1948-1952 Shop Service Manual - - Hudson-Essex-Terraplane Club

16 - 4 WHEELS AND TIRES
This high or unworn portion is forced down into the tread
groove, when the brakes are applied, while the forward
portion of the block, being backed by the remainder of the
block, stands up and is subjected to the braking action and
wears more rapidly.
If this condition is allowed to continue it will sooner or
later (depending upon driving speed and severity of brake
application) develop into a wavy or spotty wear. If changed
to reverse the tire rotation, the tire wear will become uniform
and in most cases remain so. However, under fast
driving and severe brake usage the original conditions may
again develop but this time on the reverse side of the tread
blocks, making a second change necessary.
Do not be too hasty in diagnosing uneven tire wear as
improper front wheel alignment as there are other conditions
which can be much more readily checked and which
may be the cause.
The following conditions should always be checked when
uneven tire wear, is encountered and in the order listed.
1. Tire pressure.
2. Wheel bearings.
3. Brakes
4. Wheel and tire balance.
5. Front wheel alignment.
WHEEL BEARINGS
Loose or worn wheel bearings, permitting the wheel to
wobble, will cause scuffing of tires or even permit brakes to
drag intermittently.
FRONT WHEEL BEARING
ADJUSTMENT
1. Jack up the wheel so that it will revolve.
2. Remove outer and inner hub caps.
3. Remove cotter pin and turn nut to the right sufficiently to
insure that parts are properly seated and then back off the
nut until a slight drag is felt when turning the wheel by hand.
4. Loosen the nut sufficiently to allow the wheel to turn
freely.
5. Insert cotter key and clinch it.
6. Install inner and out hub caps and lower car to the floor.
BRAKES
Dragging brakes and particularly with eccentric drums
will cause spotty wear. Be sure the brake backing plates are
mounted securely on the spindles.
If the above checks fail to reveal the cause of the tire wear,
a complete alignment test should be made.
WHEEL AND TIRE RUN-OUT
Wheel and tire assemblies which are eccentric or
run-out excessively will cause premature tire wear.
Lateral run-out or trueness of the wheel can be
checked with a gauge and a piece of chalk.
The allowable run-out or eccentricity is 1/16". More
than this should be corrected.
Mark the spot on the wheel or tire were the most
run-out occurs and if it is found necessary to check
caster or camber, the place where the chalk mark is
should be placed toward the front of the car, and in
checking toe-in it should be placed at the top of the tire.
DISMOUNTING TIRES
Deflate the tube completely. Stand on the tire with
both feet to force the bead away from the rim. Push the
valve stem back into the tire. With two tire tools inserted'
about eight inches apart between the bead and the
rim. BE CAREFUL NOT TO PINCH THE TUBE
WITH THE TOOLS. With one tool in position, move
the other tool around the rim and remove the remainder
of the bead. Then remove the tube.