Tires & Wheels Buick LeSabre VIII

FASTENER TIGHTENING SPECIFICATIONS

Fastener Tightening Specifications

Scheme 1

Inspection Procedure

1. Inspect the front tire wear.
2. Inspect the rear tire wear.
3. Rotate the tires if any of the following conditions exist: The amount of time or mileage since the last tire rotation matches the maintenance schedule. The outer tread blocks are worn more than the middle tread blocks (1). The outer tread blocks are worn more than the inner tread blocks (2). The middle tread blocks are worn more than the outer tread blocks (4).
4. Measure the wheel alignment if any of the following conditions exist: The tread blocks have feathered edges (3). The outer tread blocks are worn more than the inner tread blocks (2). The inner tread blocks are worn more than the outer tread blocks (2).
5. Inspect the struts or the shock absorbers if the tire tread exhibits a cupped appearance (3).

Scheme 2

Tire waddle is a side to side movement at the front of the vehicle and/or the rear of the vehicle. Tire waddle can be caused by the following conditions

1. A steel belt not being straight within the tire.
2. Excessive lateral runout of the tire.
3. Excessive lateral runout of the wheel.

The tire waddle is most noticeable at a low speed of about 8-48 km/h (5-30 mph). Tire waddle may appear as ride roughness at 80-113 km/h (50-70 mph). Tire waddle may appear as a vibration at 80-113 km/h (50-70 mph).

1. Raise and support the vehicle with safety stands. WARNING: Wear gloves when Inspecting the tires In order to prevent personal Injury from steel belts sticking through the tire.
2. Perform the following preliminary inspection: Mark the tire with a crayon in order to note the start and the stop position. Rotate each tire and wheel by hand. Inspect the tire for bulges or bent wheels. Replace as necessary.
3. Use tire substitution in order to identify the faulty tire. Perform the following steps for a tire substitution check: Use a comparable tire in order to replace each tire, one at a time. Test drive the vehicle. If the problem is tire or wheel related, you will eliminate the problem when you remove the faulty tire from the vehicle.

WHEEL MOUNTING SURFACE CHECK

Replace any wheels that are bent or dented, or have excessive lateral or radial runout. Wheels with runout greater than specified may cause objectionable vibrations.

Scheme 3

1. Use a straight edge 203-229 mm (8-9 in) long. Place the straight edge on the wheel inboard mounting surface. Try to rock the straight edge up and down within the mounting surface.
2. Repeat this procedure on at least 3-4 different positions on the inboard mounting surface. The outer ring of the mounting surface normally is raised above everything inside the mounting surface. The mounting surface will be raised above the outer ring if the wheel mounting surface has been bent on a tire changer. If you can rock the straight edge, the mounting surface is bent and you must replace the wheel.
3. Inspect the mounting wheel/nut holes for damage caused from over-torquing the wheel/nuts. Inspect for collapsed wheel/nut bosses. Inspect for cracked wheel bosses. CAUTION: The use of non-GM original equipment wheels may cause: Damage to the wheel bearing, the wheel fasteners and the wheel Tire damage caused by the modified clearance to the adjacent vehicle components Adverse vehicle steering stability caused by the modified scrub radius Damage to the vehicle caused by the modified ground clearance Speedometer and odometer inaccuracy NOTE: Replacement wheels must be equivalent to the original equipment wheels in the following ways: The load capacity The wheel diameter The rim width The wheel offset The mounting configuration A wheel of the incorrect size or type may affect the following conditions: Wheel and hub-bearing life Brake cooling Speedometer/odometer calibration Vehicle ground clearance Tire clearance to the body and the chassis
4. Replace the wheel if the wheel is bent.
5. Replace the wheel if the wheel/nut boss area is cracked.

Identify steel wheels with a 2 or 3-letter code stamped into the rim near the valve stem. Aluminum wheels have the code, the part number, and the manufacturer identification cast into the back side of the wheel.

