeakage in front clutch
area
Pressure OK in 2 but low
in R and 1Leakage in rear servo
Front servo pressure in 2 Leakage in servo; broken
servo ring or cracked
servo piston
Pressure low in all
positionsClogged filter, stuck
regulator valve, worn or
faulty pump, low oil level
Governor pressure too
high at idle speedGovernor pressure
solenoid valve system
fault. Refer to diagnostic
book.
21 - 14 AUTOMATIC TRANSMISSION - 42REWJ
AUTOMATIC TRANSMISSION - 42RE (Continued)

Diagnosis of these problems should always begin
by checking the easily accessible variables: fluid level
and condition, gearshift cable adjustment. Then per-
form a road test to determine if the problem has been
corrected or if more diagnosis is necessary. If the
problem persists after the preliminary tests and cor-
rections are completed, hydraulic pressure checks
should be performed.
DIAGNOSIS AND TESTING - PRELIMINARY
Two basic procedures are required. One procedure for
vehicles that are drivable and an alternate procedure for
disabled vehicles (will not back up or move forward).
VEHICLE IS DRIVABLE
(1) Check for transmission fault codes using DRBt
scan tool.
(2) Check fluid level and condition.
(3) Adjust gearshift cable if complaint was based
on delayed, erratic, or harsh shifts.
(4) Road test and note how transmission upshifts,
downshifts, and engages.
(5) Perform stall test if complaint is based on slug-
gish acceleration. Or, if abnormal throttle opening is
needed to maintain normal speeds with a properly
tuned engine.
(6) Perform hydraulic pressure test if shift prob-
lems were noted during road test.
(7)
Perform air-pressure test to check clutch operation.
VEHICLE IS DISABLED
(1) Check fluid level and condition.
(2)
Check for broken or disconnected gearshift cable.
(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged driveplate, converter,
oil pump, or input shaft.
(c) If propeller shaft does not turn and transmis-
sion is not noisy, perform hydraulic-pressure test to
determine if problem is hydraulic or mechanical.
DIAGNOSIS AND TESTING - ROAD TESTING
Before road testing, be sure the fluid level and con-
trol cable adjustments have been checked and
adjusted if necessary. Verify that all diagnostic trou-
ble codes have been resolved.
Observe engine performance during the road test.
A poorly tuned engine will not allow accurate analy-
sis of transmission operation.
Operate the transmission in all gear ranges. Check
for shift variations and engine flare which indicates
slippage. Note if shifts are harsh, spongy, delayed,
early, or if part throttle downshifts are sensitive.
Slippage indicated by engine flare, usually means
clutch, overrunning clutch, or line presure problems.
A slipping clutch can often be determined by com-
paring which internal units are applied in the vari-
ous gear ranges. The Clutch Application chart
provides a basis for analyzing road test results.
CLUTCH APPLICATION CHART
SLP UD OD R 2C 4C L/R OVERRUNNING
P±PARKON
R±REVERSEON ON
N-NEUTRALON
D±OVERDRIVE
FIRSTON ON* ON
SECONDON ON
SECOND PRIMEON ON
THIRDON ON
FOURTHON ON
FIFTHON ON
LIMP-INON ON
2±FIRSTON ON* ON
SECONDON ON
LIMP-INON ON
1±LOWON ON ON
*L/R clutch is on only with the output shaft speed below 150 rpm.
21 - 180 AUTOMATIC TRANSMISSION - 545RFEWJ
AUTOMATIC TRANSMISSION - 545RFE (Continued)

