Prerequisites

Chanters 2 and 3 Wheels and Tires

Objectives
After reading t h i s chapter, you should be able t o
ldentify the major wheel configurations used o n heavy-duty trucl<s.
Explain the difference between standard and wide-base wheel systems and stud-
and hub-piloted mountings.
ldentify the common types of tire-to-rim hardware and describe their functions.
Explain the importance of proper matching and assembly of tire and rim hardware.
Outline the safety procedure for handling and servicing wheels and tires.
Describe brake drum mounting configurations.
Perform wheel runout checks and adjustments.
Properly match tires in dual and tandem mountings.
List the major components of both grease- and oil-lubricated wheel hubs.
Perform bearing and seal service o n grease-lubricated front and rear wheel hubs.
Perform bearing and seal service o n oil-lubricated front and rear wheel hubs.
Perform front and rear bearing adjustment.
Describe THC wheel-end procedure.

Key Terms List section height

section width
aspect ratio
The Maintenance Council ('TMC)
bias ply
wheels
footprint
wheel balance
radial
wheel-end
rims

Often considered part of the vehicle's suspension
system, wheels and tires play a vital role in the safe
operation of all heavy-duty trucks and trailers. They
carry all the weight of the vehicle and operate on a
variety of road conditions. After fuel costs, tires rep-
resent one of the biggest cost factors of operating a
truck.
Wheels and tires and must be properly maintained
and serviced. Improperly mounted, matched,
aligned, or inflated tires can create a dangerous on-
road situation. Poorly maintained tires will also wear
unevenly and at a faster rate. Chances of a blowout
or other major failure are also increased.
Wheel bearings, lubricant seals, and other compo-
nents in the wheel hub that keep the wheel and tire
turning smoothly on the axle spindle also require reg-
ular maintenance and service.
For many years, there was little difference in the
wheel configurations used on heavy-duty trucks.
Today, advances in technology a n d changing
742 Chapter Twenty-Three

cus/orr~er, l e d 6 hhv6 i i l c r 6 a ~ e dth6 number of Brake Drum fi

wheel configurations available. It is now possible to
operate on cast spoke or disc wheel systems in
steel or aluminum. Rims can be removable or part
of the wheel body. They can be single or multipiece.
Wheels can be clamp mounted, stud piloted, or
hub piloted. Dual-wheel or wide-base single wheels
are available. Wheel bearings can be either grease or
011lubricated. Several different wheel seal designs
can be used. The tires mounted to the wheels can be
bias ply or radial, tube or tubeless, standard or low
profile. Brake drums can be inboard or outboard
mounted.
\\h \w';/+ Rim Base

continuous
The wheel system chosen will affect payload, fuel
efficiency, tire mileage, and hardware requirements.
Side Ring
It will also have a major effect on service and mainte-
nance procedures. Regardless of the system used,
truck wheels and tires are extremely heavy. Inflation
pressures can also exceed 100 psi. This combination
of weight and pressure can create dangerous work
situations if proper safety and working procedures
are not followed.
e Rim Nul

FIGURE 23-1
Rim Clamp

Components of a cast spoke wheel.

(Courtesy of Freightliner Trucl<sj

1
23.1 WHEELS AND RIMS
There is often confusion over the terms wheel and
rim. Many use the two terms interchangeably, but
this is incorrect. The rim supports the tire. On a
spoke wheel, the rim and wheel are separate compo-
nents. On a disc wheel, the rim is a distinct section
of a wheel assembly.
CAST SPOI<E WHEELS
Although disc wheel configurations are increasing in
popularity, cast spoke wheels are far from obsolete.
Their record of high-strength performance make cast
spoke designs a popular choice on dump, construc-
tion, refuse, and leased trucks and trailers. Spoke
wheels are often chosen when heavy front axle load-
ings of 16,000 pounds and above are encountered.
A spoke wheel consists of a one-piece casting
that includes the hub and spokes (Figure 23-1).
Spokes are made of duct~leiron, cast steel, or alu-
minum. Tires are mounted on a separate rim that is
clamped onto the spokes.
In dual-wheel applications, a spacer band is posi-
tioned between the inner and outer rims (Figure
23-2A). This spacer band holds the two rims apart
and provides for exact spacing of the tires (Figure
23-28),
Spoke wheels are manufactured in three styles:
three-, five-, and six-spoke configurations. Six-spoke
designs are often used on heavily loaded front axles.
Five or six spokes are used on drive axle duals, but
six-spoke designs are often preferred because
added wheel clamping force is on the rim, which
reduces the chance of rim slippage. Three-spoke
wheels have wider spokes, using two wheel clamps
per spoke. Trailers are their most popular applica-
tion.
Spoke wheels use multipiece rims that clamp to
the spokes with wheel clamps (See Figure 23-28), If
the clamps are not installed correctly, the wheel
might go out-of-round and wobble. The proper
installation and torquing sequence is critical to true
running. Generally, spoke wheels experience greater
alignment and balance problems than disc designs,
but with proper installation and torquing, it is possi-
ble that spoke wheels can run virtually trouble free.
They produce significantly fewer "wheel-off" inci-
dents than disc wheel assemblies.
DISC WHEELS
In disc wheels the rim is permanently attached to a
center disc (Figure 23-3). Holes in the center disc
allow mounting to the hub studs with nuts.
These one-piece forged steel or aluminum wheels
run extremely true. The result is reduced vibration
with longer tire life, less overall maintenance, easier
handling, and improved driver comfort. Aluminum
disc wheels are lighter than steel, so payloads can
be increased. They also dissipate heat faster so tires
run cooler.
 Wheels and Tires 7 4 3

Mounting Surfaces
Rim /\

TYPICAL FRONT
MOUNTING
OF CAST
SPOKE WHEEL
TYPICAL DUAL MOUNTING
OF CAST SPOKE WHEEL

FIGURE 23-2 (A) Position of the spolce wheel dual mounting spacer band, and /B) cross-section view of
mounted dual wheels. (Courtesy of International Truclc and Engine C0rp.J

0.0
l @
l @
A
*om
FIGURE 23-4 Aluminum disc wheel stud-piloted
mounting configurations: (A) single wheel, and [B)
FIGURE 23-3 Components of a typical disc wheel.
dual wheel. (Courtesy of Alcoa Wheel Products
(Courtesy of The Budd Company)
International)

Like spoke wheels, disc wheels can be used in
single and dual configurations. There are also two
different mounting systems: stud piloted and hub
piloted.
Stud-Piloted Wheel
Figure 23-419 illustrates a stud-piloted mounting for
a single disc wheel. The wheel simply mounts onto
studs on 'the hub and is secured using single cap
nuts. Figure 23-48 shows a dual-disc wheel config-
uration.
Inner cap nuts screw onto the hub studs. The
flange on the nut caps rests in the seat created
between the inner and outer wheel. This helps center
the two wheels and clamp them together. Finally,
outer cap nuts screw onto the threaded ends of the
inner cap nuts, thereby securing the entire assembly
to the hub.
Hub-Piloted Wheel
The hub-piloted system simplifies centering and
clamping wheels to hubs. In a hub-piloted system,
744 Chapter Twenty-Three

.--

A D U A L D I S C WHEELS
ON S T A N D A R D A X L E

FIGURE 23-5 Aluminum disc wheel hub-piloted OUTSET W l D E B A S E

mounting configurations: (A) single wheel and (0) ON STANDARD AXLE
dual wheel. (Courtesy of Alcoa Wheel Products
Internatronal)

the hub centers the wheel. The nuts and studs pro-
vide only clamping force (Figure 23-5). CENTER FLANGE W l D E B A S E
A hub-piloted wheel uses one cone locknut per WHEEL O N EXTENDED A X L E
stud, eliminating the need for inner cap nuts. This
significantly reduces the amount of wheel fastening
hardware compared to stud-piloted wheels.
Over- or undertorquing of stud-piloted wheels can
cause broken studs and cracked or loose wheels.
W l D E BASE
The single flange nuts of hub-piloted wheels are less WHEEL ON S T A N D A R D AXLE
susceptible to this problem. In stud-piloted systems,
a loose inner nut can easily go undetected, eventu-
ally pounding out the n u t ' s ball seat. With hub-
piloted systems, both the inner nut and its ball seat
are eliminated. With the cone locknut design, a flat
washer is seated directly against the wheel face. The
nonrotating washer prevents galling of the wheel sur- FIGURE 23-6 Wide-base wheel mounting config-
face. urations. (Courtesy of International Truck and Engine
Corp.)
WIDE-BASE WHEELS
Wide-base wheels can also be referred to as high
flotation, super single, wide body, duplex, or jumbo walls in a dual configuration. In addition, duals can
wheels. One wide-base wheel and tire replaces tradi- consume more energy when they are mismatched by
tional dual wheels and tires (Figure 23-6).Instead of even slight diameter differences or by air pressure
18 tires, a tractorltrailer needs only 10. Two tradi- differences. These are not factors when a single
tional wheels are used at the steering axle, and eight wide-base wheel is used.
wide base wheels are used at the other axle posi-
tions.
Interest in wide-base wheels today is operating
c o s t s . W i d e - b a s e p e r f o r m a n c e has steadily 23.2 TIRE-TO-RIM
improved and the system is now widely available in HARDWARE
the U.S. Wide-base tires have been specifically
designed to replace duals. Depending on the dual The tire can be held on the rim in a number of ways.
tires replaced and the load capacity required, retro- The simplest is the single piece rim. A fixed flange
fitting with wide-base tires need not greatly affect built into the edge of the rim supports both sides of
vehicle gear ratios or top speed capability. the tire (Figure 23-7).Single piece rims are used in
Compared to steel dual wheels and tires, alu- combination with tubeless tires.
minum wide-base wheels and tires are significantly Tube-type tires are held on the rim using various
lighter in weight. This can increase payload capacity. side ring and/or lock ring combinations. Side ring
Wide-base wheels also increase fuel efficiency by and lock ring designs vary from manufacturer to
decreasing weight and rolling resistance. One factor manufacturer, so it is important to always use prop-
in rolling resistance is sidewall flexing. A wide-base erly matched components.
tire has two flexing sidewalls, compared to four side- Two types of side rings are used:
 Wheels and Tires 745

side ring, supports the tire on one side of the

rim. The continuous side ring is, in turn, held in
place by a separate split lock ring (Figure
23-8B).

FIGURE 23-7 Single piece demountable rim There are two basic types of tire construction used in
used with tubeless tires. (Courtesy of Accuride heavy-duty applications: bias ply and radial. It is criti-
Corporation) cal that radial and bias ply tires not be installed on the
same axle. Radial and bias ply tires differ in their tread
profile, surface contact, and handling characteristics.
plit Side Ring The best tire performance can be achieved by using
/
one type of tire construction on all axles.
6 _ Rim Dual configurations must never use mismatched
tires. All tires on an axle must be of the same con-
struction; mismatched tires on opposite sides of the
same axle can cause drive axle failure. If the left
duals are radial, the right duals must also be radials.
If the vehicle has two or more drive axles, the tires on
the drive axles must be either all bias ply or all radial.
It is best if all eight drive axle tires on a tandem unit
are matched.
One of the reasons for matching radials is that
they deflect more than bias ply tires under load.
Mixing tires can cause overloading of the bias ply
tires on the vehicle. Typical contact profiles or foot-
Ring prints made by a nonradial tire and radial truck tire
are shown in Figure 23-9.
The basic differences between radial and bias tire
types are as follows (Figure 23-10):

Radial Tires. The body ply cords are placed

perpendicularly across the tread from bead to
bead. In addition, radial tires have belt plies

RADIAL B lAS

FIGURE 23-8 Side ring configurations: (A) split

side ring; and (B) continuous side ring with separate
split loci< ring to secure it to the rim. (Courtesy of
Accuride Corporation)