Scheme 4

Scheme 5

ALUMINUM WHEEL POROSITY REPAIR

1. Remove the tire and wheel. Refer to «TIRE & WHEEL REMOVAL & INSTALLATION»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-removal-installation) .
2. Inflate the tire to the manufactures specified pressure as stated on the tire.
3. Submerge the tire/wheel into a water bath in order to locate the leak.
4. Inscribe a mark on the wheel in order to indicate the leak areas.
5. Inscribe a mark on the tire at the valve stem in order to Indicate the orientation of the tire to the wheel.
6. Remove the tire from the wheel. Refer to «TIRE MOUNTING & DISMOUNTING»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-mounting-dismounting) . NOTE: Do not damage the exterior surface of the wheel.
7. Use number 80 grit sandpaper to scuff the inside of the rim surface at the leak area.
8. Use general purpose cleaner such as 3M®, P/N 08984 or equivalent, to clean the leak area.
9. Apply 3 mm (0.12 in) thick layer of adhesive/sealant, GM US P/N 12378478, Canada P/N 88900041 or equivalent, to the leak area.
10. Allow for the adhesive/sealant to dry.
11. Align the inscribed mark on the tire with the valve stem on the wheel.
12. Install the tire to the wheel. Refer to «TIRE MOUNTING & DISMOUNTING»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-mounting-dismounting)
13. Inflate the tire to the manufactures specified pressure as stated on the tire.
14. Submerge the tire/wheel into a water bath in order ensure the leak is sealed.
15. Balance the tire and wheel. Refer to «TIRE & WHEEL ASSEMBLY BALANCING - ON-VEHICLE»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-assembly-balancing) .
16. Install the tire and wheel. Refer to «TIRE & WHEEL REMOVAL & INSTALLATION»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-removal-installation) .
17. Lower the vehicle.

TIRE & WHEEL ASSEMBLY BALANCING - ON-VEHICLE

Note. Tools Required: Electronic Vibration Analyzer (EVA) 2 (J 38792-A).

If after following the tire and wheel vibration diagnostic process, some amount of tire and wheel vibration is still evident, an on-vehicle high-speed spin balancer may be used to perform an on-vehicle balance in an attempt to finish balance the tire and wheel assemblies, wheel hubs, brake rotors, brake drums, if equipped, and wheel trim, if equipped, simultaneously. On-vehicle balancing can also compensate for minor amounts of residual runout encountered as a result of mounting the tire and wheel assembly on the vehicle, as opposed to the balance which was achieved on the off-vehicle balancer.

In order to perform an on-vehicle balancing procedure, carefully follow the on-vehicle balancer manufacturer's specific operating instructions and carefully consider the following information before proceeding

1. Vehicles equipped with low profile, wide tread path, high performance tires and wheels are susceptible to small amounts of dynamic imbalance.
2. When performing an on-vehicle balance, great care must be taken when placing the wheel balance weights on the wheels. If the wheel balance weights are not placed accurately, they can actually induce dynamic imbalance and thus increase the severity of the vibration.
3. Inspect the vehicle wheel bearings to ensure that they are in good condition.
4. Thoroughly inspect all on-vehicle balancing equipment and ensure that it is fully within the manufacturer's recommended specifications.
5. Do not remove the off-vehicle balance weights. The purpose of on-vehicle balance is to fine tune the assembly balance already achieved off-vehicle, not to start over.
6. Leave all wheel trim installed whenever possible.
7. If the on-vehicle balancer calls for more than 56 g (2 oz) of additional weight, split the weight between the inboard and outboard flanges of the wheel, so as not to upset the dynamic balance of the assembly achieved in the off-vehicle balance. For wheel balance weight information, refer to «TIRE & WHEEL ASSEMBLY BALANCING - OFF-VEHICLE»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-assembly-balancing) .
8. If available, tape-off an area on top of the fenders and the quarter panels, then place the vibration sensor of the J 38792-A on the fender or quarter panel above the specific tire and wheel assembly while it is being on-vehicle balanced. The J 38792-A will provide a visual indication of the amplitude of the vibration, and the effect that the on-vehicle balance has on it.

TIRE & WHEEL ASSEMBLY BALANCING - OFF-VEHICLE

Tire & Wheel Assembly Balancer Calibration

Tire and wheel balancers can drift out of calibration over time, or can become inaccurate as a result of heavy use. There will likely not be any visual evidence that a calibration problem exists. If a balancer is not calibrated within specifications, and a tire and wheel assembly is balanced on that machine, the assembly may actually be imbalanced.

Tire and wheel assembly balancer calibration should be checked approximately every 2 weeks, if the machine is used frequently, and/or whenever the balance readings are questionable.

Tire & Wheel Assembly Balancer Calibration Test

Note. If the balancer fails any of the steps in this calibration test, the balancer should be calibrated according to the manufacturer's instructions. If the balancer cannot be calibrated, contact the manufacturer for assistance.

Check the calibration of the tire and wheel assembly balancer according to the manufacturer's recommendations, or perform the following test.

