Toyota Tire and Wheel

Technician Handbook
453 Suspension, Steering and Handling
Technician Objectives 1. Explain the importance of proper inflation pressure and how to
inspect both inflation pressure and tread depth.
2. Explain the two types of tire pressure monitoring systems.
3. Identify the two types of tire pressure sensors.
4. Identify the eight most common uneven or irregular treadwear
patterns and list several causes for each.
5. Describe the recommended rotation pattern and interval for a
given tire/wheel assembly.
6. Explain the difference between static and dynamic wheel balance
and the methods for correcting each.
7. Explain the difference between radial and lateral runout and
describe the methods for measuring at both the tire, wheel, and
hub or axle.
8. Explain the TPMS threshold pressure change with inflation
pressure and perform tire pressure compensation using
Techstream
Technical Training 19
Technician Handbook
Tire and Wheel Service The service of automotive tires and wheels can be divided into
Procedures individual subsections.
1. Inflation Pressure – Tire Pressure Monitoring Systems
2. Treadwear and rotation
3. Uniformity – weight (balance), dimension (runout), and rigidity
(radial force variation).
4. Replacement and repair
Each of these areas influence both the safety and handling of an

automobile. In this section, we will address the proper procedures
and general guidelines for service in each of these areas.
Inflation Pressure Proper care and service of automotive tires begins with inflation
pressure. The air inside the tire supports the weight of the vehicle
and must be at the correct inflation pressure to ensure:
• Acceptable tire life
• Safe and predictable handling
• Expected fuel economy
20 Technical Training
Technician Handbook
Tire Placard and Recommended tire pressures vary depending upon tire size and application.
Certification Label Specifications for inflation pressure can be found on the Tire and Loading
Information label located in the driver’s door “B”-pillar. Maximum load values
are also listed on this label.
Recommended inflation pressures can also be found in the Owner’s Manual

and the Repair Manual. For maximum tire life and the best overall ride quality,
the tires should be inflated to specification.
NOTE Do not inflate the tires to the specifications listed on the tire sidewall. The
pressure listed on the sidewall is for maximum load conditions only, not for
normal operation.
Inspection Since tires are not completely airtight, customers should inspect the tire
inflation pressures every two to four weeks. Technicians should inspect the
inflation pressures each time the vehicle is serviced.
Do not rely on a tire’s visual inspection as an indication of inflation pressure.
Inflation pressure is specified for cold tires; meaning the vehicle has not been
moved for at least three hours or has been driven less than one mile.
DO NOT reduce the pressure of warm tires. This will cause the pressure to be
low when the tires are cold.
Always be sure to replace the valve stem caps to prevent contaminants from
damaging the air valve and to help retain small amounts of air that may leak
past the valve.
The tire inflation pressure should always be the first inspection made when
attempting to diagnose a handling complaint.
Technician Handbook
NOTE In accordance with FMVSS 110, the “Tire and Loading Information”
placard (located at the driver’s door jamb) must be revised if the vehicle
weight capacity, seating designations, and/or tire size is changed. The
upfitter is responsible for updating the placard if equipment the upfitter
installs or modifications the upfitter makes renders the existing tire placard
on the vehicle inaccurate.
Technician Handbook
Direct Sensing Tire Tire Pressure Monitoring Systems is the Federal term used to identify systems
Pressure Monitoring that monitor vehicle tire pressure. Most Toyota publications refer to this system
Systems as the Tire Pressure Monitoring System.
Two types of tire pressure monitoring systems are found on Toyota vehicles:
• Direct sensing – input received from tire pressure sensors
• Indirect sensing – input received from wheel speed sensors
A direct-sensing tire pressure monitoring system uses radio wave signals from
the tire pressure sensors located in the wheels. Signals are received via the
tire pressure monitor receiver with antenna and transmitted to the Tire
Pressure Monitor ECU. If the tire pressure is below a threshold value, the
ECU alerts the driver by illuminating the low tire pressure warning light. On
models with a multi information display, it also illuminates the master warning
light, displays a warning message and sounds a buzzer.
Each tire pressure sensor transmits tire pressure data and a unique
identification code. The Tire Pressure Monitor ECU can determine from the
identification codes whether the signals came from its own tires.
The Tire Pressure Monitor ECU exchanges necessary information with other
ECUs, and has a has a self-diagnosis function to alert the driver if a problem
is detected.
On many models the Tire Pressure Monitor ECU can register two sets of
identification codes for two sets of tires. This enables the owner to maintain a
set of tires for winter use and another set for normal use without having to
remove and re-install tire pressure sensors whenever the tires are changed. A
tire select switch allows the owner to indicate which set is installed.
Technician Handbook
Tire Pressure Monitor In models with a multi-information display, current tire pressure values for
System Display all tires can be displayed by pressing the “DISP” switch on the steering
wheel. Tire pressures are displayed in a random sequence in increments
of 1 psi.
When the ignition is turned on (or during initialization), “CHECKING”