OPERATION
Under normal driving conditions, the system oper-
ates conventionally, and the majority of available
torque is applied to the rear wheels. However, when
front-to-rear wheel speed variations exist, the pro-
gressive differential transfers torque to the axle with
the better traction, thus minimizing wheel spin and
maximizing control.
The key to this design is a progressive coupling
(Fig. 3), which is supplied with pressurized oil by a
gerotor style pump. The pump rotor and case are
driven by the front and rear driveshafts respectively,
and deliver pressurized oil flow to the coupling in
proportion to their speed difference. The progressive
coupling contains a multi-disc clutch pack that is
alternately splined to the front and rear driveshafts,
and controls torque variation between the front and
rear driveshafts as dictated by the pump.
A set of orifices and valves control the speed-differ-
ential starting point and rate of torque transfer rise
in the clutch. This allows the system to disregard the
normal speed differences between axles that result
from variations in front-to-rear loading and typical
cornering.
Transfer case operating ranges are selected with a
floor mounted shift lever. The shift lever is connectedto the transfer case range lever by an adjustable
cable. Range positions are marked on the shifter
bezel plate.
DIAGNOSIS AND TESTING - TRANSFER CASE - NV247
CONDITION POSSIBLE CAUSE CORRECTION
TRANSFER CASE DIFFICULT TO
SHIFT OR WILL NOT SHIFT INTO
DESIRED RANGE1. Vehicle speed too great to permit
shifting1. Reduce speed to 3-4 km/h (2-3
mph) before attempting to shift
2. Transfer case external shift cable
binding2. Lubricate, repair or replace cable,
or thighten loose components as
necessary
3. Insufficient or incorrect lubricant 3. Drain and refill to edge of fill hole
with correct lubricant
4. Internal components binding,
worn, or damaged4. Disassemble unit and replace
worn or damaged components as
necessary
TRANSFER CASE NOISY IN ALL
MODES1. Insufficient or incorrect lubricant 1. Drain and refill to edge of fill hole
with correct lubricant.If unit is still
noisy after drain and refill,
disassembly and inspection may
be required to locate source of
noise
Fig. 3 Progressive Coupling
21 - 316 TRANSFER CASE - NV247WJ
TRANSFER CASE - NV247 (Continued)

TIRES/WHEELS
TABLE OF CONTENTS
page page
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND
WHEEL RUNOUT......................1
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE AND
WHEEL BALANCE......................2
STANDARD PROCEDURE - MATCH
MOUNTING...........................4
STANDARD PROCEDURE - TIRE ROTATION . 5
STANDARD PROCEDURE - WHEEL
INSTALLATION........................5
TIRES
DESCRIPTION
DESCRIPTION - TIRES..................6
DESCRIPTION - RADIAL±PLY TIRES.......6
DESCRIPTION - TIRE INFLATION
PRESSURES..........................6
DESCRIPTION - TIRE PRESSURE FOR
HIGH SPEED..........................7
DESCRIPTION - REPLACEMENT TIRES.....7
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRESSURE
GAUGES.............................8
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS..........................8
DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS...........................8
DIAGNOSIS AND TESTING - TIRE NOISE
OR VIBRATION........................8STANDARD PROCEDURE - REPAIRING
LEAKS...............................8
CLEANING.............................9
SPECIFICATIONS
TIRES...............................9
SPECIFICATIONS -.....................9
SPARE TIRE
DESCRIPTION - SPARE / TEMPORARY TIRE . . 10
WHEELS
DESCRIPTION.........................10
DIAGNOSIS AND TESTING - WHEEL
INSPECTION.........................10
STANDARD PROCEDURE - WHEEL
REPLACEMENT.......................10
SPECIFICATIONS
TORQUE CHART......................11
STUDS
REMOVAL.............................11
INSTALLATION.........................11
TIRE PRESSURE MONITORING
DESCRIPTION.........................12
OPERATION...........................12
DIAGNOSIS AND TESTING - TIRE PRESSURE
MONITORING SYSTEM.................12
SENSOR
REMOVAL - TIRE PRESSURE SENSOR/
TRANSMITTER.......................12
INSTALLATION - TIRE PRESSURE SENSOR/
TRANSMITTER.......................13
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND WHEEL
RUNOUT
Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 1).
Lateral runout is thewobbleof the tire or wheel.
Radial runout of more than 1.5 mm (.060 inch)
measured at the center line of the tread may cause
the vehicle to shake.
Lateral runout of more than 2.0 mm (.080 inch)
measured near the shoulder of the tire may cause the
vehicle to shake.
Sometimes radial runout can be reduced. Relocate
the wheel and tire assembly on the mounting studs
(See Method 1). If this does not reduce runout to an
acceptable level, the tire can be rotated on the wheel.
(See Method 2).
METHOD 1 (RELOCATE WHEEL ON HUB)
(1) Drive vehicle a short distance to eliminate tire
flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
or replace if necessary.
(3) Check the wheel mounting surface.
(4) Relocate wheel on the mounting, two studs
over from the original position.
(5) Tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
(6) Check radial runout. If still excessive, mark
tire sidewall, wheel, and stud at point of maximum
runout and proceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
NOTE: Rotating the tire on wheel is particularly
effective when there is runout in both tire and
wheel.
WJTIRES/WHEELS 22 - 1