Scheme 6

1. Spin the balancer without a wheel or any of the adapters on the shaft.
2. Inspect the balancer readings. Specification: Zero within 7 g (1/4 oz).
3. If the balancer is within the specification range, balance a tire and wheel assembly - that is within radial and lateral runout tolerances - to ZERO, using the same balancer.
4. After the tire and wheel assembly has been balanced, add an 85 g (3 oz) test weight to the wheel at any location.
5. Spin the tire and wheel assembly again. Note the readings. In the static and dynamic modes, the balancer should call for 85 g (3 oz) of weight, 180 degrees opposite the test weight. In the dynamic mode, the weight should be called for on the flange of the wheel opposite the test weight.
6. With the assembly imbalanced to 85 g (3 oz), cycle the balancer 5 times.
7. Inspect the balancer readings. Specification: Maximum variation is 7 g (1/4 oz).
8. Index the tire and wheel assembly on the balancer shaft, 90 degrees from the previous location.
9. Cycle the balancer with the assembly at the new location.
10. Inspect the balancer readings. Specification: Maximum variation is 7 g (1/4 oz).
11. Repeat steps 8 through 10 until the tire and wheel assembly has been cycled and checked at each of the 4 locations on the balancer shaft.

Tire & Wheel Assembly Balancing Guidelines

Note. Tire and wheel assemblies which exhibit excessive runout can produce vibrations even if the assemblies are balanced. It is strongly recommended that the tire and wheel assembly runout be measured and corrected if necessary BEFORE the assemblies are balanced.

If the runout of the tire and wheel assemblies has not yet been measured, refer to TIRE & WHEEL ASSEMBLY RUNOUT MEASUREMENT - OFF-VEHICLE before proceeding.

There are 2 types of tire and wheel balance

1. Static Balance Static balance is the equal distribution of weight around the wheel circumference. The wheel balance weights (2) are positioned on the wheel in order to offset the effects of a heavy spot (3). Wheels that have static imbalance can produce a bouncing action called tramp.
2. Dynamic Balance Dynamic balance is the equal distribution of weight on each side of the tire and wheel assembly centerline. The wheel balance weights (2) are positioned on the wheel in order to offset the effects of a heavy spot (3). Wheels that have dynamic imbalance have a tendency to move from side to side and can cause an action called shimmy. Most off-vehicle balancers are capable of checking both types of balance simultaneously. As a general rule, most vehicles are more sensitive to static imbalance than to dynamic imbalance; however, vehicles equipped with low profile, wide tread path, high performance tires and wheels are susceptible to small amounts of dynamic imbalance. As little as 14-21 g (1/2-3/4 oz) imbalance is capable of inducing a vibration in some vehicle models.

Balancing Procedure

Note. When balancing tire and wheel assemblies, use a known good, recently calibrated, off-vehicle, two-plane dynamic balancer set to the finest balance mode available.

1. Raise and support the vehicle.
2. Mark the location of the wheels to the wheel studs and mark the specific vehicle position on each tire and wheel - LF, LR, RF, RR.
3. Remove the tire and wheel assemblies one at a time and mount on a spin-type wheel balancer. Refer to «TIRE & WHEEL REMOVAL & INSTALLATION»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-removal-installation) .
4. Carefully follow the wheel balancer manufacturer's instructions for proper mounting techniques to be used on different types of wheels. Regard aftermarket wheels, especially those incorporating universal lug patterns, as potential sources of runout and mounting concerns.
5. Be sure to use the correct type of wheel balance weights for the type of wheel rim being balanced. Be sure to use the correct type of coated wheel balance weights on aluminum wheels. Refer to «Wheel Weight Usage»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__wheel-weight-usage) .
6. Balance all four tire and wheel assemblies as close to zero as possible.
7. Using the match marks made prior to removal, install the tire and wheel assemblies to the vehicle. Refer to «TIRE & WHEEL REMOVAL & INSTALLATION»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-removal-installation) .
8. Lower the vehicle.

Wheel Weight Usage

Tire and wheel assemblies can be balanced using either the static or dynamic method.

Clip-On Weights

Note. When balancing factory aluminum wheels with clip-on wheel balance weights, be sure to use special polyester-coated weights. These coated weights reduce the potential for corrosion and damage to aluminum wheels.

These coated weights reduce the potential for corrosion and damage to aluminum wheels.

1. MC (1) and AW (2) series weights are approved for use on aluminum wheels.
2. P (3) series weights are approved for use on steel wheels only.
3. T (4) series coated weights are approved for use on both steel and aluminum wheels.

Scheme 7

Note. Use a nylon or plastic-tipped hammer when installing coated clip-on wheel balance weights to minimize the possibility of damage to the polyester coating.

The contour and style of the wheel rim flange will determine which type of clip-on wheel weight (1) should be used. The weight should follow the contour of the rim flange. The weight clip should firmly grip the rim flange.