messages are displayed until a tire pressure signal is received from each
transmitter.
Technician Handbook
Tire Pressure Sensors The tire pressure sensor is integrated in the air valve and operates
with a lithium battery, which lasts approximately 10 years. Each
sensor has a built-in semi-conductor to directly measure and transmit
the inflation pressure and temperature of the tire, as well as the
battery’s state of charge.
The type of tire pressure sensor shown above uses a seven-digit ID

number to identify each specific sensor. In addition to the pressure,
temperature and battery charge information, the tire pressure
sensor’s ID code is also transmitted to the Tire Pressure Monitor
ECU. The ID code enables the TPMS ECU to determine that the data
received came from its own tires, not those on another vehicle.
If the battery voltage drops, the Tire Pressure Monitor ECU stores a
DTC in its memory. If the voltage drops even further and the sensor
stops working, the Tire Pressure Monitor ECU stores a DTC in
memory and illuminates the tire pressure warning light to alert the
driver.
Technician Handbook
Tire Pressure Sensors • If the lithium battery is depleted, replace the entire tire pressure
Service Tips sensor assembly.
• Replacement tire pressure sensors are in sleep mode to prevent
the battery from depleting before it is installed. After the sensor is
installed, inflating the tire to the specified pressure cancels the
sleep mode.
• Refer to the Repair Manual procedures when replacing tires or
installing a tire pressure sensor in the wheel. Failure to do so could
damage the pressure sensors.
• When removing the sensor for service, new grommets should
be installed.
Technician Handbook
Tire Select Switch Some owners keep a second set of tires and wheels for winter
driving. Under normal circumstances, when the tires are changed
between seasons, the tire pressure sensors have to be moved from
one set to the other.
When the vehicle is equipped with a tire select switch, however,

sensors for two sets of tires can be registered in the TPMS ECU and
the switch can be set to indicate which set is installed.
TPMS Direct Sensing Reset The direct sensing Tire Pressure Monitor ECU can be initialized
Procedure as follows:
1. Adjust all tires to the standard air pressure, as indicated on the tire
loading information label on the vehicle.
2. Select the main or second tire set with the tire select switch.
3. Turn the ignition switch to the ON position with the engine off.
4. Press and hold the tire pressure reset switch until the warning light
blinks 3 times, then turns off.
5. Leave the key ON for at least five minutes.
6. Check that the threshold pressures have updated on the
Techstream data list.
If the vehicle does not have a reset switch, then threshold pressures
are set when the transmitter IDs are registered.
Technician Handbook
TPMS Tools
Techstream Techstream is necessary for reading transmitter data and registration ID’s,
performing diagnostics, and clearing DTCs.
All the currently registered transmitter IDs are displayed in the data list.
SERVICE TIP An ECU error or some service procedures can erase the registered
transmitter IDs. Before servicing the TPMS, write down the transmitter IDs.
TPWS Tester Tire Pressure Warning System Tester reads signals from a transmitter
mounted inside the tire and displays:
• Transmitter ID
• Tire pressure
• Tire temperature
• Battery charge
By directly reading transmitter signals, you can also quickly verify if a

transmitter is functioning properly or not, greatly reducing diagnosis time.
NOTE It may take up to 70 seconds for the tester to receive a signal from the
transmitter.
Pressure Gauge An accurate tire pressure gauge is necessary to set tire pressure as the
threshold pressure is based on set pressure.
Technician Handbook
ID Registration The TPMS ECU needs the sensor IDs to:

• Prevent reading signals from adjacent vehicles
• Identify which sensor is detecting low tire pressure or a
transmitter fault
Technician Handbook
Lost Communication When attempting to register transmitter IDs, a “lost communications

with the vehicle” error sometimes occurs making it necessary to reset
the TPMS ECU.
• With the key in the IG-ON position, connect TC and CG of the
DLC3 for at least 30 seconds. (Check the Repair Manual or
service bulletins for the correct terminals for the vehicle you are
working on. For example: 2006 to 2007 Land Cruiser, connect TC
and E1 of DLC1.)
• After 30 seconds, remove the jumper wire and plug in
Techstream to begin ID registration.
NOTE This procedure erases registered transmitter IDs. Always copy down
IDs before attempting registration.
Technician Handbook
TPMS Calculator Utility Beginning with Techstream v5, the Tire Pressure Calculator Utility
calculates compensation pressures for the front and rear tires based on
tire and ambient temperature conditions. The purpose of the calculator
is to provide compensation pressures that can be used for tire pressure
adjustment to prevent the tire pressure warning indicator light from
illuminating due to cold weather. Compensation pressure values are
displayed on the Health Check Results screen. (Additional details are
contained in TSB-0345-08).
To access the Compensation Tire Pressure Calculator, perform the

Health Check function from the System Select menu. In the Health
Check ECU Selection menu, check the box next to "Compensation Tire
Pressure." This will open the Tire Pressure Calculator Utility before the
Health Check function begins. In the results screen, values for
compensated tire pressure are listed.
NOTE If the Health Check is performed before the tire pressure sensors “wake
up,” the results screen may be incorrect and display negative numbers.
Generally, it will take up to three minutes from the time the ignition
switch is turned ON for all sensors to display correct information.
Technician Handbook
NOTES:
Technician Handbook
Tire Pressure Tire pressure increases and decreases with tire temperature. As the
Compensation air in the tire becomes warmer, tire pressure increases. As the
temperature in the tire becomes colder, tire pressure decreases.
If the tire pressure is set when the tire is warm, then when the tire
cools off, the pressure will drop. If the tire pressure is set when the
tire is hot or if the outdoor temperature becomes very cold, the
pressure drop due to tire cooling can cause the tire pressure warning
light to come on.
T-SB-0345-08 Rev2 describes Tire Inflation Pressure