Split Side Rings. In two-piece assemblies, the

side ring retains the rim on one side of the rim.
The fixed flange supports the other side (Figure
23-8A). The split side ring is designed so that it
acts as a self-contained lock ring as well as a
flange. FIGURE 23-9 Comparison of footprint b?tWe~tna
Flange or Continuous Side Rings. In three- radial and bias ply-type truck tire (Courtesy of
piece assemblies, the flange, or continuous Bridgestone/Firestone, Inc.)
746 Chapter Twenty-Three
FIGURE 23-1 0 Construction of (A) bias ply, and
[BJradial tires. (Courtesy of Volvo Trucks North
America, Inc.)
that run circumferentially around the tire, under
the tread. They constrict the radial ply cords
and give rigidity to .the tread.
Bias Ply Tires. The body ply cords lie in a diag-
onal direction from bead to bead. The tires may
also have narrow plies under the tread, called
breakers, with cords strung in approximately
the same direction as the body ply cords.
Body Ply, Breaker, and Belt Materials. Tire
body plies, breakers, and belts may be of poly-
FIGURE 23-1 1 Three typical tire tread designs. (Courtesy of Bridgestone/Firestone, 1nc.J
ester, rayon, nylon, fiberglass, steel, or aramids.
In radial ply tires, these materials can be used
in various combinations such as steel body
steel belt, polyester body fiberglass belt, or
nylon body steel belt.
The basic types of highway truck tread designs
are rib, lug, and special service mud and snow lug
(Figure 23-1 1A-C).
Rib Type Tread. Tires with rib type tread are all
position tires. They can be used on all wheel
positions at legal highway speeds. These tires
are always recommended for front wheel use
on tractors and large, straight trucks in long
haul highway service. The open groove design
provides maximum steering control and good
skid resistance.
Lug Type Treads. Cross lug or cross rib and
rib lug type tires are designed for drive wheel
service and are suitable for most highway oper-
ations. These tread designs provide maximum
resistance to wear and better traction. The tires
are suitable for some off-road operations but
do not provide maximum off-road traction.
Special Service Mud and Snow Lug Treads.
Special service mud and snow lug tires are
designed for traction on drive wheels for on-
and off-road service. They should be selected
only when maximum traction in mud or snow is
required.
The type of tire tread design used is determined
by vehicle application and in some cases by per-
sonal preference. The rib type tread is most common
 Wheels and Tires 747

LOW ASPECT RATIO TIRES

NEW TlRE IDENTIFICATION NUMBER 24.5 INCH HIGHWAY SlZE
EXAMPLE (USING TYPICAL DESIGN DIMENSIONS)
DOT CONVENTIONAL LOW
ASPECT RATIO ASPECT RATIO
(TUBELESS) (TUBELESS)

I
MFGR rlRt TIRE M ~ G
SIZE TYPE DATE
PLANT 10-4 SPACES

A I M U S T APPEAR ON LOWER SIDEWALL. ONE SIDE OF TlRE

I
= .85 (.86 ACTUAL) !d = .75 (.77 ACTUAL)
RETREAD IDENTIFICATION NUMBER W W
EXAMPLE 1 1 R24.5 11R24.5

J - j P G
H = (9.5 INCHES) H = (8.4 INCHES)
W= (1 1.0 INCHES) W= (10.9 INCHES)
OD = (43.5 INCHES) OD = (41.3 INCHES)

FIGURE 23-1 3 Dividing height by width equals

"r
RETREAD kETREAD TIRE TIRE
UFCR SIZE OR TYPE. ETC. the profile.
(0-4 SPACES

" $'
HHTSA RETREADER
OPTIONAL)
I
RETREADER
"i"
STANDARD
FORMAT

M U S T APPEAR O N UPPER OR LOWER SIDEWALL. ONE SIDE O F TIRE.

IN ADDITION T O NEW TlRE SERIAL
FIGURE 23-1 2 Department of Transportation
(DOT] tire coding identification for (A) a new tire,
and (B] a retread.
for on-highway operations and is used almost exclu-
sively on steering (front) axles.
All tires (new and retread) sold in the United
States must have a DOT number cured into the lower
sidewall on one side of the tire. Figure 23-12 gives
the standard format designated by the federal gov-
ernment for both new and retread truck tires.
LOW-PROFILE TIRES
Low-profile radial truck tires enhance the radial
design to produce even lower costs per mile. The
low-profile name comes from the tire's aspect ratio
(Figure 23-13), which, for any tire, is calculated by
dividing the tire's section height (tread center to
bead plane) by its section width (sidewall to side-
wall). Simply put, low-profile tires are "squatter" than
conventional radials. Advantages offered by low-
profile radials include lower weight (up to 10 percent
less than standard radials), lower rolling resistance
(again about 10 percent less), greater vehicle stability
due to a lower center of gravity, a better footprint as
a result of improved pressure distribution, high
retreadability, improved fuel economy, better trac-
tion. and increased tread life.

TlRE SIZE
The 22.5-inch wheel/tire size has been gaining popu-
larity over 24.5-inch sizes and is predicted to be the
more widely used wheel/tire size in coming years.
Size 19.5-inch tires are gaining a growing share of
the high-cube truckltrailer market because they are
suited for applications in which low trailer floor and
fifth wheel heights are needed to get 110- to 120-
inch door openings. Size 17.5-inch tires are used on
some high-cube applications, but these smaller
wheel/tire combinations can accommodate only a
12'/16-inch brake drum, and the 19.5-inch wheel can
take a 15-inch brake drum.
1
123.4 TIRE CARE AND
MAINTENANCE
Proper tire care and maintenance is second only to
increasing fuel mileage in reducing overall cost per
mile of t r u c k operation. Although this subject
appears to be a simple one, it has been established
that most tires wear fast or fail early due to neglect.
Tire care and maintenance is relatively simple, takes
little time, and pays off.
Even with the best maintenance of truck tires and
their related equipment, the service that the tire
748 Chapter Twenty-Three

JeIl'vers 1s' largely ; i l ill6 I.12rldsof ths drivsr. Careless

driving habits can result in tire damage and shorten
the life of a tire.

Tire Inspection
Regular inspection of tires is the first step in increas-
ing mileage. An inspection will help to spot troubles
such as underinflation, overinflation, and misalign-
ment early. Minor damage that can normally be
detected and repaired during an inspection could
save a tire that would otherwise blow out.
Proper tire inflation will increase tire mileage.
Underinflation causes abnormal wear at the sides of
the tread because the outer edges of the tire carry
FIGURE 23-1 5 Overinflated tire. (Courtesy of
the load, while the center tends to flex up, away from
Mack Truclcs, Inc.)
the road (Figure 23-14). This also causes the tire to
run hotter. Any tire that is determined to be underin- separation, or both, resulting in tire failure. It w ~ l not
l
flated should be inflated to the specified pressure. compensate for overloading. An overinflated tire is
Driving on an underinflated or a nearly flat tire, more vulnerable to snags, cuts, and punctures.
even for a short distance, can cause severe cord
damage. This, in turn, could cause the plies of fabric Mechanical Irregularities
in the casing to separate, the tread to separate from
the fabric, or both. Underinflation reduces tire life Tires in various positions on the truck will wear differ-
and is also the number one cause of blowouts. ently. Due to alignment factors, the front tires are
Overinflation causes abnormal wear in the center of more likely t o experience abnormal wear than the
the tread, because it has to carry more than its share rear o n e s . When t o e - i n is excessive, t i r e wear
of the load. Overinflation also shortens the life of the appears as feathered edges on the inside edge of
tire (Figure 23-1 5). the tread design (Figure 23-16). A toe-out condition
Check for correct pressure when tires are cool. will show feathered edges on the outer edge of the
When a tire is in use and becomes heated, the air in tire tread design (Figure 23-17).
the tire expands, and the air pressure is raised. Camber is the inward or outward tilt at the top of
Normal operating pressure buildup is 20 psi or less. the rim wheel. Too much positive camber, (Figure
Never bleed tires to relieve buildup of pressure. If 23-18A) in which the wheel tilts outward will cause
excessive pressure buildup occurs, one or more fac- the outside edge of the tire to wear prematurely. Too
tors such as load distribution, underinflation, or much negative camber, (Figure 23-188) in which the
speed could be responsible. wheel tilts inward will cause the inside edge of the
Overinflation reduces the capability of the tire to tire to wear first.
absorb ordinary shock and causes fabric or tread

Excessive Toe-In
f'--7 f l

FIGURE 23-1 4 Underinflated tire. (Courtesy of FIGURE 23-1 6 Excessive toe-in. (Courtesy of Mack
Mack Truclcs, Inc.) Trucks, Inc.)
 -
Excessive Toe-Out
T Vertical
FIGURE 23-1 7 Excessive toe-out. (Courtesy of
Mack Truclcs, Inc.)
As shown in Figure 23-19, positive caster is the
backward tilt of the axle, or inclination of the kingpin.
Too little positive caster will cause the wheel to wan-
der or weave, resulting in spotty wear. Excessive
caster may cause shimmy wear. Unequal caster from
side to side causes the wheel to pull to one side,
resulting in uneven wear.
Other mechanical problems that can cause exces-
sive wear include a sprung or sagging axle, brakes
that are out of adjustment, or out-of-round brake
drums. A sprung or sagging axle will cause the inside
dual tire t o carry a greater load. lmproper brake
adjustments will lead to spotty !:ire wear, and out-of-
round drums will usually wear tires in a single spot.
Rapid or uneven tire wear may also be caused by a
sprung or twisted frame, worn wheel bearings, loose
spring clips, or loose torque rods.
FIGURE 23-1 8 Tire wear from (A] excessive positive camber; and (B] excessive negative camber. (Courtesy of
Mack Trucl<s, Inc.)
Wheels and Tires 749
Line -1- Caster
FIGURE 23-1 9 Caster angle. [Courtesy of Mack
Truclcs, Inc.J
Proper Load Distribution
lmproper loading can cause the tires on one side of
the truck or trailer to carry a greater load than those
on the other side (Figure 23-20). This may affect
starting from standstill causing the driving wheels to
slip on the light side or the tires t o wear faster.
Although the gross load may not be excessive, one
wheel, one axle, or one side of the truck may be
overloaded due to improper distribution of the load.
Equalize the load on each axle. On semitrailers, dis-
tribute the load so that each axle and the fifth wheel
are carrying their shares of the load.
Other Causes of Tire Wear
All tires are speed rated. Exceeding rated speed cre-
ates heat. Excessive heat produced by running a
vehicle at higher speeds will shorten tire life. At
750 Chapter Twenty-Three

FIGURE 23-20 Load distribution. (Courtesy of Mack Trucks, Inc.)

@ Shop Talk --

The manufacturers of speed restricted tires (Figure

23-22) on a vehicle caution the driver not to exceed
the speed limits and guidelines in their manuals. To
alert the operator, a decal (Figure 23-23) located in
the cab within the operator's field of vision advises
that the vehicle is equipped with speed restricted
tires.
-- -

Tire Rotation and Replacement

FIGURE 23-2 1 High-speed distortion.
higher speeds, the tire can become distorted, as
shown in Figure 23-21. Higher speeds can cause a
small cut to enlarge, causing a blowout. High-speed
distortion exerts a strain on the tire fabric which may
cause tire failure.
Tire rotation procedures are a matter of shop and
PM practices. A regularly scheduled rotation plan
can help reduce overall tire costs. The relocation of
tires from the front to rear wheel positions depends
on the type of truck being operated and the size and
type of tires (Figure 23-24).
Federal Motor Carrier Safety Regulations require a
vehicle to have at least 4/32 inch of tread depth on
the front tires. These tires can be rotated to driving
or trailer axles and used until '/32 inch of tread
remains. Any tire with less than '/32 inch of tread (as
measured in a major groove and not over wear bars)
 Wheels and Tires 75 1

FIGURE 23-24 Suggested tire rotation patterns

for (A) two-axle truck, (B) tractor and semitrailer, (C)
three-axle truck, and (DJtractor with tandem axle
drive and semitrailer with tandem axle.

must be removed from service. Tires with the word

regroovable m o l d e d on t h e sidewall may b e
regrooved. These tires, along with recapped and
retreaded tires, should not be used on front wheels.
However, these tires can be used in other wheel
positions until */32 inch of tread remains. At this
point, they should be replaced.
Any tire with an unrepaired fabric break, or one
FIGURE 23-22 Speed restricted tire. (Courtesy of that has been repaired with a blowout patch or boot,
Mack Truclcs. Inc.I should be replaced, as should any tire with exposed
or damaged body cords, or a bump, bulge, or knot
caused by cord separation.
See Table 23-1 for the load range designations to
replace ply ratings that tire manufacturers have
adopted.

THIS CHASSIS IS CAUTION: The load and cold tire inflation

EQUIPPED WITH MINING pressure imposed upon a particular wheel or rim
must not exceed the wheel or rim manufacturer's
& LOGGING TIRES WHICH recommendation, even though the tire may be
RESTRICT HWY. SPEED approved for a higher load or inflation.