Scheme 8

Wheel Weight Placement - Clip-On Weights

When static balancing, locate the wheel balance weights on the inboard flange (2) if only 28 g (1 oz) or less is called for. If more than 28 g (1 oz) is called for, split the weights as equally as possible between the inboard (2) and outboard (1) flanges.

Scheme 9

When dynamic balancing, locate the wheel balance weights on the inboard (2) and outboard (1) rim flanges at the positions specified by the wheel balancer.

Adhesive Weights

Note. When installing adhesive balance weights on flange less wheels, do NOT install the weight on the outboard surface of the rim.

Adhesive wheel balance weights may be used on factory aluminum wheels. Perform the following procedure to install adhesive wheel balance weights.

1. Determine the correct areas for placement of the wheel weights on the wheel. When static balancing, locate the wheel balance weights along the wheel centerline (1) on the inner wheel surface if only 28 g (1 oz) or less is called for. If more than 28 g (1 oz) is called for, split the weights as equally as possible between the wheel centerline and the inboard edge of the inner wheel surface (2). When dynamic balancing, locate the wheel balance weights along the wheel centerline and the inboard edge of the inner wheel surface (2) at the positions specified by the wheel balancer.
2. Ensure that there is sufficient clearance between the wheel weights and brake system components. NOTE: Do not use abrasives to clean any surface of the wheel.
3. Using a clean cloth or paper towel with a general purpose cleaner, thoroughly clean the designated balance weight attachment areas of any corrosion, over spray, dirt or any other foreign material.
4. To ensure there is no remaining residue, wipe the balance weight attachment areas again, using a clean cloth or paper towel with a mixture of half isopropyl alcohol and half water.
5. Dry the attachment areas with hot air until the wheel surface is warm to the touch.
6. Warm the adhesive backing on the wheel balance weights to room temperature.
7. Remove the protective covering from the adhesive backing on the back of the balance weights. DO NOT touch the adhesive surface.
8. Apply the wheel balance weights to the wheel, press into place with hand pressure.
9. Secure the wheel balance weights to the wheel with a 90 N (21 lb) force applied with a roller.