Compensation and Adjustment to account for pressure variations
due to variations in tire temperature. The procedure calls for first
initializing the TPMS ECU with the tires set to their normal pressures.
After initialization, the tire pressure is increased to account for either
a hot tire, very cold outdoor temperatures, or both.
The chart above (and in the TSB) specifies how much air should be
added according to tire and ambient temperatures.
Technician Handbook
Indirect Sensing TPM The indirect-sensing type of tire pressure monitoring system was
System introduced on models such as the ’04 – ’05 Highlander, RAV4,
Sienna, Solara, and ’05 Scion tC.
This system uses the Skid Control ECU with integrated Tire Pressure
Monitor ECU to monitor the fluctuations in the wheel speed signals
and informs the driver if it detects a tire with low pressure.
This system uses two methods:

• A relative wheel speed difference, and determines a tire with low
pressure according to the conditions of each wheel.
• A resonance frequency method, which determines a tire with low
pressure from all four wheels.
If either method determines a tire with low pressure, the low tire
pressure warning light is turned on in the combination meter and on
models with multi-information display the master warning light will
illuminate, a warning message will display and the buzzer will sound.
Technician Handbook
Function of Main Skid Control ECU with Integrated Tire Pressure Monitor ECU – Detects a
Components low pressure in the tires based on signals from the speed sensors. When a low
tire pressure is detected, this ECU turns ON the low tire pressure warning light.
Speed Sensor – Detects the speed of each wheel.
Low Tire Pressure Warning Light - Turns on in accordance with the

illumination signal from the Tire Pressure Monitor ECU to inform the driver of
the low tire pressure.
Tire Pressure Monitor Reset Switch – This switch starts the system
initialization mode after a tire has been replaced.
Stop Light Switch – Detects that the brake pedal has been depressed and
transmits a signal to the Tire Pressure Monitor ECU. At this time the Tire
Pressure Monitor ECU prohibits the low tire pressure adjustment operation.
Ambient Temp. Sensor (for A/C System) – Signals from this sensor are used
as correction data for determining a low tire pressure.
Service bulletins and the Repair Manual provide the proper procedures for
normal maintenance re-initialization of the indirect Tire Pressure Monitoring
System (TPMS). When performing service that requires tire rotation or tire
replacement, suspension component replacement or alignments, the Tire
Pressure Monitoring System must be re-initialized.
During initialization, the Tire Pressure Monitoring System, located within the
ABS or Skid Control ECU, learns the tire sizes from rotational speeds and
resonance frequencies.
If the initialization of the Tire Pressure Monitoring System is not conducted

correctly, the low tire message indicator on the combination meter display may
illuminate without a noticeable change in tire pressure. Always initialize the
system using the procedures listed in the repair information.
Technician Handbook
Indirect Cautions The following factors may cause the tire pressure monitoring system
to not operate properly.
Vehicle Conditions • Different sizes or types of tires are used simultaneously

• Spare tire, snow tires or chains are used
• One of the tires on the vehicle is extremely worn or new
• Using tires with sizes outside of the specified range
• Vehicles equipped with an LSD system
Driving Conditions • Vehicle speed is less than 30 km/h (19mph)

• When towing
• When climbing steep hills
• When turning
• Sudden increases or decreases in speed
Road Conditions • Unpaved roads

• Extremely rough roads
• Slippery roads (snow, ice, dirt, or wet roads)
Temperature Conditions • Ambient temperature is lower than 0 °C or higher than 40 °C
Technician Handbook
Treadwear The service life of a tire depends primarily upon treadwear. As a tire’s tread
surface wears, its traction capability decreases, along with the safety and
handling performance of the vehicle. For this reason, the amount of tread
remaining on a tire should be inspected whenever a vehicle is brought in for
service or when a customer has
a handling concern.
Tread Depth Tread depth is the measured distance from the outer tread surface to the
tire body plies. The best way to measure tread depth is with a tread depth
gauge. Measure in four places across tread to check for unusual or irregular
treadwear before the tire is completely unusable. If you can see the
indicators in two or more adjacent grooves, the tire should be
replaced.
• On tires for dry or all season conditions, the minimum allowable tread
depth is 2/32” or 1.6 mm.
• For snow tires, the minimum tread depth is increased to 5/32” or 4 mm.
Treadwear indicators (TWI) generally appear when the tread surface wear
nears its minimum. Treadwear indicators are solid bars of rubber, usually
about 12 to 15 mm in width that appear across the tread surface at equal
distances. Small arrows on the sidewall near the tread mark the locations.
(delete) Tire replacement is required when a treadwear indicator crosses
two or more rows or grooves of tread.
NOTE The treadwear should also be fairly equal among the tires on the same
axle. An excessively worn tire will have a smaller rolling diameter and may
induce a pulling complaint.
Technician Handbook
Tire Visual Inspection Prior to performing any tire related service, such as rotation or the diagnosis of
handling complaints, tires should be inspected for any of the following:
• Irregular or abnormal treadwear
• Tread separation
• Ply or sidewall separation
• Road hazard or impact damage
• Wheel damage and bead seating
NOTE Large bulges or blemishes indicate separation of the tire plies. This type of condition is
usually caused by an impact or construction problems and the tire should be replaced.
A slight waviness of the sidewall on a radial tire does not necessarily indicate a
problem. Some surface imperfections are a result of the radial ply design.
Types of Treadwear Treadwear is classified into one of three general categories:

• Normal – even wear across the entire tread surface around the entire
circumference of the tire.
• Uneven – wear localized to one area of the tread surface that is consistent around
the entire circumference of the tire.
• Irregular – localized or spotty treadwear that is not uniform around the
circumference of the tire.
Maintaining normal treadwear throughout the life of the tire requires:

• Maintaining proper inflation pressure
• Rotating the tires regularly
• Maintaining the proper wheel balance
• Maintaining the correct wheel alignment
Inspecting tire wear and understanding how different conditions can result in different
tire wear patterns can be valuable when diagnosing handling or tire wear concerns.
Technician Handbook
Tirewear Patterns and Descriptions
Wear Pattern Description Causes
#1 Normal The #1 mold in the Master Tread Cast Set N/A

00401 illustrates normal treadwear. Wear is
evenly distributed from side to side and around
the circumference of the tire.
#2 Underinflation Underinflation wear is described as excessive • Low inflation pressure

tread wear at both the inside and outside edges • Consistent overloading
of the tire. With too low an inflation pressure the • Lack of regular tire
tread surface becomes concave and a greater rotation
load is placed on the edges of the tread than on
the center.
Some shoulder/edge tread wear is typical on

the front tires of FWD cars as a result of the
forces created when turning and weight
distribution on these vehicles. Proper tire
rotation will generally minimize this wear.
#3 Overinflation Overinflation, or wear at the center of the tread • High inflation pressure
only, is characteristic of excessive inflation • Lack of regular tire
pressure. The high inflation pressure results in rotation (rigid axle)
a convex tread surface in which the center of
the tread bears the greatest load.
The rear tires of trucks and other rigid axle

vehicles may exhibit similar wear, however
regular rotation should minimize this effect.
#4 Shoulder Wear Individual shoulder wear describes excessive • Toe error

tread loss from one shoulder of a tire. This • High-speed cornering
wear can occur at one or both tires on an
axle pair.
Wear at both outside shoulders of the front tires

is a characteristic of excessive toe-in with radial
tires or excessive high speed cornering.
Wear at both inside shoulders of the front tires

is characteristic of excessive toe-out or
insufficient toe.
Technician Handbook
#5 Feather Wear Feathered wear is best defined as a saw tooth • Toe error
pattern across the tire’s tread surface, generally • Turning angle errors
caused by toe errors. This error forces the tire to
slip sideways as the vehicle moves forward.
Excessive toe-in results in tread that is laid

inward toward the center of the vehicle and toe-
out results in tread that is laid outward from the
center of the vehicle. Excessive toe-out
produces feathered wear in the other direction.
Individual tires showing a feathered edge may

indicate a turning angle problem (toe-out on
turns).
#6 Edge Wear Edge wear or shoulder wear that retains a sharp • Camber error
edge where the tread meets the sidewall, is • High caster/urban driving
characteristic of camber error. As the tire is • Lack of regular tire
tilted, one side of the tire actually turns faster rotation
than the other; resulting in tread slippage and
rapid wear.
Tread wear at the inside edge alone indicates

excessive negative camber and tread wear at
the outside edge alone indicates excessive
positive camber. Vehicles with high positive
caster may exhibit this type of wear at both tread
edges from primarily urban driving.
#7 Heel and Toe Heel and toe wear describes partial wear of • Soft tread compounds
Wear individual tread blocks, appearing as sawtooth • Tread block squirm (lack
wear in the direction of tire rotation. The tread of rigidity, all season tires
blocks slip momentarily as the tread leaves the most common)
pavement. As the leading edge of the tread • Lack of regular tire
block leaves the pavement the trailing edge or rotation
heel cannot resist the force applied to it and
slippage results.
This wear pattern is most common on non-drive

wheels and can often be corrected by more
frequent rotation.
Technician Handbook
#8 Diagonal Wear Diagonal wear describes a cupping-like • Rear toe/thrust error

condition which appears diagonally across the • Soft tread compounds
tread surface. When operating at high slip • Tread block squirm
angles, the entire tread surface cannot resist the
twisting forces applied to it and slippage occurs
much like heel and toe wear. In fact, heel and
toe wear may degenerate into diagonal wear.
It is important to note that diagonal wear is not