MAX. HWY. SPEED TABLE 23-1: LOAD RANGE EQUIVALENTS FOR PLY
50 M.P.H. (80km/h) RATINGS
Load Range Ply Rating
FOR A MAXIMUM DISTANCE OF
50 MILES ( 8 0 KILOMETRES) IN A F 12
1 % HOUR TIME PERIOD. G 14
CAN BE DONE BY RUNNING 50 H 16
M.P.H. ( 8 0 km/h) FOR 1 HOUR J 18
AND COOLING OFF '/2 HOUR, OR L 20
DRIVING AT ANY SPEED UNDER
50 M.P.H. ( 8 0 km/h) FOR 1 %
HOURS TO RESULT IN A TOTAL
OF 50 MILES ( 8 0 KI LOMETRES) 23.5 TIRE, RIM, AND
WHEEL SERVICE
On trucks equipped with disc wheels, tire service
FIGURE 23-23 Speed restricted tire decal. involves removing the disc wheel and tire assembly
(Courtesy of Mack Trucks, Inc.) from the wheel hub. On vehicles with cast spoke
752 Chapter Twenty-Three -

whsels, the rim and tire assembly is removed from find the address and telephone number of the near-
the spoke wheel by dismounting the rim clamps. The est OSHA office, look in the telephone directory
spoke wheellhub is not disturbed. under U.S. Government, U.S. Department of Labor,
The variety of wheel systems and wheelhim com- or Occupational Safety and Health Administration.
binations makes a detailed illustration of tire-to-rim Single copies of the charts are available without
mounting and dismounting beyond the scope of a charge.
textbook. Detailed tire-to-wheellrim changing proce-
dures are available from all major tire and wheel
manufacturers in service manuals, wall charts, and Shop Talk -
video programs (Figure 23-25).
Federal and state regulations have made operators
The Occupational Safety and Health Adminis-
and garages liable for ensuring that tires are dis-
tration (OSHA) has established r ~ ~ l e
and
s regulations
posed of legally.
pertaining to servicing multipiece rim wheels. The
regulations state that it is the employer's responsibil-
ity to provide employees with training or1 service pro-
The safety and inspection information in this
cedures and safety precautions for the tires, wheels,
chapter summarizes the OSHA regulations. For com-
and rim combinations on which they will work.
plete details, refer to the complete OSHA standard
A current rim manual containing instructions for
1910.177.
types of rims being serviced must be available in the
service area, and current safety and parts machining
charts must b e p o s t e d in t h e w o r k area. The
employer must also ensure that only tools recom- TIRE A N D RIM SAFETY
mended in the rim manual are used to service single
and multipiece rim wheels. Never attempt to service
any tire without hands-on training from a qualified
WARNING: Air pressure in an inflated truck
tire mounted on a rimlwheel creates explosive
tire service person. Be sure to follow the procedures
energy. This pressure can cause the tirehim com-
demonstrated and printed in the OSHA regulations
ponents to burst apart with great force, which can
and wall charts.
cause personal injury or death.
OSHA has reprinted the NHTSA charts as part of
a continuing campaign to alert rim wheel servicing
personnel of the industry accepted procedures for
All personnel working with tires should be familiar
servicing multipiece rim wheels. Reprints of these
with and follow some basic tire and rim safety rules
charts are available through OSHA's area offices. To
prior to demounting and mounting tires. These rules
are outlined as DOs and DON'TS in Table 23-2.

WARNING: Stay out of the trajectory (danger)

zone as indicated by the shaded area in Figure
23-26. Under some circumstances the trajectory
may deviate from its standard path. Never attempt
t o seat rings while a tire is totally or partially
inflated.

Removal from a Vehicle

Before removing any tire and wheel assembly or tire
and rim assembly from the vehicle, set the spring
brakes and chock the wheel assemblies not being
removed. Jack up the vehicle using a heavy-duty
jack.

FIGURE 23-25 Technicians must always refer to

CAUTION: Never jack up a vehicle with a jack
current rim mounting instruction charts supplied by
placed under a leaf spring.
manufacturers and federal safety agencies.

TABLE 23-2:
DO
Instruct all tire and rim-handling personnel how to mount
tires safely.
Remove valve core to completely deflate tire before
disassembling tire from rim.
Use proper tools both to mount and demount tires.
Use approved rust-retarding compounds to keep rims
clean and free from rust and corrosion.
Use correct size rim for specified tire.
Avoid rim damage when changing tires.
Examine inside of tire before mounting and dry thoroughly
if any moisture is found.
Use proper tubes and flaps with radial tires.
Install side or lock ring split directly opposite (180 degrees)
from valve stem slot.
Use correct tire lubricant, but sparingly, to minimize the
possibility of fluid entering the tire, especially in radial tire
applications.
-
v personal injury.
Trajectory
FIGURE 23-26 Stay out of the trajectory (danger
zone) as indicated by the shaded area. (Photo/
Image(s) courtesy of Mack Trucks, Inc.]
Whenever a vehicle is jacked up, use proper heavy-
duty axle stands under the chassis to prevent personal
injury or vehicle damage in the event of jack malfunc-
tion or vehicle tipping. Block front wheels when remov-
ing rear wheel and tire assemblies. Block rear wheels
when removing front wheel and tire assemblies.
Raise the axle where the wheel and tire assembly
is being removed and support it on adequate capac-
ity jack stands. Cage the parking brake chamber
Wheels and Tires 753
TIRE AND RIM SAFETY
DON'T
Overinflate tires.
Overload rims.
Remove tire from rim before completely deflating.
Attempt to correct seating of side or lock rings by
hammering while tire is inflated. Always remove air
pressure .first.
Use corroded, damaged, or distorted rims, rings, or rim
parts.
Fail to identify different types of wheel clamps;
Use petroleum oil or grease on tire beads or rims because
they can ruin the tires.
Use mismatched side or lock rings.
Inflate tire unless it is placed in a safety cage or a portable
lock ring guard.
Inflate tire before all side and lock rings are in place.
manually when working on rear brakes. Apply the
parking brake when working on front brakes.
When removing the wheel nuts from spoke
wheels, loosen all nuts ' 1 4 to '12 inch and then rap on
the clamps with a hammer to free them from the
wheel. It is important to free the clamps from the
wheel before removing the wheel nuts. Failure to free
the clamps may cause them to spring from the wheel
under extreme pressure, which could cause serious
Shop Tall< -
Disc wheel nuts for right side wheels generally have
right-hand threads, and wheel nuts for left side
wheels usually have left-hand threads.
It is very important, when demounting aluminum
wheels, t o make sure that the end of the wheel
wrench or socket is smooth. Burrs on the end of the
wrench or socket will tear grooves in the disc around
cap nuts which, in turn, may eventually cause the
disc to crack.
CAUTION: When handling a tire assembly,
remember to lift properly, using your legs as well as
your body. Use caution when servicing the assem-
blies, wheels, or other components to prevent injury
to your hands, feet, or body. Do not allow wheels,
rings, rims, or other components to fall or drop to
the floor.
754 Chapter Twenty-Three
Deflation and Disassernbly
Always examine the tirelrim assembly for proper
component seating prior t o removing it from the
vehicle. Also be sure to deflate the tire completely
before removing it from the vehicle for any type of
service. Deflate both tires of a dual assembly. When
deflating a tire, first reduce tire pressure by pushing
the tire valve core plunger; then remove the entire
valve core (Figure 23-27).Be sure to keep your eyes
away from the valve.
CAUTION: Always use protective glasses or
face shields when working on wheels and tires.
Never position your body in front of the rim during
deflation. Stand as far as possible away from the
valve stem. Avoid positioning yourself so that your
face or body is immediately over the work being
done on any tire which has pressure.
Do not use a steel hammer t o disassemble or
assemble rim components. Hammering rings or rims
with steel hammers may cause small bits of steel to
break off from the hammer, the ring, or the rim; these
bits could cause bod~lyharm. Use a lead-, brass-, or
rubber-covered steel-headed hammer, or a plastic
mallet. The proper procedure for dismounting tube
and tubeless tires is illustrated in Figure 23-28 and
23-29.
Do not add air to a tire and rim assembly that has
been run in a seriously underinflated or flat condition.
The rim and/or tire can explode. Instead, deflate the
tire completely, remove it from the vehicle, disas-
semble all tire and rim components, and inspect
them for wear and damage.
FIGURE 23-27 Removing tire valve core.
Inspect Parts
Rims and rings must be matched by size and type.
These components cannot be interchanged except
as p r o v i d e d for in t h e M u l t i p i e c e RimIWheel
Matching Chart. Select the proper tire size and con-
struction to match the manufacturer's rim or wheel
rating and size. The diameter of the tire must match
the diameter of the rim. Never use any rim or wheel
component you cannot positively identify.
Thoroughly inspect all metal surfaces while the
tires are being checked, including areas between
duals and the inboard side of wheels. Examine for
the following:
Excessive rust or corrosion buildup
Cracks in metal
Bent flanges
Deep tool marks on rings or in gutter areas
Damaged or missing rim drive plates
Matched rim parts
Mark defective parts for destruction to ensure that
they will no longer be used. Keep in mind that a leak
in a tubeless tire assembly might be caused by a
cracked rim. Do not put a tube in a tubeless assem-
bly to correct this problem. Cracked rims must be
destroyed to avoid accidental use. Do not attempt to
weld or otherwise repair cracked, bent, or out-of-
shape components.
Mount Tire to Rim
Remove all rust, corrosion, dirt, and other foreign
material from all metal surfaces (Figure 23-30).This
is especially important in the rim gutter and bead
seat areas. Check the mating surfaces of sidellock
rings in multipiece assemblies.
Paint the rim with fast drying primer to help pre-
vent rust from forming (Figure 23-31).Always allow
paint to dry before assembling components.
Apply lubricant to bead seat area, tire bead, tire
flap, and rim mating surfaces just prior to mounting
the tire. Use only those lubricants recommended by
the rim and tire manufacturer and never use petro-
leum, silicon, or water-based lubricants. These can
damage the rubber, cause rust buildup, or produce
tire-to-rim slipping.
Inflation
Always inflate tires in a safety cage (Figure 23-32)or
in a portable restraining device (Figure 23-33).
Check for proper seating of components before
removal from the cage or restraint. Failure to follow
this procedure when inflating a truck tire could result
in serious injury.
 Wheels and Tires 755

FIGURE 23-28 Removing a tire from a flat base rim: [A) positioning tire removing tool, [B) disengaging loclc
ring from the gutter, [C) removing lock ring, and (DJlifting rim from the tire. [Photo/lmage/sJcourtesy of Mack
Trucks, Inc.)

Use a clip-on air chuck with a remote in-line valve

and gauge (Figure 23-34). This enables you to stand
clear of the tire as it inflates. When a tire is being par-
tially inflated (without restraining) to roundout the tube
or seat the side/lock ring, pressure must not exceed 3
psi. Never attempt to correct the seating by hammer-
ing, striking, or forcing parts into place while the tire is
inflated. Deflate using the remote in-line valve, remove
the valve core t o make sure that the tire is fully
deflated and then remount the tire. When handling
and mounting inflated tires, stay out of the trajectory
(danger zone) of flying parts whenever possible.
SPOI<E WHEEL INSTALLATION
When mounting the rim/wheel on the truck, use the
proper size and type of nut, stud, and clamp (spoke
wheels only). Spoke wheels use rim studs. Rim studs
are threaded on both ends with a nonthreaded sec-
tion in the middle of the stud. The studs are coated
with an anaerobic locking compound.
Rim clamp nuts should be kept tight and checked
on a regular basis. Checking alignment of the
rim/wheel installation is important because the rims
can be drawn out of alignment when improperly
756 Chapter Twenty-Three

FIGURE 23-29 Removing a tire from a disc wheel: (AJseparating tire bead from wheel; (BJ lubricating the tire
bead; (C) prying the bead over the wheel; and /D) removing the second bead.