TIRE & WHEEL ASSEMBLY RUNOUT MEASUREMENT - OFF-VEHICLE

1. Raise and support the vehicle.
2. Mark the location of the wheels to the wheel studs and mark the specific vehicle position on each tire and wheel - LF, LR, RF, RR.
3. Remove the tire and wheel assemblies from the vehicle. Refer to «TIRE & WHEEL REMOVAL & INSTALLATION»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-removal-installation) .
4. Closely inspect each tire for proper and even bead seating.
5. If any of the tire beads were not properly or evenly seated, re-seat the tire bead, then proceed to next step. Refer to «TIRE MOUNTING & DISMOUNTING»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-mounting-dismounting) .
6. Mount a tire and wheel assembly on a spin-type wheel balancer. Locate the tire and wheel assembly on the balancer with a cone through the back side of the center pilot hole.
7. Wrap the outer circumference of each tire with tape (1) in the center tread area. Wrapping the tread with tape allows for a smooth and accurate reading of radial runout to be obtained.
8. Position the dial indicator on the taped portion of the tire tread such that the dial indicator is perpendicular to the tire tread surface.
9. Slowly rotate the tire and wheel assembly one complete revolution in order to find the low spot.
10. Set the dial indicator to zero at the low spot.
11. Slowly rotate the tire and wheel assembly one more complete revolution and measure the total amount of radial runout. Specification: Maximum tire and wheel assembly radial runout - measured off-vehicle is 1.27 mm (0.050 in).
12. Position the dial indicator on a smooth portion of the tire side wall, as close to the tread as possible, such that the dial indicator is perpendicular to the tire side wall surface.
13. Slowly rotate the tire and wheel assembly one complete revolution in order to find the low spot. Ignore any jumps or dips due to side wall splices.
14. Set the dial indicator to zero at the low spot.
15. Slowly rotate the tire and wheel assembly one more complete revolution and measure the total amount of lateral runout. Ignore any jumps or dips due to side wall splices and attain an average runout measurement. Specification: Maximum tire and wheel assembly lateral runout - measured off-vehicle is 1.27 mm (0.050 in).
16. Repeat steps 6 through 15 until all of the tire and wheel assembly radial and lateral runout measurements have been taken.
17. If ANY of the tire and wheel assembly runout measurements were NOT within specifications, proceed to step 19 .
18. If ALL of the tire and wheel assembly runout measurements WERE within specifications, then the off-vehicle tire and wheel assembly runout is considered acceptable.
19. Position the dial indicator on the horizontal outer surface of the wheel rim flange - with the tire still mounted - such that the dial indicator is perpendicular to the rim flange surface. Wheel runout should be measured on both the inboard and outboard rim flanges, unless wheel design will not permit. Ignore any jumps or dips due to paint drips, chips, or welds.
20. Slowly rotate the tire and wheel assembly one complete revolution in order to find the low spot.
21. Set the dial indicator to zero at the low spot.
22. Slowly rotate the tire and wheel assembly one more complete revolution and measure the total amount of wheel radial runout. Specification: Maximum aluminum wheel radial runout - measured off-vehicle, tire mounted is 0.762 mm (0.030 in). Specification: Maximum steel wheel radial runout - measured off-vehicle, tire mounted is 1.015 mm (0.040 in).
23. Position the dial indicator on the vertical outer surface of the wheel rim flange - with the tire still mounted - such that the dial indicator is perpendicular to the rim flange surface. Wheel runout should be measured on both the inboard and outboard rim flanges, unless wheel design will not permit. Ignore any jumps or dips due to paint drips, chips, or welds.
24. Slowly rotate the tire and wheel assembly one complete revolution in order to find the low spot.
25. Set the dial indicator to zero at the low spot.
26. Slowly rotate the tire and wheel assembly one more complete revolution and measure the total amount of wheel lateral runout. Specification: Maximum aluminum wheel lateral runout - measured off-vehicle, tire mounted: 0.762 mm (0.030 in). Specification: Maximum steel wheel lateral runout - measured off-vehicle, tire mounted: 1.143 mm (0.045 in).
27. Repeat steps 19 through 26 until all of the wheel radial and lateral runout measurements have been taken on each of the - tire and wheel - assemblies with assembly runout measurements which were NOT within specifications.
28. If any of the wheel runout measurements were NOT within specifications, proceed to «Wheel Runout Measurement - Tire Dismounted»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__wheel-runout-measurement-tire-dismounted) .
29. For any of the wheel runout measurements which WERE within specifications, while the - tire and wheel - assembly runout measurements were NOT within specifications, replace the tire, then balance the assembly. Refer to «TIRE & WHEEL ASSEMBLY BALANCING - OFF-VEHICLE»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-assembly-balancing) .
30. After replacement of any tires, always re-measure the runout of the affected tire and wheel assembly, or assemblies.
31. Using the match marks made prior to removal, install the tire and wheel assemblies to the vehicle. Refer to «TIRE & WHEEL REMOVAL & INSTALLATION»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-removal-installation) .
32. Lower the vehicle.

Wheel Runout Measurement - Tire Dismounted

1. On the tire and wheel assembly, or assemblies with wheel runout measurements - tire mounted - which were NOT within specifications, mark each tire and wheel in relation to each other.
2. Dismount the tire from the wheel. Refer to «TIRE MOUNTING & DISMOUNTING»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-mounting-dismounting) .
3. Mount the wheel on a spin-type wheel balancer.
4. Locate the wheel on the balancer with a cone through the back side of the center pilot hole.
5. Position the dial indicator on the horizontal inner surface of the wheel rim flange - with the tire dismounted - such that the dial indicator is perpendicular to the rim flange surface. Wheel runout should be measured on both the inboard and outboard rim flanges. Ignore any jumps or dips due to paint drips, chips, or welds.
6. Slowly rotate the wheel one complete revolution in order to find the low spot.
7. Set the dial indicator to zero at the low spot.
8. Slowly rotate the wheel one more complete revolution and measure the total amount of wheel radial runout. Specification: Maximum aluminum wheel radial runout - measured off-vehicle, tire dismounted: 0.762 mm (0.030 in). Specification: Maximum steel wheel radial runout - measured off-vehicle, tire dismounted: 1.015 mm (0.040 in).
9. Position the dial indicator on the vertical inner surface of the wheel rim flange - with the tire dismounted - such that the dial indicator is perpendicular to the rim flange surface. Wheel runout should be measured on both the inboard and outboard rim flanges. Ignore any jumps or dips due to paint drips, chips, or welds.
10. Slowly rotate the wheel one complete revolution in order to find the low spot.
11. Set the dial indicator to zero at the low spot.
12. Slowly rotate the wheel one more complete revolution and measure the total amount of wheel lateral runout. Specification: Maximum aluminum wheel lateral runout - measured off-vehicle, tire dismounted: 0.762 mm (0.030 in). Specification: Maximum steel wheel lateral runout - measured off-vehicle, tire dismounted: 1.143 mm (0.045 in).
13. Repeat steps 2 through 12 until all of the wheel radial and lateral runout measurements - tire dismounted - have been taken on each wheel with runout measurements - tire mounted - which were NOT within specifications.
14. If any of the wheel runout measurements - tire dismounted - were NOT within specifications, replace the wheel. Always measure the runout of any replacement wheels.
15. For any of the wheel runout measurements which WERE within specifications, while the - tire and wheel - assembly runout measurements were NOT within specifications, replace the tire, then balance the assembly. Refer to «TIRE & WHEEL ASSEMBLY BALANCING - OFF-VEHICLE»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-assembly-balancing) .
16. Using the match marks made prior to dismounting the tire, or tires, mount the tire, or tires to the wheel, or wheels, then balance the assembly, or assemblies. Refer to «TIRE & WHEEL ASSEMBLY BALANCING - OFF-VEHICLE»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-assembly-balancing) . Always measure the runout of any of the tire and wheel assemblies which have had the tires dismounted and mounted.
17. Using the match marks made prior to removal, install the tire and wheel assemblies to the vehicle. Refer to «TIRE & WHEEL REMOVAL & INSTALLATION»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-removal-installation) .
18. Lower the vehicle.