the same as cupping. Tire balance and shock/
strut problems will not cause this wear pattern.
Similar to heel and toe wear, diagonal wear is
most likely to occur on non-drive wheels.
Cupping Wear Cupping describes spotty or localized wear • Wheel balance and
caused by tread slippage at regular intervals. runout
Anything that causes the tire’s tread to wobble • Worn or loose
or move as it contacts the road surface may suspension components
cause cupping. (shocks, struts, ball
joints, wheel bearings)
• Worn or loosed steering
components
• Brake problems
• Tire flat spot or internal
problem
Technician Handbook
Tire Rotation To maintain a normal treadwear pattern, regular tire rotation is necessary.
Each wheel position on the vehicle influences tread wear differently. The
forces of turning, acceleration, coasting, and braking create wear at
different locations across the tread surface. Regular rotation is the only
method to equalize these variations and ensure acceptable tire life.
Under normal conditions, tires should be rotated every 5,000 miles. Driving
styles and conditions may require even more frequent rotation to optimize
tread wear. Once the tire has developed uneven or irregular tire wear,
rotation will not generally correct the condition and it will be necessary to
replace the effected tires.
Tire rotation patterns may vary among models and it is important to

follow the correct pattern. Toyota recommends a front to rear rotation for
most models.
Since directional wheels, directional tires and tire size differences between
the front and rear of the vehicle may limit or restrict rotation, it is best to
refer to the Repair Manual or the Owner’s Manual for each model.
The following precautions should always be followed during a tire rotation:

• Unidirectional tires or wheels must be kept on the same side of the
vehicle, left or right.
• When non-directional tire or wheel sizes vary front to rear, they should
only be rotated on their axle.
• Always reset the cold tire pressure after a rotation.
Only full size spares can be included in the rotation. Do not include the
temporary spare (T-type).
Technician Handbook
Wheel Balance It is essential that a tire and wheel be properly balanced in order to
maintain smooth operation. An out of balance tire and wheel
assembly can cause excessive tire wear and steering and
suspension component wear.
Two major effects of imbalance are:

• Wheel tramp – The tire and wheel vibrate up and down on the
road surface. This condition is caused by a static imbalance.
• Wheel shimmy – The tire and wheel shakes from side to side.
This condition is caused by a dynamic imbalance.
For maximum tire wear and ride quality, the tires must be in static and
dynamic balance.
Technician Handbook
Static Imbalance Static balance refers to an even weight distribution around the
wheel’s axis of rotation. Imbalance occurs when the weight of the
wheel is not equally distributed around its center.
If the wheel is raised above the ground and at rest, the heaviest point
will seek the lowest position as a result of gravity. If the wheel is spun
several times and always comes to stop in a different position, it is
statically balanced. However, if the wheel always stops in the same
position, the tire and wheel are statically imbalanced.
As the wheel rotates on the road, centrifugal force is applied outward

from the wheel’s center in all directions. The heavy spot of the wheel
creates a greater centrifugal force than the rest of the wheel. The
centrifugal force increases as the wheel speed increases. The
increased centrifugal force attempts to move the wheel away from its
axis of rotation, creating a radial or vertical vibration known as wheel
tramp.
Effect of Static Imbalance A statically unbalanced wheel may actually leave the road surface
momentarily as it rotates causing the contact patch of the tire to lose
traction. Upon returning to the road, the tire actually skids along the
road surface as it regains traction. Each time this happens, small
areas of tread wear are created. This wear develops into a wear
pattern called cupping.
The vertical vibration created by static imbalance is transmitted to

the passenger compartment through the spindle or axle, suspension,
and steering wheel.
Technician Handbook
Correcting Static Imbalance Correcting any imbalance condition, involves a counteraction of force.
The force which creates the vibration must be compensated for by an
equivalent force opposing it. In the case of a static imbalance, placing
the same amount of weight 180 degrees opposite the heavy spot
counteracts the force and the vibration that it creates. This balances
the wheel in the vertical plane only.
By dividing the counterweight between the left and right sides of the
wheel centerline, balance is corrected in the vertical plane only,
without inducing any dynamic imbalance (horizontal plane).
Technician Handbook
Dynamic Balance Dynamic balance is defined as an even distribution of weight in a

wheel’s horizontal plane. Dynamic imbalance occurs when the weight
of the wheel is not evenly distributed between the left and right sides
of the wheel’s centerline. This imbalance may not be noticeable with
a wheel at rest. A wheel that is balanced statically may or may not be
balanced dynamically.
Technician Handbook
Effects of Dynamic As the wheel rotates, the heavy spot or imbalance weight creates a
Imbalance side to side force that attempts to align itself with the wheel
centerline. For each complete rotation of the wheel, the heavy spot
attempts to move the wheel twice, once to the left and once to the
right. This back and forth motion is transmitted to the spindle and the
steering linkage resulting in a shimmy vibration.
Technician Handbook
Counteraction of Force Dynamic or two-plane balancing involves correcting the dynamic

imbalance condition as well as correcting any static imbalance.
Balance is achieved by placing a counterweight 180 degrees opposite
the imbalance and on the same side of the wheel.
NOTE Generally, both sides of the tire/wheel centerline will require some
counterweight to properly correct both static and dynamic imbalance.
Technician Handbook
Correcting Dynamic Measurement and correction of wheel imbalance involves identifying