FIGURE 23-30 Clean all wheel/rim components FIGURE 23-3 1 Painting the rim
prior to assembly.

tightened. The following are general installation
instructions for cast spoke wheels:
1. Slide t h e inner rear or front tire and r i m
assembly over the cast spoke wheel and
push it back into position against the tapered
mounting surface. Be sure the valve stem
f a c e s o u t , is c e n t e r e d b e t w e e n t h e t w o
spokes, and clears the disc brake calipers (if
applicable).
 Wheels and Tires 757

Slide the spacer ring over the wheel. Check

the spacer ring for concentricity by rotating
the spacer ring around the cast spoke wheel.
Slide the outside rear tire and rim assembly
o n the wheel, making sure that the valve
stem faces inboard and is located in the
same relative position as t h e inner valve
stem.
Assemble all rim clamps and nuts. Turn the
nuts on their studs until each nut is flush with
the end of each stud.
Turn the t o p nut 1 until it i s snug (Figure
23-35).
Rotate the wheel and rim until nut 2 is at the
top position and snug the nut.
Rotate the wheel and rim until nut 3 is at the
top position and snug the nut.
Rotate the wheel and rim until nuts 4, 5, and
6 are respectively at the top and snug these
FIGURE 23-32 Inflating a tire in a safety cage. nuts. Because the entire weight of the tire
and rim assembly is on the top spoke, this

FIGURE 23-33 Using a portable loci< ring guard

FIGURE 23-34 Using a clip-on chuck with a FIGURE 23-35 Wheel n u t tightening sequence:
remote in-line valve and gauge w h e n inflating. (A) six lug, (B) five lug, (C) twelve lug, and /D) ten
[Courtesy o f The Budd Company] lug. [Courtesy o f Mack Trucks, 1nc.J
758 Chapter Twenty-Three
FIGURE 23-36 Checking tire runout using a
wood bloclc and chalk. (Photo/lmage(sJ courtesy of
Mack Truclts, Inc.j
Spoke Wheel Runout
Anytime a wheel hub or tire has been reinstalled, the
wheel and tire runout must be checked after the
wheel stud nuts have been torqued to specifications.
To check runout, position a wooden block approxi-
mately l / 2 inch away from the tire as shown in Figure
23-36. Slowly rotate the wheel and watch the varia-
tion in space between the tire and block. If runout
exceeds inch, adjustment is in order.
Position a piece of chalk on the wood block as
shown and rotate the wheel so the chalk marks the
tire's high spots. The high and low (unmarked) areas
show which wheel studs must be loosened and
which ones must be tightened.
Loosen t h e r i m c l a m p i n g n u t s t h a t are 1 8 0
degrees opposite of the chalk marks slightly and
tighten the nuts on the chalk-marked side. Do not
overtorque the nuts. Recheck runout and repeat until
runout is within '18 inch of spec. If runout cannot be
corrected in this way, inspect for part damage or dirt
between mating parts.
DISC WHEEL INSTALLATION
Disc wheels are attached to wheel hubs with either
threaded studs and nuts or with headed wheel studs.
A headed wheel stud has either serrations on the
stud body or a flat area on the stud's head to prevent
the stud from turning in the wheel h u b ( F i g u r e
23-37). In some disc wheel systems, the end of the
stud that faces away from the vehicle is stamped
with an "L" or "R" indicating that left- or right-hand
threads are used. Studs with an "L" are installed on
the driver's side of t h e vehicle, and right-hand
threads are installed on the passenger side. This
SERRATIONS
CLIPPED HEAD
FIGURE 23-37 Headed wheel studs for disc
wheels. (Courtesy of Freightliner Truclts)
ensures that the truck's wheel rotation does not
loosen the nuts. Other systems use right-hand
threads only. Whichever is the case, be sure all hard-
ware is in good condition. Properly install spacer
bands on dual spoke rim assemblies.
Disc Wheels with Conical Nuts
The following are general installation instructions for
this type of system:
1. Slide the inner/rear or front tire and wheel in
position over the studs and push back as far
as possible. Use care to avoid damage to
threads on the studs and inspect the valve
stem to caliper for clearance.
2. Install the outer wheel nut on front wheels
and the inner wheel nut on rear dual wheels.
Run the nuts on studs until the nuts start to
contact the wheel. Rotate the wheel a half
turn to allow parts to seat naturally.
3 . Draw up the stud nuts alternately following
the sequence (criss-cross pattern) ~llustrated
in Figure 23-38.Do not fully tighten the nuts
at this time. This procedure will allow a uni-
form seating of nuts and ensure the even
face-to-face contact of wheel and hub.
4. Continue tightening the nuts to torque speci-
fications using the same alternating method.
5. Install the outer rear wheel and repeat the
preceding method. Be sure that both inner
and outer tire valve stems are accessible.
6. After operating the vehicle approximately 50
miles, check the stud nuts for tightness.
Some break-in seating may be encountered,
and the nuts will loosen. Retighten all nuts to
specified torque.

L
DISC WHEEL TIGHTENING SEQUENCE
(Arrows illustrate 1/2 turn
to seat oarts.)
FIGURE 2 3 - 3 8 Tightening and torquing sequence
for disc wheels. (Courtesy of lnternational Truck and
Engine C0rp.J
To check and tighten the inner wheel t o proper
torque, first loosen the outer wheel nuts several turns
and tighten the inner nuts, then retighten the outer
nuts.
To prevent losing the seating of the outer wheel
when checking the inner wheel torque, loosen alter-
nate outer nuts, tighten the inner nuts, and then
retighten the outer nuts. Then loosen the remaining
outer nuts, tighten inner nuts, and then retighten the
outer nuts. Once each week inspect and retorque
wheel stud nuts.
Disc Wheels with Flange Nuts
Figure 23-39 illustrates a cross-section view of a
disc wheel flange nut installation.
1. Slide the inner rear or front tire and wheel in
position over the studs and push back as far
Wheels and Tires 759
1 Flange Type 4 Stud
Lug Nuts 5 Wheel Hub
2 Wheel Dlsc(s)
3 Brake Drum or
Rotor Dlsc
FIGURE 23-39 Cross section of disc wheel with
flange. (Courtesy of International Truck and Engine
Corp.]
as possible. Use care so that the threads on
studs are not damaged.
2. Position the outer rear tire and wheel in place
over the studs and push back as far as pos-
sible. Again use care so that the threads on
the studs are not damaged.
3. Run the nuts on the studs until the nuts con-
tact the wheel(s). Rotate the wheel assembly
a half turn to permit parts to seat.
4. Draw up the nuts alternately following the
(criss-cross) sequence illustrated in Figure
23-38. Do not fully tighten nuts at this time.
This will allow uniform seating of the nuts
and ensure even face-to-face contact of
wheel and hub.
5. Continue tightening the nuts to torque specifi-
cations using the same alternating sequence.
Tube-Type Radial Tires. Use only rims approved
for radial t i r e usage b y t h e r i m manufacturer.
Thoroughly clean all rim components, removing all
rust and other foreign material. Make certain that rim
parts match and are not sprung or broken. Check the
inside of the tire before mounting and dry thoroughly
if any water is found.
Sparingly lubricate the tire beads and the tubelflat
and rim surface with an approved lubricant to mini-
mize the possibility of fluid entering the tire (Figure
23-40). Use tubes and flaps that are compatible.
Radial tubes will have a permanent red band on the
valve stem, below the cap threads, or will have the
word "Radial" or the letter "R" molded or stamped
either on the valve stem or on a sleeve or ferrule per-
manently affixed to the valve stem. Radial flaps are
also identified by the letter "R" in their designation.
760 Chapter Twenty-Three
Prevent Ensure Check
This Spacing-
must be
uniform
all around
tire
Check
Spacin
Clean
Rim Lubricate both
tire beads and tube/
Parts
flat and rim surface
FIGURE 23-40 Mounting of a tube-type radial
tire. (Courtesy of Mack Trucks, 1nc.J
Position the tire assembly in a safety cage and
inflate to the recommended operating pressure,
deflate completely, and then reinflate to the correct
pressure. This will allow the tube, flap, and tire to
properly seat.
Visually check the slot and side ring gap (on a
two-piece rim) to make sure that the bead is seated.
A further check should be made by laying the tire flat
and measuring the space between the rim flange and
one of the lower sidewall rim line rings. Take mea-
surements around the circumference of the rim
flange. If the spacing is uneven, deflate the tire com-
pletely and then disassemble, remount, and reinflate.
Tubeless-Type Radial Tires. Be sure to use only
rims approved for radial tire usage by the manufac-
turer. Thoroughly clean the rim, removing all rust and
other foreign material. Also, thoroughly lubricate tire
beads and rim bead seats with an approved rubber
lubricant (see Figure 23-41).
Position the tire assembly in a safety cage and
inflate to the recommended operating pressure. Due
to radial truck tire construction, it may be necessary
to use an inflation aid to help seat the beads of tube-
less radial tires. The following two types of inflation
aids are commonly available:
Metal Ring Inflation Aid. As shown in Figure
23-42A, this device uses compressed air to
seat the bead.
Rubber Ring Inflation Aid. The ring (Figure
23-428) provides a seal between the tire bead
and the rim bead seat, allowing the tire bead to
move out and seat.
Check the bead seating by laying the tire flat and
measuring the space between the rim flange and one
of the three lower sidewall rim line rings (Figure
23-43). Take the measurements around the circum-
ference of the rim flange. If the spacing is uneven,
deflate the tire completely and then demount the tire,
remount, and reinflate.
DUAL TIRE MATCHING
Matching of dual tires is important for several rea-
sons. Tire life is greatly increased when tires are
properly matched in tread pattern diameter and cir-
cumference. Improperly matched tires can cause
costly mechanical problems due to differential carrier
failure resulting from constant differential action.
Improper traction is also present on mismatched
tires and can cause failure of both tires in a very, very
short operating time.
The term mating tires basically refers to matching
tires to the same size. Matching the tread patterns
must also be considered in mating. Ideally both
duals should be of the same tread design.
Before changing wheels and tires, consider the
effect that the change may have on the Gross Vehicle
Weight Rating (GVWR) of the vehicle. At the time of
vehicle certification, the GVWR is calculated by
adding the vehicle's Gross Axle Weight Ratings
(GAWR): The GVWR and each of the GAWRs are
shown on a certification label (US-purchased trac-
tors) or "Statement of Compliance" label (Canadian-
purchased tractors) attached to the left rear door post.
Tire and rim labels certify the tires and rims
installed on the vehicle for the given GAWRs. Each
GAWR is determined by considering each compo-
nent of the chassis, including frame suspension,
axle, wheels, and tires. The lowest component's
capacity is the value used for the rating. Therefore,
the tires and rims installed on the vehicle at the time
of vehicle manufacture may have a higher load
capacity than that certified by the tire and rim label.
Tires and rims of the minimum capacity can be
installed without changing the load limitations. If tires
and rims are installed that have a lower load capacity
than that shown on the tire and rim label, then the
tires and rims determine the load limitations (the
GAWRs and GVWR will be lower).
When pairing tires in a dual assembly, the tire
diameters must not differ by more than '14 inch or the
tire circumference by more than 31j inch. The total
tire circumference of one driving rear axle must
match, as nearly as possible, the total tire circumfer-
ence of the other driving rear axle.
CAUTION: The larger the diameter of the tire,
the more likely it will be to overdeflect and over-
heat. The smaller diameter tire, lacking proper road
contact, wears faster and unevenly. Tread or ply
separation, tire body breaks, and blowouts can
occur from mismatched duals.
 Wheels and Tires 761

FIGURE 23-4 1 The procedure for mounting a tubeless tlre o n a disc wheel is as follows: (A] start the tire o n
the wheel, (B) lubricate the tire bead, (C) work the tire onto the wheel, ID) start the second bead onto the
wheel, (E) worlc the second bead onto the wheel using t w o tire tools, and (Fj inflate the tire in a safety cage.
(Courtesy of Mack Truclcs, Inc.J
 762 Chapter Twenty-Three

of the same size, but of different makes and types,

can have different offsets, which would affect dual
spacing. If there is sidewall contact between tires or
between the inside tire and the chassis, refer to the
tire manufacturer's catalog to determine the mini-
mum dual spacing. Refer to the rim or wheel manu-
facturer's catalog to determine the correct offset.
Installation of a new tire next to a used or worn
tire is considered mismatching. It is also critical to
use tires of the same construction (bias or radial) on
the drive axle.
Ideally, duals are mated so that they are identical
in diameter (height), but a diameter variation not
exceeding '14 inch is generally considered accept-
able. If there is any diameter variation between dual
tires, place the larger tire on the outside. If two tires
are of equal size, but one is slightly more worn than
the other, place the less worn tire on the outside.
Duals must also be checked for adequate spacing.
Make certain they are not "kissing" (contacting each
other) especially at the six o'clock position. Always
make certain the tires are fully inflated to the speci-
fied pressure; otherwise inaccurate measurements
will result. Following are several methods of measur-
ing dual sizes:

Square Method. Using a square is the stan-

dard method of checking dual diameter match-
ing on the vehicle (Figure 23-44). The square
leg must be placed parallel to the floor to avoid
the tire "bulge." Measure the distance (if any)
between the tire tread and the square arm with
a ruler. It should not exceed '14 inch.
FIGURE 23-42 [A) Using a metal ring inflation Straightedge. A straightedge can be placed
aid, and [BJ installing a rubber ring inflation aid. across the four tires of an axle to compare tire
[Courtesy of Maclc Truclcs, Inc.) diameter. Measurements are taken from the
straightedge to the tire tread where gaps are
Prevent Ensure Check present (Figure 23-45). This measurement is
This This Spacing- doubled to obtain the diameter difference. A
I \ must be taut string can be used in place of the straight-
edge.