Finish Damage Evaluation Procedure

Note. If the wheels are chrome-plated, do not re-plate or refinish the wheels. If the wheels are polished aluminum, do not refinish the wheels in the dealer environment. Utilize a re-finisher that meets manufacturer guidelines.

1. Inspect the wheels for damage from uncoated wheel balance weights or from automatic car wash facilities.
2. Inspect the wheels for the following conditions: Corrosion. Scrapes. Gouges.
3. Verify the damage is not deeper than what sanding can remove.
4. Inspect the wheels for cracks. If a wheel has cracks, discard the wheel.
5. Inspect the wheels for bent rim flanges. If a rim flange is bent, discard the wheel.

Refinishing Procedure

1. Remove the tire and wheel assembly from the vehicle. Refer to «TIRE & WHEEL REMOVAL & INSTALLATION»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-removal-installation) .
2. Remove the balance weights from the wheel.
3. Remove the tire from the wheel. Refer to «TIRE MOUNTING & DISMOUNTING»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-mounting-dismounting)
4. Use a suitable cleaner in order to remove the following contaminants from the wheel: Lubricants. Wax. Dirt. NOTE: Do not re-machine the wheel. Do not use chemicals in order to strip the paint from the wheel.
5. Use plastic media blasting in order to remove the paint from the wheel.
6. If the wheel had a machined aluminum finish, spin the wheel and use sand paper in order to restore the circular machined appearance. NOTE: The wheel mounting surface and the wheel nut contact surface must remain free of paint.
7. Mask the wheel mounting surface and the wheel nut contact surface.
8. Follow the paint manufacturer's instructions for painting the wheel.
9. Unmask the wheel.
10. Install a new valve stem. NOTE: Use new coated balance weights in order to balance the wheel.
11. Install the tire to the wheel. Refer to «TIRE MOUNTING & DISMOUNTING»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-mounting-dismounting) .
12. Use a suitable cleaner in order to remove the following contaminants from the wheel mounting surface: Corrosion. Over spray. Dirt.
13. Install the tire and wheel assembly to the vehicle. Refer to «TIRE & WHEEL REMOVAL & INSTALLATION»(/buick/lesabre/viii-2000-2005/remont/wheel-tire-system/#tires-wheels__tire-wheel-removal-installation) .

TIRE & WHEEL REMOVAL & INSTALLATION

Note. Tools Required: Complete Torque Socket Set-10 Pieces (J 39544-KIT).

1. Tighten all wheel nuts on the affected wheel.
2. Loosen each wheel nut two turns.
3. Rock the vehicle from side to side in order to loosen the wheel. If this does not loosen the wheel, rock the vehicle front to back applying quick hard jabs to the brake pedal to loosen the wheel.
4. Repeat this procedure if the wheel does not break free.

Removal Procedure

1. Raise the vehicle. Support the vehicle with suitable safety stands.
2. Remove the wheel nuts from the tire and wheel assembly.
3. Mark the location of the tire and wheel assembly to the hub assembly.
4. Remove the tire and wheel assembly from the vehicle.
5. Clean the wheel nuts, studs and the wheel and rotor mounting surfaces.

Installation Procedure

Note. A torque wrench or J 39544 must be used to ensure that wheel nuts are tightened to specification. Never use lubricants or penetrating fluids on wheel stud, nuts, or mounting surfaces, as this can raise the actual torque on the nut without a corresponding torque reading on the torque wrench. Wheel nuts, studs, and mounting surfaces must be clean and dry. Failure to follow these instructions could result in wheel, nut, and/or stud damage.