Imbalance how much counterweight is needed and where it should be placed. As
static imbalance has a more pronounced Influence on the vehicle than
dynamic imbalance, simple bubble balancing was considered accurate
enough for many years. With increased vehicle speeds and heightened
customer sensitivity to vibration, it is necessary to correct both static
and dynamic imbalance.
Dynamic off-car wheel balancing corrects imbalance in both the

horizontal and vertical directions. This will in most cases, eliminate
nearly all vehicle vibrations caused by the tire and wheel assemblies.
A dynamic, off-car balancer spins the wheel and measures the

magnitude and direction of the vibration caused by the tire and wheel.
To determine the amount and placement of the proper counterweight,
the balancer must be programmed with three values:
• Wheel width
• Wheel diameter
• Distance from the balancer to the inside rim flange (wheel offset)
These dimensions provide the location of the two planes or the circles
where the counterweights will be mounted. After spinning the wheel,
the machine can now pinpoint the exact amount and placement of
counterweights that will eliminate both horizontal and vertical
vibrations.
NOTE A wheel that will not balance or requires weight at different locations
every time the wheel is spun may have water trapped.
Technician Handbook
Tire and Wheel Runout Runout is defined as a fluctuation or variation in dimension as an

object rotates. The circumference of a tire and wheel is not
necessarily a perfect circle. Minor construction and mounting
variations can result in a slight eccentric shape, a somewhat twisted
shape or both. Excessive runout typically appears to the customer as
a vibration caused by wheel imbalance.
Runout is described as either radial or lateral.
Radial Runout Radial runout is a change in the distance from the wheel center to the
wheel flange or tire tread. This results in a vertical (up and down)
movement of the tire and wheel assembly as it rotates. Excessive
radial runout of the tire/wheel assembly creates wheel tramp much
like static imbalance.
Lateral Runout Lateral runout is a change in distance from the wheel centerline to
the outside edge of the tire or wheel along the axis of rotation. This
dimensional variation results in horizontal (side to side) movement of
the wheel assembly. Shimmy complaints may result from excessive
lateral runout of the tire or wheel.
Technician Handbook
Inspecting Runout Tires, wheels, and hubs cannot be manufactured perfectly round and
every one of these components has some acceptable runout. Only
when a complaint level vibration is confirmed or a wheel requires
excessive weight to balance, should runout be considered a possible
problem. Runout inspections should begin at the tire and move
inward towards the hub or axle until the cause of excess runout is
located.
Technician Handbook
Amplifying Runout Lateral runout at the center of a rotating mass is amplified at the outer
edges. For example, small amounts of lateral runout at the axle or hub
will actually appear as larger amounts of lateral runout when measured
at the edge of the wheel or the tire’s tread. For that reason, maximum
lateral runout specifications are smaller the closer the measurement is
made to the center of the rotating mass.
Runout Stacking If the radial runout of each component (i.e. hub, wheel and tire) is
aligned (stacked), the combined runout can be excessive. Distributing
the runout of individual components in different directions (called phase
matching) can reduce the total runout to within tolerances. In the
example shown, all three individual radial runouts are at service limits.
When stacked on top of each other, they are likely to result in a
vibration complaint. Aligning the runouts so that they are out of phase
may cancel out this effect.
Technician Handbook
Phase Matching Simply removing and remounting the wheel on the hub or axle can
often reduce excessive runout. Ensuring the wheel-mounting surface
is clean and free of surface debris or imperfections will often lower
runout to within an acceptable value.
If runout is still excessive after remounting the wheel, it may be

necessary to perform a phase matching of the tire onto the wheel.
Phase matching describes placing the maximum runout positions of
the tire and the wheel 180 degrees apart to minimize the total runout
of the complete assembly.
Technician Handbook
Radial Force Variation RFV is a fluctuation in the vertical force acting upwards toward the tire's
center (parallel to the tire's radius). When a tire’s contact patch meets
the road surface, its sidewall flexes absorbing road forces much like a
spring. The rigidity of the tire sidewall varies slightly around the
circumference of the tire. This variation in sidewall rigidity is influenced
by many factors; tire construction, material distributions, and in some
cases, radial runout. Radial Force Variation (RFV) is the term used to
describe these variations in sidewall rigidity.
All tires have some amount of RFV but in most cases this does not result
in significant vibration. Excessive radial force variation, however, will
deflect the spindle upward as the stiffest area of the tire meets the road
surface. The force transmitted to the suspension by this rigid spot then
creates a wheel tramp vibration, much the same as static imbalance.
RFV can be measured in the shop with specialized equipment, such as

