Tire & Wheel Balancing: Step By Step. This article on how to properly balance tire and wheel assemblies is the final 2. It is intended not only for new tire technicians, but also veterans who want to brush up on their techniques.

The recommendations made in this article are based on the use of a Coats 1. There are other brands of wheel balancers on the market, and this does not mean that we endorse any one brand over another. We suggest that you save this article – and the entire Back. Basics series – for future reference. Fractions of an ounce truly do matter today. Many modern tire/wheel bal. The three basic times when balancing should be done include.

This will improve tire wear, inc. Vibration caused by out- of- balance tires usually occurs at speeds of 5. Consumers who only drive around town and not on expressways may never notice their tires are unbalanced, but damage is still being done. Technicians also should check to see if a customer has locking wheel lugs in some positions.

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Background On Tire/Wheel Balancing Tire/wheel assembly balancing is a very basic service, and still a good profit center for tire dealers who invest in the necessary.

Some locking lugs are up to 1. Not every tire, even among the major makers, is directly tested, though. Tires that don’t measure up in either factor are rejected. Dynamic balancers – also referred to as “spin balancers” or “computer balancers” – are the most prevalent piece of equipment.

Even among dynamic balancers, though, there are vast differences in not only features but, more importantly, precision. Various available equipment features can make that an even more precise operation. While only in limited use in the aftermarket, road force variation equipment is becoming increasingly popular as vehicle sensitivity to imbalance becomes ever greater. The steps are outlined as follows if you are using one of the more modern, automated machines, like the Coats 1. These instructions are not meant to cover every balancing situation. You can determine this by measuring the distance between the molded rib on the lower sidewall of the tire and the edge of the wheel’s rim flange.

The tire must be deflated and reseated if the distance between the two points is greater than 2/3. Turn your machine OFF then ON, which resets the balancer. The machine wakes up using standard clip- on wheel weight locations. Remove stones/rocks or other debris from tread and any weights already attached to the wheel. During this process you also should remove any mud, dirt or snow on the inside of the wheel and make sure that the mounting surface of the wheel is completely clean of debris. Mount a tire/wheel assembly on a balancer that will use standard clip- on wheel weights. Use the most appropriate mounting meth.

Technicians should be careful to avoid back injury and should seek assistance when lifting a heavy tire/wheel assembly onto a balancing shaft. There are three main mounting methods.

They include. . The wheel is centered on a cone from the inner side of the wheel. A pin- plate is added instead of a pressure cup. Enter A & D wheel dimensions using offset arm. These include. A = Offset – The distance measured from the balancer (“0” on offset arm) to inner plane of the wheel rim (inner weight location). For automatic measurement, pull the offset arm out to the wheel, hold it still at clip- on weight position against the wheel flange and wait for a “beep.” Return the arm to home position. Enter the wheel width dimension.

Use plastic calipers to measure wheel width for manual entry. Press the W key. Use the keypad to enter width value (between 2 and 2. Lower the hood for automatic measurement.

Lower the hood. The wheel will spin and unbalances are measured and displayed. The corrective weight amount appears in the weight display window for inboard and outboard weight locations. Raise the hood after the tire stops rotating. Make sure that the wheel has stopped before raising the hood. Inboard center bar blinks.

If an inboard corrective weight is not required, the wheel will stop at the outboard corrective weight location and you can go to Step 1. Attach inboard corrective weight. Attach specified weight amount at top- dead- center on the inside flange of the wheel. NOTE: Wheel weight suppliers often will supply a rim flange contour gauge to help technicians select the correct clip- on weight for the wheel. Press NEXT, causing the wheel to rotate. The outboard center bar will blink. Attach outboard corrective weights.

Attach specified weight amount at the top- dead- center on the outside flange of the wheel. Lower the hood to respin the tire/wheel and check balance. The weight readings should now be 0. Turn on the balancer. Clean the tire, rim flange and wheel.

Mount the tire/wheel assembly on a balancer. Enter the A & D wheel dimensions. Enter width wheel dimensions.

Lower the hood to spin the wheel and check dimensions. Raise the hood after the tire stops rotating. Note when the inboard center bar blinks. Attach inboard corrective weight. Press NEXT, which rotates the wheel. Note when the outboard center bar blinks. Attach outboard corrective weights.

Lower the hood to respin and check balance. Disclaimer. Tire/wheel balancing is a serious business. The preceding article was researched and written using material furnished by Hennessy Industries, including photos and diagrams.

This information is NOT meant as a substitute for proper training by TIA, balancing equipment manufacturers or tire manufacturers. The balancing recommendations made here are consistent with practices used in the industry when operating this type of balancing equipment. This article is meant purely for educational purposes and those who use the methods recommended are solely responsible for any injuries or losses resulting from their application. There are standard clip- on weights of various types that are made to accommodate the contours of different rim flanges. A few of these types are shown in this box. Cube World Free Download Cracked Antivirus.

There also are adhesive weights that are not covered in this article. They are used for custom wheels or those that do not have an outside flange. Lead weights, the original weights used to balance assemblies, are making their way out of the scene. Several states have outlawed lead weights – as have the European Union and Japan – and the EPA is considering national action.