Scheme 10

1. Install the tire and wheel assembly. Align the locating mark of the tire and wheel to the hub. CAUTION: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems. NOTE: Tighten the nuts evenly and alternately in order to avoid excessive runout.
2. Install the wheel nuts. Tighten the nuts in a criss/cross pattern to 140 N.m (100 lb ft).
3. Remove the safety stands and lower the vehicle.

TIRE REPAIR

Many different materials and techniques are available on the market in order to repair tires. Not all of the materials and techniques work on some types of tires. Tire manufacturers have published detailed instructions on how and when to repair tires. Obtain the instructions from the manufacturer. Do NOT repair the compact spare tire.

TIRE MOUNTING & DISMOUNTING

1. Deflate the tire completely. NOTE: Rim-clamp European-type tire changers are recommended.
2. Use the tire changer in order to remove the tire from the wheel.
3. Use a wire brush or coarse steel wool in order to remove any rubber, light rust or corrosion from the wheel bead seats. CAUTION: When mounting the tires, use an approved tire mounting lubricant. DO NOT use silicon or corrosive base compounds to lubricate the tire bead and the wheel rim. A silicon base compound can cause the tire to slip on the rim. A corrosive type compound can cause tire or rim deterioration.
4. Apply GM P/N 12345884 (Canadian P/N 5728223) or equivalent to the tire bead and the wheel rim.
5. Use the tire changer in order to install the tire to the wheel. WARNING: To avoid serious personal injury, do not stand over tire when inflating. The bead may break when the bead snaps over the safety hump. Do not exceed 275 kPa (40 psi) pressure when inflating any tire if beads are not seated. If 275 kPa (40 psi) pressure will not seat the beads, deflate, re-lubricate the beads and reinflate. Over inflation may cause the bead to break and cause serious personal injury.
6. Inflate the tire to the proper air pressure.
7. Ensure that the locating rings are visible on both sides of the tire in order to verify that the tire bead is fully seated on the wheel.

TIRE ROTATION

Rotate the tires and wheels at frequent intervals to equalize wear. In addition to scheduled rotation, rotate the tire and wheel whenever uneven tire wear is noticed.

Radial tires tend to wear faster in the shoulder area, particularly in front positions. Radial tires in non-drive locations may develop an irregular wear pattern that may increase tire noise. This makes regular rotation especially necessary. Refer to TIRE & WHEEL REMOVAL & INSTALLATION .

Always use a 4-wheel rotation. After rotation, check the wheel nuts for specified torque. Then, set the tire pressure.

Scheme 11

GENERAL DESCRIPTION

The factory installed tires are designed in order to operate satisfactorily with loads up to and including the full rated load capacity when these tires are inflated to the recommended pressures.

The following factors have an important influence on tire life

1. Correct tire pressures.
2. Correct wheel alignment.
3. Proper driving techniques.

The following factors increase tire wear

1. Heavy cornering.
2. Excessively rapid acceleration.
3. Heavy braking.

Scheme 12

The original equipment tires have tread wear indicators that show when you should replace the tires.

The location of these indicators are at 72 degree intervals around the outer diameter of the tire. The indicators appear as a 6 mm (0.25 in) wide band when the tire tread depth becomes 1.6 mm (2/32 in).

METRIC WHEEL NUTS & BOLTS DESCRIPTION

Metric wheel/nuts and bolts are identified in the following way

1. The wheel/nut has the word Metric stamped on the face.
2. The letter M is stamped on the end of the wheel bolt.

The thread sizes of metric wheel/nuts and the bolts are indicated by the following example: M12 x 1.5.

1. M = Metric
2. 12 = Diameter in millimeters
3. 1.5 = Millimeters gap per thread

TIRE INFLATION DESCRIPTION

When you inflate the tires to the recommended inflation pressures, the factory-installed wheels and tires are designed in order to handle loads to the tire's rated load capacity. Incorrect tire pressures, or under-inflated tires, can cause the following conditions

1. Vehicle handling concerns.
2. Poor fuel economy.
3. Shortened tire life.
4. Tire overloading.

Inspect the tire pressure when the following conditions apply

1. The vehicle has been sitting at least 3 hours.
2. The vehicle has not been driven for more than 1.6 km (1 mi).
3. The tires are cool.

Inspect the tires monthly or before any extended trip. Adjust the tire pressure to the specifications on the tire label. Install the valve caps or the extensions on the valves. The caps or the extensions keep out dust and water.

The kilopascal (kPa) is the metric term for pressure. The tire pressure may be printed in both kilopascal (kPa) and psi. One psi equals 6.9 kPa.