Lubricate both
tire beads and
rim surface

FIGURE 23-43 Mounting of a tubeless-type radial

tire. (Courtesy of Maclc Truclcs, Inc.)

There must be sufficient space between dual tires

for air to flow and cool the tires and to prevent them FIGURE 23-44 Using a square to checlc dual tire
from rubbing against one another. Rims and wheels matching. [Courtesy of Freightliner Truclcs)
 Wheels and Tires 763

the tape is in the thread center. A difference of

3/4 inch in circumference is normally acceptable
in mated tires.

DUAL SPACING
Dual spacing for vehicles using disc wheels is deter-
mined by the sum of the offset of both wheels used
Measure distance between tire tread and straightedge (Figure 23-48). Dual spacing for vehicles with rims is
FIGURE 23-45 A straightedge positioned across determined both by the offset of the demountable
the tires will detect difference in tire size, (Courtesy rims used and by the width of the spacer band
of Freightliner Trucl<sl (Figure 23-49, Figure 23-50).
Three types of spacer bands are available-corru-
Read size shown on
scale and mark the
1
=
gated, channel, and corrugated-channel. Inspect
spacer bands for concentricity to ensure that the
size o n the

Overall Width. Dual Tires

r Dual or Center-
To-Center Spacing
Vehicle
Clearance
(VIC?

FIGURE 23-46 Measuring the size of an

unmounted tire using a tire meter. (Courtesy of
Freightliner Trucks)

FIGURE 23-48 Dual spacing with wheel assemblies.

laced in
ter.
Overall Vehicle Width of Dual Tires
Dual Spacing
LC I

I wl

FIGURE 23-47 Measuring tire circumference with

a flexible tape measure. (Courtesy of Freightliner
Trucks)

Tire Meter. A tire meter checks a single tire for

size when it is not mounted to the vehicle
(Figure 23-46).
Tape Measure. A flexible tape measure can be
used t o check the circumference of an
unmounted tire (Figure 23-47). Make certain FIGURE 23-49 Dual spacing with rim assemblies.
764 Chapter Twenty-Three
PHOTO SEQUENCE 9
MOUNT A SET OF DUALS TO A CAST SPOKE WHEEL
P9-1 Before diasassembling the
wheel, check for craclcs in the cast
spolces, bent and damaged studs,
and evidence of the rim rotation
on the wheel.
P9-4 Strilce the inside edge of
the tire rim, with nuts loosened
only, with an 8-lb. hammer until
the wedge clamps release; when
they release, the tire rim should
drop forward. When this happens,
the nuts and clamps can be
removed, follo\wed by the rims and
spacer band.
P9-7 N o w fit the spacer band
over the wheel and tap it into posi-
tion with a rubber mallet.
P9-2 Use a wire brush to
remove rust from the exposed part
of the studs and nuts. Badly rusted
studs must be replaced.
P9-5 Before reassembling the
wheel, check that the 28-degree
bevel mounting surfaces o n the
cast spolces are clean and free of
lubricant. The studs should be
clean and rust free. Ensure that
the wedge clamps are those speci-
fied for the wheel.
P9-8 N o w fit the outside tire
and rim t o the wheel. Again,
ensure that the valve is centered
between t w o spolces.
P9-3 With an air wrench, back
off the nuts about halfway o n all
the studs. Important1 Do n o t com-
pletely remove the wheel nuts.
P9-6 Lift the inside tire and rim
assembly onto the wheel and
properly position it. Ensure that
the valve is centered between t w o
spol<es.
P9-9 Install the wedges and
nuts over the studs. Use a hammer
(tire hammer or 8-lb. sledge) gen-
tly o n the rim and rotate the wheel
to set runout.
 Wheels.and Tires 765

PHOTO SEQUENCE 9 (CONTINUED)

MOUNT A SET OF DUALS TO A CAST SPOI<E WHEEL

P9-10 Initially torque the nuts in
sequence t o 50 ft.-lb. Important:
d o n o t use a n air wrench in place
o f a torque wrench. N o w check
wheel runout by rotating the
wheel and using a n upright ham-
mer head t o eyeball the runout.
Correct runout if necessary.
P9-1 1 Torque the wheel nuts in
sequence to 80 percent o f final
torque. Then torque to final torque
using the values in the chart at
right.
Caution!! Cast spoke wheels are
commonly over-torqued. Check
studs and nuts for evidence of
over-torque and replace. Never
exceed the specified torque values.

Mountlng Surfaces

TYPICAL FRONT
MOUNTING
OF CAST
SPOKE WHEEL
TYPICAL DUAL MOUNTING
OF CAST SPOKE WHEEL

FIGURE 23-50 [A) Position of spacer o n a set o f duals; (B) sectional view o f mounted duals o n a cast spol<e
wheel. (Courtesy of International Truck and Engine Corp.]
766 Chapter Twenty-Three _-
PHOTO SEQUENCE 10
INSTALL A SET O F HUB-PILOTED DUALS TO A WHEEL ASSEMBLY
PI 0-1 Before beginning the dis-
assembly of the wheel, perform a
visual inspectron. Check that the
wheel nuts are properly engaged
and look for damaged studs.
PI 0-4 Carefully remove the
wheels, ensuring that they are not
dragged over the studs.
PI 0-7 Tighten the wheel nuts
in sequence in three stages using
a torque wrench. First-stage
torque value should be 5 0 ft.-lb.
Second-stage torque should be
between 5 0 and 8 0 percent of the
final torque value. Final torque val-
ues are listed at right.
PI 0-2 Remove rust and road PI 0-3 Use an arr g u n t o remove
dirt from the wheel studs w i t h a the wheel nuts.
wire brush.
PI 0-5 Before reassembling the P10-6 If a n outboard mounted
wheel, clean the hub, wheel, and drum is used, make sure that the
hub/bral<e drum mounting faces brakes are released and lift the
of rust, dirt, and loose paint. drum into positron, ensuring that it
Visually inspect all the studs. D o is n o t sitting o n the pilot ledge.
n o t paint or apply any other sub- Lubricate the fasteners. (Hub-
stance o n the mounting faces. piloted studs must be lightly lubri-
cated t o ensure that the correct
amount o f clampinq . - force is
, ach,eved.j Moclnt the wheels to
. the hub.
Typical Torque Values
for Steel Disc Wheels
Socket Thread Torque
size size specification
1 '1;. ' M22 X 1 . 5 -150-500 ft: 0.
P10-8 As a final step, check the or
wheel runout by rotating the 3 mm
wheel through a full revolution. 30 mm M20 X 1.5 280-330 ft.-lb.
D o not attempt t o correct a runout
problem by loosening and
retorquing the nuts: disassemble
the wheel assembly and locate the
problem.

bands have not been distorted or bent. If the spacer
band must be replaced due to distortion, misalign-
ment, or corrosion, be sure the replacement band is
of equal size. An improperly sized band may alter the
overall vehicle width. Vehicle width may be limited by
state or federal laws.
WHEEL AND TIRE BALANCING
Wheel balance is the equal distribution of weight in
a wheel with the tire mounted (Figure 23-51). It is an
important factor that affects tire wear and vehicle
control.
Front end shimmy and cupping of the tire in ran-
dom patterns can be caused by wheel assemblies
that are out of balance or out-of-round. Even wheel
assemblies that are but a few ounces out of balance
can make riding uncomfortable and can contribute to
accelerated mechanical wear. The centrifugal thrust
caused by a wheel assembly that is out of balance
will not be reduced by loading the truck. A loaded
condition will place additional stress on the wheel,
tire, and suspension components, reducing their life
expectancy. Although the correct front wheel align-
ment is necessary for easy steering and maximum
tire life (see Chapter 21), the cause of unstable steer-
ing can frequently be traced to improper balance of
front wheels. When this condition exists, the wheel
and tire assembly should be properly balanced. A
vulcanized or retreaded tire, or a tire that has a boot
in it, may cause an unbalanced condition that cannot
lnner and Outer Wheel
Balance Weight(s)
\
Disc
Wheel
Hub
I Brake
Brake Drum Balance Weight(s)
FIGURE 23-5 1 Weights attached to the rim flange and brake drum are used to balance the wheel assembly.
[Courtesy of Frejghtliner Trucks)
Wheels and Tires 767
be corrected by balancing. In such cases the tire
should be replaced before attempting to balance the
assembly.
Static Balancing
Radial truck tires are more sensitive to balance and
alignment problems than bias ply tires. A tireiwheel
assembly that is out of balance or not rolling true can
cause uneven tread wear or vibration. In such cases,
check for
Proper inflation pressure
Proper bead seating. Improper bead seating
can cause vibration, especially on front axles.
Balance. If the tire is out of balance, it can be
balanced on the wheel. However, some tire
manufacturers recommend vehicle balancing.
Proper alignment setting. Different service
conditions may require different settings.
Always check with the manufacturer for specific
settings if special alignment setting is required.
The following are recommendations for how to
obtain proper alignment on a heavy-duty vehicle.
1. Correct lateral or radial runout. Runout
must be corrected to within '18 inch before
attempting the balancing operation. In some
cases it may be necessary to remount the
tire onto the rimiwheel assembly.
Outer Wheel Inner Wheel
Balance Weight(s) Balance Weight(s)
Brake
Drum
Balance
Weight(s)
Drum
768 Chapter Twenty-Three
LOOSEwheel bearing and kingpins. Either,
or both, must be corrected to ensure the bal-
ancing operation will succeed.
Wheel weights. A maximum of 18 ounces of
wheel weights may be used to balance any
one tire. If more weight is required, it is sug-
gested that the tire be removed from the
rimlwheel assembly, rotated 180 degrees and
remounted. This will, in many cases, bring the
assembly within the acceptable limits.
Wheel weight distribution. A d d equal
amounts of weights on each side of the
rirnlwheel when static balancing an assem-
bly. This will avoid throwing the assembly
out of balance dynamically; so, if a 16-ounce
weight is required, install 8 ounces on each
side of the rim/wheel assembly, directly
opposite each other.
Preparation of rirnlwheel. Make sure all old
balance weights, m u d , dirt, and foreign
material are removed f r o m t h e rotating
assembly before attempting the balance
operation.
Tire inflation. Be sure tire pressure is correct.
R i m l w h e e l inspection. I n s p e c t s i d e
ringllock ring openings on the rim assembly.
The gap should not be less than 3/32 inch or
greater than 5 / ~ 6inch. Anything other than
this could indicate an improperly seated lock
ring assembly.
Correct wheel weights. Use the proper type
of balance weight for the type of rimlwheel
involved. There is no point in balancing if the
weight will not stay in place because the
incorrect weight was used.
j 1 RIM
2 RIM CLAMP
4 3 RIM STUD NUT
4 RIM STUD
5 BRAKE DRUM
q r ,9, 6 BRAKE DRUM NUT
7 BRAKE DRUM BOLT
10 8 SPOKE WHEEL
9 OUTER WHEEL BEARING
10 HUB CAP
12 DlSC WHEEL
13 WHEEL NUT
9 14 WHEEL STUD
SPOKE WHEEL ASSEMBLY
FIGURE 23-52 Cross-section view of spolce and disc wheel assemblies (single-wheel cot
(Courtesy of Freightliner Trucl<sJ
Genera.lly speaking, complaints on tire and wheel
imbalance usually focus on the front steering axle.
Maximum front tire life is experienced when these
tires are balanced, when inflation pressure is main-
tained according to the load, and when front axle
a l i g n m e n t is set a c c o r d i n g t o t h e c o n d i t i o n s .
Although, in some instances, excessive unbalanced
conditions in rear drive wheels can cause ride com-
plaints, the majority of driver complaints will come
from unbalanced front tires.
Tires and wheels are affected by two types of
unbalance: static and dynamic. Static unbalance will
cause the wheel to bounce up and down when rotat-
ing. Dynamic unbalance will cause the wheel to wob-
ble or shimmy. A tirelwheel assembly that has been
properly static balanced will usually result in a
dynamically balanced assembly (although not 100
percent of the time).
There are four methods of balancing tirelwheel
assemblies:
1. Spin balancing
2. Off-the-vehicle dynamic balancing
3. Off-the-vehicle static balancing
4. Use of balancing fluid or material introduced
inside the mounted tire assembly.
,
1
23.6 WHEEL HUBS,
BEARINGS, A N D SEALS
A wheel hub assembly (Figure 23-52) consists of the
following major components (also see Figure 23-53).
,
17 i i
12 'I
U
14
DISC WHEEL ASSEMBLY
 Wheels and Tires 769

