Jeep Cherokee (XJ): Wheels

Description and operation

WHEEL

DESCRIPTION

The rim size is on the vehicle safety certification label located on the drivers door shut face. The size of the rim is determined by the drivetrain package.

Original equipment wheels/rims are designed for operation up to the specified maximum vehicle capacity.

All models use stamped steel, cast aluminum or forged aluminum wheels. Every wheel has raised sections between the rim flanges and rim drop well called safety humps (Fig. 1).

Fig. 1 Safety Rim
Fig. 1 Safety Rim

1 - FLANGE
2 - RIDGE
3 - WELL

Initial inflation of the tire forces the bead over these raised sections. In case of rapid loss of air pressure, the raised sections help hold the tire on the wheel.

The wheel studs and nuts are designed for specific applications. All aluminum and some steel wheels have wheel stud nuts with an enlarged nose. This enlarged nose is necessary to ensure proper retention of the wheels. Do not use replacement studs or nuts with a different design or lesser quality.

Diagnosis and testing

Wheel inspection

Inspect wheels for:

  •  Excessive run out
  •  Dents or cracks
  •  Damaged wheel lug nut holes
  •  Air Leaks from any area or surface of the rim

NOTE: Do not attempt to repair a wheel by hammering, heating or welding.

If a wheel is damaged an original equipment replacement wheel should be used. When obtaining replacement wheels, they should be equivalent in load carrying capacity. The diameter, width, offset, pilot hole and bolt circle of the wheel should be the same as the original wheel.

WARNING: FAILURE TO USE EQUIVALENT REPLACEMENT WHEELS MAY ADVERSELY AFFECT THE SAFETY AND HANDLING OF THE VEHICLE.

USED WHEELS ARE NOT RECOMMENDED. THE SERVICE HISTORY OF THE WHEEL MAY HAVE INCLUDED SEVERE TREATMENT OR VERY HIGH MILEAGE. THE RIM COULD FAIL WITHOUT WARNING.

Tire and wheel runout

Radial runout is the difference between the high and low points on the tire or wheel (Fig. 2).

Lateral runout is the wobble of the tire or wheel.

Fig. 2 Checking Tire/Wheel/Hub Runout
Fig. 2 Checking Tire/Wheel/Hub Runout

1 - RADIAL RUNOUT
2 - LATERAL RUNOUT

Radial runout of more than 1.5 mm (.060 inch) measured at the center line of the tread may cause the vehicle to shake.

Lateral runout of more than 2.0 mm (.080 inch) measured near the shoulder of the tire may cause the vehicle to shake.

Sometimes radial runout can be reduced. Relocate the wheel and tire assembly on the mounting studs (See Method 1). If this does not reduce runout to an acceptable level, the tire can be rotated on the wheel.

(See Method 2).

METHOD 1 (RELOCATE WHEEL ON HUB)

(1) Drive vehicle a short distance to eliminate tire flat spotting from a parked position.

(2) Check wheel bearings and adjust if adjustable or replace if necessary.

(3) Check the wheel mounting surface.

(4) Relocate wheel on the mounting, two studs over from the original position.

(5) Tighten wheel nuts until all are properly torqued, to eliminate brake distortion.

(6) Check radial runout. If still excessive, mark tire sidewall, wheel, and stud at point of maximum runout and proceed to Method 2.

METHOD 2 (RELOCATE TIRE ON WHEEL)

NOTE: Rotating the tire on wheel is particularly effective when there is runout in both tire and wheel.

(1) Remove tire from wheel and mount wheel on service dynamic balance machine.

(2) Check wheel radial runout (Fig. 3) and lateral runout (Fig. 4).

  •  STEEL WHEELS: Radial runout 0.040 in., Lateral runout 0.045 in. (maximum)
  •  ALUMINUM WHEELS: Radial runout 0.030 in., Lateral runout 0.035 in. (maximum)

(3) If point of greatest wheel lateral runout is near original chalk mark, remount tire 180 degrees.

Recheck runout, Refer to match mounting procedure.