Scheme 13

Tires with a higher than recommended pressure can cause the following conditions

1. A hard ride.
2. Tire bruising.
3. Rapid tread wear at the center of the tire.

Tires with a lower than recommended pressure can cause the following conditions

1. A tire squeal on turns.
2. Hard steering.
3. Rapid wear and uneven wear on the edge of the tread.
4. Tire rim bruises and tire rim rupture.
5. Tire cord breakage.
6. High tire temperatures.
7. Reduced vehicle handling.
8. High fuel consumption.
9. Soft riding.

Unequal pressure on the same axle can cause the following conditions

1. Uneven braking.
2. Steering lead.
3. Reduced vehicle handling.

Refer to the Tire Placard for specific tire and wheel applications and tire pressures.

TIRE CHAIN USAGE DESCRIPTION

When you use tire chains, most current vehicles require the following chain types

1. SAE Class S or 1100 Series, Type PL tire chains (1).
2. SAE Class U or 1200 Series, Type P tire chains (2).
3. 1800 Series Lug Reinforced tire chains (3).

Scheme 14

These chains are specially designed in order to limit the fly-off effect that occurs when the wheel rotates.

Manufacturers of tire chains have a specific chain size for each tire size. These ensure a proper fit when the chains are installed. Purchase the correct chains for the tires on which the chains will be used. Do not use rubber adjusters to take up slack in chains that are loose due to incorrect size. Always follow the chain manufacturer's installation instructions.

The use of chains may adversely affect handling. When using chains, remember the following information

1. Ensure that the vehicle is designed for chain clearance.
2. Adjust the speed to road conditions.
3. Avoid sharp turns.
4. Avoid locked-wheel braking in order to prevent chain damage to the vehicle.
5. Install the chains as tightly as possible on the drive tires. Tighten the chains again after driving 0.4-0.8 km (0.25-0.5 mi). Do not use chains on the non-drive tires. These chains may contact and damage the vehicle. If you use chains on the non-drive tires, ensure that there is enough clearance.
6. Do not exceed 70 km/h (45 mph). Do not exceed the chain manufacturer's speed limit, if lower.
7. Drive in a restrained manner. Avoid large bumps, potholes, severe turns, and other maneuvers that cause the tires to bounce up and down.
8. Follow any other instructions from the chain manufacturer that do not disagree with the above.

Scheme 15

Most GM vehicles are equipped with steel belted all-season radial tires as standard equipment. These tires qualify as snow tires, with a higher than average rating for snow traction than the non-all season radial tires previously used. Other performance areas, such as wet traction, rolling resistance, tread life, and air retention, are also improved. This is done by improvements in both tread design and tread compounds. These tires are identified by an M + S molded in the tire side wall after the tire size. The suffix MS is also molded in the tire side wall after the TPC specification number.

The optional handling tires used on some vehicles now also have the MS marking after the tire size and the TPC specification number.

Scheme 16

Most P-metric tire sizes do not have exact corresponding alphanumeric tire sizes. Replacement tires should be of the same Tire Performance Criteria (TPC) specification number including the same size, the same load range, and the same construction as those originally installed on the vehicle. Consult a tire dealer if you must replace the P-metric tire with other sizes. Tire companies can best recommend the closest match of alphanumeric to P-metric sizes within their own tire lines.

REPLACEMENT WHEELS DESCRIPTION

Replace the wheel if any of the following conditions exist

1. The wheel exhibits excessive runout.
2. The wheel is bent.
3. The wheel is cracked.
4. The wheel is severely rusted.
5. The wheel is severely corroded. NOTE: Air leaks caused by porosity on aluminum wheels are repairable.
6. The wheel leaks air.

Replace the wheel, the wheel studs and the wheel/nuts, or the wheel bolts if applicable, if any of the following conditions exist

1. The wheel has elongated bolt holes.
2. The wheel/nuts, or bolts if applicable, loosen repeatedly.

Steel wheel identification is stamped into the wheel near the valve stem.

Aluminum wheel identification is cast into the inboard side of the wheel.

STEEL WHEEL REPAIR DESCRIPTION

You can repair porosity in aluminum wheels. If leaks are found in a steel wheel, replace the wheel with a wheel of original equipment quality.

Scheme 17

See also:
• TIRE & WHEEL REMOVAL & INSTALLATION
• TIRE MOUNTING & DISMOUNTING
• TIRE & WHEEL ASSEMBLY BALANCING - ON-VEHICLE
• TIRE & WHEEL ASSEMBLY RUNOUT MEASUREMENT - OFF-VEHICLE
• Wheel Weight Usage
• Wheel Runout Measurement - Tire Dismounted