6 7 8 9 10 11 12

1 Inner Wheel Bearing Cup 13 Outer Wheel Bearing

2 Inner Wheel Bearing 14 Outer Wheel Bearing Cup
3 Oil Seal 15 Brake Drum Nut SPOKE WHEEL AND DRUM ASSEMBLY
4 Space (if equipped) 16 Spoke Wheel
5 Axle Spindle (steering knuckle) 17 Brake Drum (inboard mounted)
6 Hub Cap Cap Screw and Washer 18 Brake Drum Bolt
7 Hub Cap 19 Rim Stud
8 Hub Cap Gasket 20 Wheel Nut
9 Jam Nut 21 Wheel Stud
10 Lock Washer 22 Brake Drum
11 Lock Ring (outboard mounted)
12 Wheel Bearing Adjusting Nut 23 Wheel Hub

OUTBOARD MOUNTED H U B AND DRUM ASSEMBLY

FIGURE 23-53 Typical front axle components (oil lubricated). /Courtesy of Freightliner Truclts)

Tapered Wheel Bearings. A typical tapered
wheel bearing assembly consists of a cone,
tapered rollers, roller cage, and a separate cup
that is press-fit in the hub. All components
carry the load with the exception of the cage,
which spaces the rollers around the cone.
Each hub has a set of inner and outer tapered
wheel bearing assemblies. The bearing is
locked in place on the axle spindle by an
adjusting nut and lock (jam) nut. In other cases,
split forged nuts or castellated nuts and cotter
pins are used to secure the hub on the axle.
Both inner and outer wheel bearing cups and
the wheel studs are press-fit in the hub. Spoke
wheels combine the wheel and hub into a sin-
gle unit. On disc wheels, the hub is a separate
component in the assembly. On drive axles, the
hub is also the interconnecting point for the
drive axle shaft and wheels.
Seals. Wheel bearings are lubricated using
either grease or oil. The lubricant is held in the
hub using special oil or grease seals. There are
slight differences in bearing and seal service
between grease- and oil-lubricated systems
and front and drive axles.
Brake Drums. On a spoke wheel, the brake
drum is mounted on the inboard side of the
wheellhub and is held in place with nuts
(Figure 23-53). Servicing inboard brake drums
on spoke wheels involves removing the single
or dual wheellhub and drum as a single assem-
bly. This involves removing the hub nut and dis-
turbing hub components, so bearing and seal
service will be required.
On disc wheels, the brake drum is usually
mounted on the outboard side of the disc hub
(Figure 23-53). The drum fits over the wheel
studs and is secured between the wheel and
hub. This means the wheel and drum can be
dismounted without disturbing the hub nut.
Outboard drums can be serviced without ser-
vicing the bearings and seals.
770 Chapter Twenty-Three
FRONT AXLE GREASE SEAU
BEARING SERVICE
Figure 23-53 illustrates the components of a front
axle wheel hub assembly. To remove the hub assem-
bly on a disc wheel system, perform the following:
Chock the rear tires to prevent vehicle move-
ment and set the parking brake.
Raise the front of the truck until the tires
clear the ground. Place safety stands under
the axle.
Back off the slack adjuster t o release the
brake shoes.
Remove the wheel and tire assembly.
Remove the brake drum.
Remove the hub cap, hub cap gasket, jam or
locknut, lockwasher, and lock ring. Exact
hardware will vary based on the locking sys-
tem used to secure the hub.
Back off the wheel bearing adjusting nut
about t w o turns or enough t o allow the
weight of the hub to be lifted from the wheel
bearings.
Lift tlie hub until all weight is removed from
the wheel bearing. Remove the adjusting nut.
Move the hub about ' / z inch to jar loose the
outer wheel bearing. Be careful not to dam-
age the axle threads with the weight of the
hub. Do not allow the outer bearing to drop
off the end of the axle; carefully lift it off.
Remove the hub from the axle spindle.
Remove the inner wheel bearing and bearing
spacer (if used) from the axle.
Remove the seal from the axle if it has not
already been removed.
Shop Talk
If pulling more than one wheel, be sure to keep all
of the components of each wheel together and sep-
arate from the other wheels.
On spoke wheels, follow previous steps 1 through
3 and then remove the rim and tire assembly from
the wheel. Back off the wheel bearing adjusting nut
as in previous step 7. Now, using an adjustable
wheel support (wheel dolly), raise the wheel and
drum assembly until all weight is removed from the
bearings. Then remove the adjusting nut. Remove
the outer wheel bearing as in step 9 and, using the
wheeled support, pull the wheel and drum assembly
away from the vehicle, being careful not to damage
the axle spindle. Also, do not allow the outer bearing
assembly t o fall o f f as t h e wheel and h u b are
removed. Next, remove the brake drum nuts and
detach the brake drum from the wheel. Finally
remove the inner wheel bearing, bearing spacer (if
used), and seal.
CLEANING AND INSPECTION
The following is the procedure for cleaning and
inspecting the hub cavity and cap:
1. Clean the hub cavity and cap, removing all
old lubricant. lnspect the wheel hub mount-
ing flange for wear, w a r p a g e , or r o u g h
edges. lnspect around the studs for cracks.
lnspect the inner surface of the wheel or hub
for cracks, dents, or wear. Replace the
wheel/ hub if any of these conditions exist.
2. Use a brush t o clean the drum and brake
mechanism. Wipe the spindle clean.
3. Use a recommended solvent to remove dirt
and grease from the bearing and related
wheel1 axle parts. Rinse the bearing in clean
solvent. Allow the bearings to dry naturally in
the air.
CAUTION: Never allow a bearing roller to be
spun by compressed air.
4. lnspect the bearing cones and cups.
Replace them if they are worn, cracked, pit-
ted, or otherwise damaged.
To ensure an interference fit, wheel bearing
cups are purposely larger than the wheel hub
bores they occupy. On aluminum hub bores,
heat the hub in the oven to expand the bore
so the cups can be driven out. All heating
must be even oven heating.
CAUTION: Never use oxyacetylene or similar
equipment to heat the bore. This localized heat will
weaken the aluminum. If an oven is not available.
replace the hub, wheel stud, and bearing assembly
as a unit.
Wheel bearing cups on ferrous hubs are
removed and installed by driving them out
and pressing them in without heating the hub.
5. Dip cleaned bearings in lubricant or coat
bearing surfaces with a light grease. Wrap
the bearings in waterproof paper and place
them in a clean box or carton. Keep bearings
covered until ready to install the new seal.

6. Inspect the spindle bearing and seal surface
for burrs or roughness. Be careful not t o
scratch the sealing surfaces when polishing
out roughness. Even small marks can permit
lubricant to seep out under the sealing lip.
7. Check where the seal lip makes contact. If
you can feel a worn groove with your finger-
nail, there will be leakage, even with a new
seal. Replace the bearing spacer if it is
grooved or worn.
8. Remove surface nicks, burrs, grooves, and
machine marks from the wheel spindle. The
shaft end should have no burrs or sharp
edges.
9. Be sure that the shaft and bore diameters
match those specified for the seal selected
and that the seal being installed has not
been damaged in any way. Make sure that
the new seal faces in the same direction as
the original. In general, the lip faces the
grease or lubricant to be retained.
REASSEMBLY
Whenreassembling, proceed as follows:
1. If the bearing cups are being replaced, use a
mandrel or sleeve to drive the cups into the
hub. The bearing cups must be square in the
bearing bore (Figure 23-54).
Shop Talk
To ease the installation of the bearing cup into the
hub, the cup can be cooled and shrunk by placing it
in a deep freeze or in an alcohol bath cooled with
FIGURE 23-54 Cutaway view of installing bearing
cups in the hub. (Courtesy of Chicago Rawhidej
Wheels and Tires 771
dry ice. Aluminum hubs can also be heated in an
oven to get the cup to slip in to place.
2. If the wheel does not use gear oil to lubricate
the bearings, pack the hub cavity between
the t w o bearing cups with an approved
wheel bearing grease t o the level of the
cup's smallest diameter (Figure 23-55).
3. Pack grease-type bearing cones, using a
pressure packer if possible. If a pressure
packer is not available, force the grease into
the cavities between the rollers and cage by
hand from the large end of the cone. Coat
the rollers with grease.
4. Insert the inner bearing cone in the grease-
filled hub.
5. Prelubricate the seal by wiping it with the
lubricant to be retained. Place the prelubed
seal in the hub with the lip facing the bearing
cone.
6 . Seat the seal using the correct installation
tool. Seal drivers should have an outside
diameter approximately 0.010 inch smaller
than the bore size. The center of the tool
should be open so that pressure is applied
only at the outer edge of the seal (Figure
23-56). Never hammer directly on the sur-
face of the seal. Apply force evenly around
the outer edge to avoid cocking the seal.
7. Position the spacer (if used) on the spindle.
Align the hole and pin.
8. Apply a light film of lubricant to the spindle.
9. Use a wheel dolly to center the wheellhub
assembly on the spindle. Push the wheellhub
FIGURE 23-55 Pack the hub cavity with grease as
shown in the cutaway view. (Courtesy of Chicago
RawhideJ
772 Chapter Twenty-Three

and locking device. Fill the hub cap with oil

Press-Fitting Tool or grease, position the new gasket on the
hub cap, and install the hub cap.
- WHEEL BEARING ADJUSTMENT
Due to an unacceptable number of heavy truck wheel-
off incidents in the United States and Canada, some
The press-litting tool should be . O I O r ' less of which have been the result of bearing maladjust-
than the bore ID.
ments, all the manufacturers of wheel-end hardware
\ Press-Fitting Tool
have approved a single method of wheel bearing
adjustment. 'This method was agreed to through
meetings of The Maintenance Council (TMC) com-

o&-,- mittee of the American Trucking Association, and the

trucking industry has embraced this single standard
throughout the continent. Wheel bearing adjustment is
a simple but highly critical procedure. It is recom-
mended that technicians learn the procedure, follow it

-
precisely, and use no other method of adjusting wheel
Coned Assemblv
bearings. The TMC recommended procedure is
$ Keyway
or Splines
Sleeve over Shalt
reprinted here, word-for-word.
A coned assembly sleeve can be used
to protect the seal lip.
TMC'S RECOMMENDED WHEEL
FIGURE 23-56 Press-fitting a grease retaining seal BEARING ADJUSTMENT
into position. (Courtesy of Chicago Rawhide) PROCEDURE
This procedure was developed by TMC's Wheel End
Task Force, and it is important to remember that it
represents the combined input of manufacturers of
wheel end components. Figure 23-58 identifies the
different types of bearing adjustment hardware.