the Hunter GSP 9700 Wheel Balancer®, which allows RFV
measurement to be selected as part of the wheel balance. RFV is
calculated by loading the tire with up to 1400 pounds of force as the
wheel turns slowly. Runout of the wheel can also be measured on the
wheel balancer to identify the low spot. To minimize the effect of RFV,
align the tires maximum RFV with wheel’s minimum radial runout.
When you don’t have the proper equipment to measure RFV, vibration
problems resulting from RFV should be considered only after all other
possible causes of tire/wheel related vibration have been eliminated.
These other causes include wheel balance; tire, wheel, hub and axle
runout; and suspension and steering component wear.
Technician Handbook
RFV Phase Matching Toyota tires and wheels are factory assembled to minimize the effects
of RFV. All OEM wheel assemblies are phase matched to align the
tire’s point of maximum RFV with the wheel’s point of minimum radial
runout.
Color dots on tires, are used during the assembly process to align the
tire and wheel for phase matching. Different color dots have different
meanings depending on the tire manufacturer. Do not assume that
each color dot has the same meaning.
The following is a list of how tire companies do or do not mark

their tires:
• Some mark all their tires.
• Some do not mark their tires at all.
• Some use markings per their own company standards.
• Some mark the tire where the OE vehicle supplier wants
them marked.
• Some mark their tires with the OE marks and combine them with
their own marks.
Technician Handbook
Replacement and Proper replacement tire selection and correct repair methods are
Repair critical to maintaining vehicle performance and safe operation.
Passenger car and light truck tires have performance properties that
may change over time. Factors such as weather, storage conditions,
and usage conditions all impact the service life of any tire. Regular
inspections and inflation pressure monitoring by the customer is
important. Regular inspection by a qualified tire specialist, should be
done to assess the tire's suitability for continued service. Customers
are encouraged to be aware of their tires' visual condition and inflation
pressure but also of any change in dynamic performance as possible
indicators that the tires may need to be removed from service.
Replacement Guidelines The following information details replacement tire selection.

• As tread depth reaches the minimum allowable point of 2/32” or
1.6 mm, the tires must be replaced.
• Tires which have been in use for 6 years or more need to be
inspected by a specialist.
• When selecting replacement tires for Toyota vehicles, always
install tires of an equal or greater load and speed rating than
original equipment. The Toyota Retail Tire program can assist the
customer by offering an appropriate tire replacement.
• Never mix tires of different construction types (radial and bias).
All current Toyota vehicles are designed to operate with radial tires
and replacement tires should always be of radial ply design.
Technician Handbook
Replacement Guidelines • To maintain consistent acceleration, cornering and braking

(cont’d) forces; replace all four tires as a set. If this cannot be done, the
tires should at least be replaced as a pair per axle. The only
exception to this would be in the case of damage. In this case the
replacement decision should attempt to maintain nearly
equivalent tread on both tires of an axle.
• Replacement tires should also maintain the same rolling
diameter for each tire/wheel assembly on axle pairs. This is
necessary to prevent handling problems as well as accelerated
differential wear.
• For safety and handling, studded snow tires must be installed
on all four wheels of front wheel drive vehicles. Rear wheel
drive models may have studded snow tires installed on the rear
axle only.
Note that the Toyota Complete Maintenance Care Program can be

contacted at 866-460-TCMC (8262) about the national program that
consolidates tire scrapping services (see PANT 09-56 for additional
details).
Technician Handbook
Installation Guidelines Proper installation of the wheel onto the vehicle is as important as the
mounting of the tire to the wheel. The lightweight wheels, hubs, and
brake rotors used on any vehicle can be easily warped by improperly
torquing the wheel nuts.
• The proper torque sequence and correct torque value must
be followed to prevent the creation of excessive runout.
• Always follow a star pattern when tightening wheel nuts.
• Tighten all wheel nuts in two steps; first, using a torque
wrench, tighten to half of the specified torque value and then
tighten to full torque.
NOTE When removing wheels be sure to mark the stud closest to the
valve hole to retain any phase matching or on-car balance.
Technician Handbook
Mounting and Dismounting Specific procedures for proper tire mounting and dismounting will vary
between center post and rim clamp tire changing machines. Several
cautions should be followed when removing and installing tires, or
breaking down tires to rotate them on the wheel.
• Always remove the valve stem core to ensure complete deflation.
• If equipped with a TPMS sensor, remove the nut and grommet
securing the transmitter and allow it to drop inside the tire before
breaking the bead.
• Rim clamp type machines are recommended to prevent damage to
the lightweight wheels used on many vehicles.
• Beads must be lubricated with a tire soap or bead lubrication
solution to prevent damage. Conventional soap and water may not dry
and the tire may shift on the rim canceling the effect of balancing or
phase matching. Do not use petroleum products, antifreeze, or
silicone as a lubricant.
• Replace rubber valve stems and fit kits on tire pressure sensors
when replacing tires. The rubber used for the stem and the valve
assembly itself has an equivalent life to that of the tire.
• Remove wheel weights and clean both bead seats with a wire brush.
Inspect the bead seats and wheel flanges for damage, replace the
wheel if damaged. Do not attempt to straighten damaged wheels.
Technician Handbook
Precautions For proper tire mounting here are several precautions that should be
followed when installing tires.
• Installing the lower tire bead: Position the wheel on the
mounting machine with the TPMS sensor in the shaded area
as shown in the illustration (sensor in shaded area of Figure
at ~ 7 o'clock position with Mount/dismount head at 12
o'clock). If the sensor is positioned outside this area, the tire
bead may interfere with or cause damage to the sensor.
• Installing the upper bead: Re-position the wheel on the

mounting machine with the sensor at ~ 5 o'clock position
(shaded area in the Figure).
• Inflate the tire to 40 psi maximum when seating the beads.