Fig. 3 Radial Runout
Fig. 3 Radial Runout

1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR

Service procedures

Wheel installation

The wheel studs and nuts are designed for specific applications. They must be replaced with equivalent parts. Do not use replacement parts of lesser quality or a substitute design. All aluminum and some steel wheels have wheel stud nuts which feature an enlarged nose. This enlarged nose is necessary to ensure proper retention of the aluminum wheels.

NOTE: Do not use chrome plated lug nuts with chrome plated wheels.

Before installing the wheel, be sure to remove any build up of corrosion on the wheel mounting surfaces.

Ensure wheels are installed with good metal-to-metal contact. Improper installation could cause loosening of wheel nuts. This could affect the safety and handling of your vehicle.

To install the wheel, first position it properly on the mounting surface. All wheel nuts should then be tightened just snug. Gradually tighten them in sequence to the proper torque specification (Fig. 5).

Never use oil or grease on studs or nuts.

Fig. 4 Lateral Runout
Fig. 4 Lateral Runout

1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR

Fig. 5 Lug Nut Tightening Pattern
Fig. 5 Lug Nut Tightening Pattern

WHEEL REPLACEMENT

Wheels must be replaced if they have:

  •  Excessive runout
  •  Bent or dented
  • Leak air through welds
  •  Have damaged bolt holes

Wheel repairs employing hammering, heating, or welding are not allowed.

Original equipment wheels are available through your dealer. Replacement wheels from any other source should be equivalent in:

  •  Load carrying capacity
  •  Diameter
  •  Width
  •  Offset
  •  Mounting configuration

Failure to use equivalent replacement wheels may affect the safety and handling of your vehicle.

Replacement with used wheels is not recommended.

Their service history may have included severe treatment.

Tire and wheel balance

It is recommended that a two plane service dynamic balancer be used when a tire and wheel assembly require balancing. Refer to balancer operation instructions for proper cone mounting procedures.

Typically use front cone mounting method for steel wheels. For aluminum wheel use back cone mounting method without cone spring.

NOTE: Static should be used only when a two plane balancer is not available.

NOTE: Cast aluminum and forged aluminum wheels require coated balance weights and special alignment equipment.

Wheel balancing can be accomplished with either on or off vehicle equipment. When using on-vehicle balancing equipment, remove the opposite wheel/tire.

Off-vehicle balancing is recommended.

For static balancing, find location of heavy spot causing the imbalance. Counter balance wheel directly opposite the heavy spot. Determine weight required to counter balance the area of imbalance.

Place half of this weight on the inner rim flange and the other half on the outer rim flange (Fig. 6).

For dynamic balancing, the balancing equipment is designed to locate the amount of weight to be applied to both the inner and outer rim flange (Fig. 7).

Fig. 6 Static Unbalance & Balance
Fig. 6 Static Unbalance & Balance

1 - HEAVY SPOT
2 - CENTER LINE OF SPINDLE
3 - ADD BALANCE WEIGHTS HERE
4 - CORRECTIVE WEIGHT LOCATION
5 - TIRE OR WHEEL TRAMP, OR WHEEL HOP

Fig. 7 Dynamic Unbalance & Balance
Fig. 7 Dynamic Unbalance & Balance

1 - CENTER LINE OF SPINDLE
2 - ADD BALANCE WEIGHTS HERE
3 - CORRECTIVE WEIGHT LOCATION
4 - HEAVY SPOT WHEEL SHIMMY AND VIBRATION

Specifications

TORQUE CHART

DESCRIPTION TORQUE

Lug Nut

1/2 X 20 with 60 Cone . . . . . . . . . . 115-150 N·m (85-115 ft. lbs.)

    Previous pageTires

    Description and operation Tires DESCRIPTION Tires are designed and engineered for each specific vehicle. They provide the best overall performance for normal operation. The ride and handling charac ...

    Next pageBody

    ...

    Other materials:

    Diagnosis and testing
    EXHAUST SYSTEM EXHAUST SYSTEM DIAGNOSIS CHART CONDITION POSSIBLE CAUSE CORRECTION EXCESSIVE EXHAUST NOISE OR LEAKING EXHAUST GASES Leaks at pipe joints.  Rusted or blown out muffler.  Broken or rusted out exhaust pipe. &n ...