Step 1. Bearing Lubrication. Lubricate the

wheel bearing with clean lubricant of the same
type used in the axle sump or hub assembly.
Step 2. Initial Adjusting Nut Torque.
Tighten the adjusting nut to a torque of 200
ft.-lb., while rotating the wheel.
Step 3. Initial Back Off. Back the adjust-
ing nut off one full turn.
Step 4. Final Adjusting N u t Torque.
Tighten the adjusting nut to a final torque of
50 ft.-lb. while rotating the wheel.
FIGURE 23-57 Cutaway view of installing outer Step 5. Final Back Off.
bearing cone; grease is removed for clarity. (Courtesy Axle Threads Final
of Chicago Rawhide) Type Per Inch Back Off
Steer (Single Nut) 12 '16 turn*
on far enough so the seal is in safe contact 18 turn*
with its riding surface on the bearing spacer Steer (Double Nut) 14 '12 turn
or spindle. Install the outer bearing cone 18 '12 turn
(Figure 23-57), washer, and adjusting nut in Drive 12 I14 turn
reverse order of removal. 16 '14 turn
Trailer 12 I14 turn
10. Adjust the bearing according to manufac-
16 I14 turn
turer's specifications (see the following sec-
tion). After adjustment, secure the locknut *Install cotter pin to lock axle nut in position.
 Wheels and Tires 773

& ~ x l Spindle
e

Wheel Bearing
Adjusting NU^

Outer (Thick) Wheel Bearing

Adjusting N u t ( J a m N u t ) B Keeper Projections

X Adjusting
Nut

Jam Nut D J a m Nut

FIGURE 23-58 Bearing setting devices: (A)jam nut and D-shaped loci< ring, (B) Pro-TorqTMnut, (CJ Eaton axle
with adjusting nut and jam nut, and (DJRocl<wellaxle with adjusting nut and jam nut. (Courtesy of Freightliner
Trucl<s)

Step 7. A c c e p t a b l e End Play. The dial

Step 6. Jam Nut Torque. indicator should be attached to the hub or
Axle Nut Torque brake drum with its magnetic base. Adjust
Type Size Specifications the dial indicator so that its plunger is
against the end of the spindle w ~ t hits line of
Steer (Double Nut) Less Than 200-300 ft.-lb.
action approximately parallel to the axis of
2 51~"
2 5/8" 300-400 ft.-lb. the spindle.
And Over Grasp the wheel or hub assembly at the
Drive Dowel Type 300-400 ft.-lb. 3 o'clock and 9 o'clock positions. Push and
Washer pull the wheel-end assembly in and out while
Tang Type 200-275 ft.-lb. oscillating t h e wheel approximately 45
Washer degrees. Stop oscillating the hub so that the
Trailer Less Than 200-300 ft.-lb. dial indicator tip is in the same position as it
2 51~" was before osc~llationbegan. Read the bear-
2 5/8" 300-400 ft.-lb.
ing end-play as the total indicator movement.
And Over
Acceptable end-play is 0.001-0.005 inch.
774 Chapter Twenty-Three

PHOTO SEQUENCE I I
WHEEL-END PROCEDURE: TMC METHOD O F BEARING ADJUSTMENT
The following photo sequence outlines the ATA (American Trucking Association) TMC (The Maintenance
Council) recommended wheel end adjustment procedure. This adjustment method was agreed t o by ATA
member OEMs as a step in the solution to combating increasing wheel-off incidents.

P1 1-1 Torque the adjusting nut P1 1-2 Torque wrench specifics- P1 1-3 N o w back off the adjust-
to 200 ft.-lb. to seat the bearing. tion should read 200 ft.-lb. ing nut one full turn; this will leave
Ensure that the wheel is rotated the wheel assembly loose.
during torquing.

P1 1-4 N o w torque the wheel P1 1-5 Establish endplay. N o w
adjusting nut to 50 ft.-lb. while back off the wheel adjusting nut.
rotating the wheel. The amount of rotation required to
back off the nut will depend o n
the tpi (threads per inch). For a
typical 12-tpi axle spindle, the
adjusting nut should be backed off
one flat / I /6th) of a turn.
P1 1-6 Use a j a m n u t and loclc-
ing plate o n double n u t systems. It
is critical that the locl<ing nut be
torqued to specification. Generally,
j a m nuts 25/8 inch or less are
torqued to 200-300 ft.-lb. and
those larger than 25/8 inch are
torqued to 250-400 ft.-lb. Check
OEM specificatrons.

P 1 1-7 N o w verify that endplay Remember, the consequences

exists. Install a dial indicator o n the
of not observing correct wheel-
axle spindle and apply a rocl<ing
force to the wheel assembly. The end procedures are wheel-off
endplay read~ngo n the dial indica- incidents that can kill.
tor must be between 0.001 inch
and 0.005 inch. If not within speci-
fication, the complete procedure
must be repeated.
 Wheels and Tires 775

DRIVE AXLE GREASE SEALS All other procedures for wheel removal, inspec-
AND BEARINGS tion, seal installation adjustment, and reassembly are
the same as for the front axle.
To remove a drive axle wheel assembly:

1. Jack u p the wheel. Support the axle with OIL-LUBRICATED BEARINGS

safety stand.
2. Remove the axle flange nuts and lockwash-
ers. Install pulling screws in axle flange
holes, if provided. If not, strike the axle
flange in the center sharply with a brass drift
and a heavy hammer. It might require several
b l o w s t o b o u n c e t h e shaft loose so t h e
t a p e r e d washers and axle shaft c a n b e
removed.
3. Loosen the bearing lock ring nut setscrew
(when used) and remove the locknut. Some
drive axles use a lockwasher between the
outer nut and the bearing adjusting nut. One
or more of the tabs bent over the outer nut
and the seal assembly must be bent away
from the nut before a socket of the correct
size will fit over the nut. Then remove the
locknut, lockwasher or ring, and adjusting
nut.
Beginning in the late 1950s, heavy-duty truck manu-
facturers introduced oil bath lubricating systems for
both front and rear wheels. In the case of a drive
axle, oil agitation within the axle housing allows dif-
ferential oil to flow through the axle spindle tube to
the wheel hub cavity (Figure 23-59). All other wheels
have an isolated wet hub, filled to a specified level
with gear lube.
Several different types of oil seals are used on
front and rear wheels. For oil lubrication of wheel
bearings, rear axle lubricants meeting the require-
ments of API (American Petroleum Institute) GL-5 are
recommended. SAE 90 viscosity grade is normally
preferred. For extreme cold environments similar
SAE 75W or SAE 80W is preferred; and for extremely
warm climates, similar SAE 140 viscosity grade is
preferred. Multigrade gear oils like SAE 80W-90, SAE
85W-140 are also satisfactory. The manufacturer of
the vehicle usually recommends the type and grade
of lubricant to be used.

1 Inner Wheel Bearing Cup

2
3
4
Inner Wheel Bearing
Oil Seal
Axle Spindle
11
12
13
14
Outer Wheel Bearing
Outer Wheel Bearing Cup
Drive Axle Stud
Rim Stud
b_- -
SPOKE WHEEL AND D R U M ASSEMBLY

5 Drive Axle Stud Nut 15 Brake Drum Nut I

6 Drive Axle Flange and Shaft 16 Spoke Wheel I
I
7
8
Gasket
Jam Nut
17
18
Brake Drum
Brake Drum Bolt
1 15

9 Lock Ring 19 Hub Spacer

10 Wheel Bearing Inner 20 Wheel Hub
Adjusting Nut 21 Wheel Stud I
I
L ---- --- -- - - ----- ----- --- - - - ---A
DISC WHEEL AND DRUM ASSEMBLY
FIGURE 23-59 Typical rear axle wheel hub assembly. (Courtesy of Freightliner Trucks)
776 Chapter Twenty-Three

-
replacement, the worn surface created by the sealing
WARNING: Failure to lubricate any bearing in
lip is also replaced, by virtue of a new seal.
the specified manner and to maintain proper lubri-
cation can cause a potentially fatal wheel-off inci-
Barrier Seal
dent!
The rubber-encased seal shown in Figure 23-62 is a
barrier-type seal. The seal effect is between the lips
and encased metal ring. This type of seal is installed
Lip Seal with Wiper Ring by hand and should not normally have any lubricant
or sealant added to the inner or outer surfaces when
The metal encased lip-type seals shown in Figure
installed.
23-60A have a wiper ring or wear sleeve mounted on
New seals have a lubricant applied to the mount-
the axle or spindle. The wiper ring provides a smooth
ing surfaces to aid in the installation. Do not apply
contact surface for the lip of the seal, which is also
grease to these surfaces. If grease should be applied
replaced when seals are replaced. The lip of a seal
to the outer surface of the seal, the seal could slip in
can wear a groove in the axle or spindle at that point
the hub or on the spindle or axle tube.
where the lip makes contact. The oil-lubricated seal
shown in Figure 23-60B has an added feature called
Guardian Oil Seal
grit guard. The grit
- guard
- is a shielded extension on
the wiper ring to prevent grit and road splash from The rubber-encased lip-type seal with wiper ring
entering the seal. shown in Figure 23-63 is known as the guardian oil
seal. It has the grit guard feature similar to the seal
Unitized Seal shown in Figure 23-608 with the advantage of a
direct contact between the seal and wiper ring to fur-
Unitized seals (Figure 23-61) in most installations do
ther guard against the entrance of foreign matter.
not require axle wiper rings and minimize wear on
The wiper ring provides a smooth contact for the lip
the axle spindle as follows. The outer shell of the seal
of the seal. The lip of the seal retains the 011in the
being pressure fit in the wheel hub rotates with the
bearing cavity. The rubber encasement has grooves
wheel around the sealing element, which is pressure
around its circumference which retain the seal in
fit on the axle spindle. With the unitized seal during
place in the hub.

7 6
A B
1 Bearing Cup 5 Axle 1 Bearing Cup 5 Axle
2 Hub 6 Bearing Cage 2 Hub 6 Bearing Cage
3 Wheel Seal 7 Bearing Cone 3 Wheel Seal 7 Bearing Cone
4 Wiper Ring with Grit Guard 8 Bearing Rollers 4 Wiper Ring 8 Bearing Rollers

FIGURE 23-60 Typical metal-encased lip-type seals used for oil-lubricated bearings: (A) Oil-lubricated wheel
seal, and /B)wiper ring with grit guard. (Courtesy of International Truck and Engine Corp.)
 Wheels and Tires 777

FIGURE 23-61 Example of unitized oil seals. (Courtesy of Freightliner Truclcs)

Seal
/

FIGURE 23-63 Example of guardian-type oil seal

(Courtesy of Freightliner Truclcs)
1 Bearing Cup 5 Bearing Cage
2 Hub 6 Bearing Cone
3 Seal Assembly 7 Bearing Rollers
4 Axle

FIGURE 23-62 Example of barrier-type oil seal.
(Courtesy of International Truck and Engine Corp.)
REMOVAL A N D INSPECTION
Wheel seals are removed using a brass drift and
hammer. Position the drift through the outer opening
of the hub and against the bearing. Tap the bearing
and seal out through the brake drum side of the hub.
Take care so that the seal bore is not damaged.
The wiper or wear ring that is used with an oil-
lubricated wheel bearing is removed by using a ball
Deen hammer and tamina IJ
on the rina
1 J
to e xI ~ a n dit.
Do not use a chisel to cut the ring because it could
damage the machined surface on the axle.
778 Chapter Twenty-Three

clean and ;nspect all components as explained

earlier in this chapter under grease-lubricated bear-
ing service. With oil-lubricated systems, inspect for
porous or cracked hubs that could be a source of oil
leakage. Inspect the hub or wheel bore. Remove any
burrs with an emery cloth.

INSTALLING OIL SEALS

Oil seal installation often requires special tools to
position and seat the seals. There are also slight dif-
ferences in installation, depending on seal design.

Wiper Ring Seals

Apply a thin coat of gasket eliminator sealant to the
shoulder of the wheel spindle or axle tube. Using the
proper installation tool (Figure 23-64),place the
wiper ring on the spindle or tube. After wiping away
FIGURE 23-65 Driving the seal into the hub.
excess sealant, tap on the end of the tool to drive the
(Courtesy of International Truck and Engine Corp.)
ring firmly onto the shoulder until the installation tool
contacts the shoulder. Check the position of the ring
to make sure that its edge is parallel with the shoul-
der.

a properly sized disc that will apply force to the outer

Shop Tall<
The care with which the ring is installed will affect
seal performance. A damaged ring will significantly
shorten seal life.
edge of the hub seal and prevent the seal from
becoming distorted or damaged. Drive the seal into
the hub until it bottoms out in the hub bore (Figure
23-65).Do not continue to drive the seal after it is
seated because damage to the seal can result.

FIGURE 23-64 Installation tool for wiper ring
seals. (Courtesy of International Truck and Engine
Corp.)
Lip Seal with Wiper Ring
Apply a thin coat of sealant to the hub seal bore. This
light coat should cover the press fit area. Be sure
sealant does not contact the seal lip or contaminate
the lube oil.
Lay the wheel on a flat surface with the brake
drum facing up. Place the inner wheel bearing into
the bearing cup and place the hub seal into the start-
ing position on the hub. Use an installation tool with
Unitized Seal
If a seal is being converted to a unitized seal from
another type, remove the wear rings if present. Do
not use a chisel to remove the wiper rings because it
could damage the axle. Instead, use a ball peen
hammer and tap the ring lightly on the seal lip sur-
face. Do this in a small area, causing the ring t o
expand. When expanded, it will slip off the axle
housing.
To install a unitized seal in the wheel, first apply a
thin coat of gasket eliminator sealant over the press-
fit area of the hub bore. Seat the outer face of the
seal in the recess of the installation tool adapter
(Figure 23-66).Insert the centering plug of the tool in
the bore of the inner bearing cone (Figure 23-67).
This center plug prevents cocking of the seal in the
bore.
Hold the tool handle firmly and strike the handle
w i t h a hammer u n t i l t h e s o u n d of t h e i m p a c t
changes: a signal that the seal is seated (Figure
23-68).Remove excess sealant. A good check for
proper seating is to move the synthetic sealing mem-
ber with your fingers after installation in the wheel
hub. There should be slight in-and-out movement.

P H O T O SEQUENCE 12
INSTALLING WHEEL H U B SEAL
P12-1 Raise t h e left side o f t h e
rear axle w i t h a floor jack.
P12-4 Place a w h e e l dolly
u n d e r t h e left rear tires.
P1 2-7 Remove t h e h u b seal
w i t h t h e proper puller, a n d inspect
the seal b o r e i n t h e h u b a n d t h e
seal lip contact surface o n t h e
spindle.
P1 2-2 Lower the rear axle o n t o
a safety stand, a n d remove t h e
floor jack.
P1 2-5 Remove t h e bearing loci<-
nut, locl<washer, a n d adjusting
nut.
P1 2-8 Lubricate t h e n e w seal lip
a n d t h e seal race o n t h e spindle
w i t h t h e specified rear axle lubri-
cant.
Wheels and Tires 779
P1 2-3 Remove the rear axle
nuts, locl<washers, o r split cones,
a n d remove the rear axle shafts.
P12-6 Be sure the wheel, tire,
a n d h u b w e i g h t is supported o n
t h e dolly, a n d remove the outer
wheel bearing. Slide t h e wheel,
tire, a n d h u b assembly straight off
the axle spindle.
P1 2-9 Install a coating o f non-
hardening sealant around the seal
case.
780 Chapter Twenty-Three -

PIfOTO S~CIUENCE12 /CONTINUED1

INSTALLING WHEEL HUB SEAL

P12-10 Use a seal driver to P I 2-1 1 Install and adjust the

install the hub seal. Install a seal
protector o n the spindle threads,
and use the wheel dolly to slide
the wheel, tire, and hub assembly
straight onto the spindle.
adjusting nut. Install the lock-
washer and tighten the locknut to
the specified torque. Install the
axle shaft, lockwasher, or split
cone. Install and torque the axle
nuts. Be sure the rear hub has the
specified lubricant and level.

FIGURE 23-66 Seating a unitized seal in the recess FIGURE 23-67 Centering the plug of the tool i n
of the installation tool. (Courtesy of International the hub bore. (Courtesy of International Truck and
Truck and Engine Corp.) Engine Corp.)

Barrier Seal
The barrier-type seal (Figure 23-62) is installed by
WARNING: Any time a wheel with a unitized
seal is removed for any purpose, the seal must be hand, and new seals do not require any special lubri-
cant or sealer the to outer or inner surfaces, except
replaced.
- when a new seal appears to be free of lubricant.

FIGURE 23-68 Seating the seal with a hammer.
(Courtesy of International Truck and Engine Corp.)
'Then it is permissible to wipe the leading edge of
inside and outside diameters sparingly with light
bearing oil. These seals do not require any special
tools for installation.
Position the seal over the hub and use care so
that the seal is not cocked when pushed into place.
Push the seal into the hub by hand until it is com-
pletely bottomed and uniformly seated in the bore.
Do not use wheel bearing or chassis grease to install
seals, because grease could result in the seal slip-
ping in the hub or on the spindle or axle tube.
If the inner wheel bearing is smaller than the open-
ing in the seal, it is permissible to assemble the bear-
ing on the spindle first and then install the hub
assembly with seal. If it is necessary to remove the
wheel assembly from the spindle due to hang-ups,
recheck the seal for proper installation. In some
cases the seal will be separated. The inner half must
b e removed b y hand from the spindle shoulder.
Reinsert the inner half in the outer wheel seal by
snapping together. Then reinstall the seal assembly.
Guardian Oil Seal
The guardian oil seal grit guard is installed in the
same manner as the wiper ring, previously described
and shown in Figure 23-63.The seal is then posi-
tioned on the wiper ring assembly with the lip of the
seal toward the bearing cavity of the hub. The hub
assembly is then positioned over the axle tube or
spindle and seal assembly. This ensures that the seal
is in place over the wiper ring (Figure 23-64).Do not
Wheels and Tires 78 1
install the guardian seal in the hub first because the
seal could be pushed into the hub deep enough so
that the sealing effect would not be accomplished.
Shop Talk
Ask wheel manufacturers what the life expectancy
is for their wheels, and the answer received will
range from "the life of the truck" to "it depends on
the level of maintenance." Both are accurate
responses.
PRO-TORQ ADJUSTMENT
PROCEDURE
Stemco Pro-Torq wheel nut bearing adjustment is
designed to make wheel bearing adjustment safer
and more accurate. Ensure that when this procedure
is used, it is followed exactly as indicated by the
OEM and THC guidelines. See Figure 23-69.
\
1. Axle Spindle 5. Keyway Tabs
2. Pro-Torque Nut 6. Keeper Arms
3. Keeper Tab 7. Keeper Projections
4. Lockring
FIGURE 23-69 Axle with Pro-Torq nut and loci<-
ring. (Courtesy of Freightliner Trucks]
CONCLUSION
Wheels do not actually wear out unless abused from
overloading, operation over severe road surfaces, or
by poor maintenance practices. Most wheel prob-
lems are caused by cracked elongated bolt holes
usually caused by failing to keep wheel nuts torqued
to specification. Falling to tighten inner cap nuts on
dual-wheel assemblies is an often overlooked item.
The outer nut must be loosened, the inner nut tight-
ened and the outer nut retightened. Loose wheel
782 Chapter Twenty-Three

nufs are by far tht! rrl~sfc6rr1rr10r-I cause for pren~a- Wheel balance is the equal distribution of
ture wheel c r a c k s f o r c i n g wheel replacement. weight in a wheel with the tire mounted.
Properly torqued wheels, checked regularly, are the lmproper wheel bearing adjustment can result
best insurance against wheel cracking. Rust lines in looseness in the bearings or steering prob-
around wheel nuts is an indication that they are lems.
loose. Once loose, even slightly, cap nuts will start to Technicians should learn and always use, the
gall the chamfer in each wheel hole causing the TMC method of adjusting bearings.
holes to become egg-shaped as the nut chews out
the metal. In worst cases, a severe brake application
can snap off wheel studs, causing the vehicle to lose REVIEW QUESTIONS
a wheel.
1. Which of the following wheel types uses a sepa-
rate rim that is fastened to the wheel using rim
SUMMARY clamps and bolts?
a. disc wheels
Wheels and tires must be properly maintained b. spoke wheels
and serviced. c. both a and b
Improperly mounted, matched, aligned, or d. neither a nor b
inflated tires can create a dangerous on-road
situation. 2. Matching dual tires involves
Wheel bearings, lubricant seals, and other com- a. mounting tires of the same size and tread
ponents in the wheel hub that keep the wheel design at a dual wheel position
and tire turning smoothly on the wheel spindle b. mounting worn tires with new tires in a wheel
or axle also require regular maintenance and position to achieve a good average tread
service. c. using tires of the same construction (bias or
The rim supports the tire. Wide base wheels radial) on the same axle
can also be referred to as high flotation, super d. a and c only
single, wide body, duplex, or jumbo wheels. 3. Single piece rims are used in combination with
One wide-base wheel and tire replaces tradi- a. tubeless tires
tional dual wheels and tires. b. tube type tires
Compared to steel dual wheels and tires, alu- c. both a and b
minum wide-base wheels and tires are signifi- d. neither a nor b
cantly lighter in weight.
There are two basic types of tire construction 4. Multipiece rims using side and lock rings are
used in heavy-duty applications: bias ply and used in combination with
radial. Radial and bias tires differ in their tread a. tubeless tires
profile, surface contact, and handling charac- b. tube-type tires
teristics. c. both a and b
Dual configurations must never use mis- d. neither a nor b
matched tires. 5. The only sure method of properly matching mul-
The tire body and belt material can be made of tipiece rim components is by
rayon, nylon, polyester, fiberglass, steel, or the a. measuring the component size
newest synthetics-aramid or KevlarB. b. locating the component part numbers and
All tires (new and retread) sold in the United checking for matching on a current parts
States must have a DOT number cured into the matching chart
lower sidewall on one side of the tire. c. using components from a single manufacturer
Low-profile radial truck tires enhance radial d. all of the above
design to produce even lower costs per mile.
Proper tire care and maintenance is second 6. When a tire is being partially inflated to round out
only to fuel mileage in overall cost per mile of the tube or seat components, do not exceed
truck operation. a. 3 psi
lmproper loading will cause the tires on one b. 10 psi
side of the truck or trailer to carry a greater load c. 20 psi
than those on the other side. d. 30 psi
Excessive heat produced by running a vehicle
at higher-than-rated speeds will shorten tire life.
 Wheels and Tires 783

7. On spoke wheels, wheel runout should not a. water-based lubricants

exceed b. silicon-based lubricants
a. '116 inch c. petroleum-based lubricants
b. inch d. none of the above
c. 3 1 ~ sinch
15. Technician A says that wide base wheels
d. inch
increase fuel efficiency by decreasing weight and
8. On a spoke wheel, the brake drum is rolling resistance. Technician B says that, in hub-
a. mounted on the inboard side of the wheel1 piloted systems, a loose inner nut can easily go
hub; removing it requires removing the hub undetected, eventually pounding out the nut's
nut ball seat. Which is correct?
b. mounted on the outboard side of the a. Technician A
wheellhub; removing it does not require b. Technician B
removing the hub nut c. both A and B
c. both a and b d. neither A nor B
d. neither a nor b
16. Which of the following is an advantage of low-
9. Which type of wheel has the hub as part of the profile tires?
wheel itself? a. better traction
a. disc wheels b. increased tread life
b. spoke wheels c. greater vehicle stability
c. both a and b d. all of the above
d. neither a nor b
Technician A always inflates severely underin-
10. Which type of hub requires heating in an oven to flated tires in a safety cage. Technician B uses a
remove the bearing cups? clip-on air chuck with a remote in-line valve and
a. ferrous gauge. Who is correct?
b. aluminum a. Technician A
c. both a and b b. Technician B
d. neither a nor b c. both A and B
d. neither A nor B
11. Oil-lubricated drive axle wheel bearings receive
oil from 18. Technician A says that adjustment is in order if
a. a separate oil reservoir mounted to the frame wheel runout exceeds '12 inch. Technician B
b. a cavity built into the hub cap loosens the rim clamping nuts on the chalk
c. from the ring gear and differential housing of marked side and tightens the nuts that are 180
the rear axle degrees opposite of the chalk. Who is correct?
d. all of the above a. Technician A
b. Technician B
12. Which type of oil seal is installed by hand and
c. both A and B
does not require any special lubricant or sealer
d. neither A nor B
to outer or inner surfaces?
a. wiper ring seals 19. Which of the following is a method used to mea-
b. unitized seals sure dual sizes?
c. guardian seals a. square method
d. barrier seals b. tape measure
c. tire meter
13. Which of the following methods are used to lock
d. all of the above
the bearing setting on the axle or spindle?
a. jam nuts or locknuts 20. Which of the following causes a wheel to
b. castellated nuts with cotter pins bounce?
c. split forging nuts a. a wheel that is out of balance statically
d. all of the above b. a wheel that is out of balance dynamically
c. both a and b
14. Which of the following lubricants can be used
d. neither a nor b
safely to lubricate the bead seat area when
mounting tires to rims?
784 Chapter Twenty-Three

21. Which typC Of ~Calhas the grit guard feature of a 22. When s sing the TMC method of adjusting wheel
lip seal with the advantage of a direct contact bearings, end play must be within what range?
between the seal and wiper ring? a. 0.001-0.005 inch
a. unitized seal b. 0.001-0.01 0 inch
b. barrier seal c. 0.005-0.01 0 inch
c. guardian oil seal d. 0.005-0.050 inch
d. none of the above