Never exceed 40 psi. If the bead will not seat, deflate the tire and
try again. Do not stand over the tire/wheel assembly when
seating the beads. Retighten the nut to the specified torque
and then check for air leaks.
• After the bead is seated, allow the tire to deflate and install the
valve core. Inflate the tire to the required cold inflation pressure
for the vehicle. Verify that both beads are seated uniformly.
• Wheels should always be dynamically balanced after mounting.
NOTE These precautions may vary based on the type of tire changing
machine.
Technician Handbook
Run Flat Tires For run flat tires, a safety bead is required on both sides of the rim.
Because of the stiffness of the sidewalls and the added air pressure
needed to seat the bead during tire installation, a safety cage is
recommended when mounting run flat tires.
Technician Handbook
Tire Repair Guidelines In most cases, a tire that has gone flat can be easily repaired. The location
and extent of damage will determine the tire’s serviceability.
Acceptable repairs include:

• An improperly seated bead can be repaired by deflating the tire and
remounting it on the rim.
• A puncture of up to 3/16” in diameter can be safely repaired within the
tread area only.
• Tires with speed ratings of S or greater should not be repaired
within 1/2” of the tire sidewall.
Do not repair a tire which meets any of the following conditions:

• Tread worn to 1.5 mm or less
• Damage areas within 40 centimeters of each other
• Sidewall or tread ply separation
• Bead damage
• Sidewall punctures or cuts
• Excessive rubber cracking which reaches the carcass
For a safe and proper repair, punctured tires must be removed from the
wheel for internal inspection and repair. Toyota does not recommend
repair methods such as aerosol “Flat Fix”, outside-in or tire plugs.
These methods are only emergency or temporary repairs that can create
wheel balance problems.
NOTE • Some aerosol repair compounds are highly flammable. Exercise extreme
caution when servicing a tire which may contain these compounds. Work
in a well ventilated area and be very cautious when breaking the bead.
• If a Puncture Repair Kit was used, always dispose of the tire properly.
Technician Handbook
Use this space to write any questions you may have for your instructor.
NOTES:
Technician Handbook
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Technician Handbook

453 Suspension, Steering and Handling

Each of these areas influence both the safety and handling of an

Recommended inflation pressures can also be found in the Owner’s Manual

Do not rely on a tire’s visual inspection as an indication of inflation pressure.

When the ignition is turned on (or during initialization), “CHECKING”

The type of tire pressure sensor shown above uses a seven-digit ID

When the vehicle is equipped with a tire select switch, however,

By directly reading transmitter signals, you can also quickly verify if a

ID Registration The TPMS ECU needs the sensor IDs to:

Lost Communication When attempting to register transmitter IDs, a “lost communications

To access the Compensation Tire Pressure Calculator, perform the

T-SB-0345-08 Rev2 describes Tire Inflation Pressure

This system uses two methods:

Speed Sensor – Detects the speed of each wheel.

Low Tire Pressure Warning Light - Turns on in accordance with the

If the initialization of the Tire Pressure Monitoring System is not conducted

Vehicle Conditions • Different sizes or types of tires are used simultaneously

Driving Conditions • Vehicle speed is less than 30 km/h (19mph)

Road Conditions • Unpaved roads

Temperature Conditions • Ambient temperature is lower than 0 °C or higher than 40 °C

Types of Treadwear Treadwear is classified into one of three general categories:

Maintaining normal treadwear throughout the life of the tire requires:

Tirewear Patterns and Descriptions

Wear Pattern Description Causes

#1 Normal The #1 mold in the Master Tread Cast Set N/A

#2 Underinflation Underinflation wear is described as excessive • Low inflation pressure

Some shoulder/edge tread wear is typical on

The rear tires of trucks and other rigid axle

#4 Shoulder Wear Individual shoulder wear describes excessive • Toe error

Wear at both outside shoulders of the front tires

Wear at both inside shoulders of the front tires

Wear Pattern Description Causes

Excessive toe-in results in tread that is laid

Individual tires showing a feathered edge may

Tread wear at the inside edge alone indicates

This wear pattern is most common on non-drive

Wear Pattern Description Causes

#8 Diagonal Wear Diagonal wear describes a cupping-like • Rear toe/thrust error

It is important to note that diagonal wear is not

Tire rotation patterns may vary among models and it is important to

The following precautions should always be followed during a tire rotation:

Two major effects of imbalance are:

As the wheel rotates on the road, centrifugal force is applied outward

The vertical vibration created by static imbalance is transmitted to

Dynamic Balance Dynamic balance is defined as an even distribution of weight in a

Counteraction of Force Dynamic or two-plane balancing involves correcting the dynamic

Correcting Dynamic Measurement and correction of wheel imbalance involves identifying

Dynamic off-car wheel balancing corrects imbalance in both the

A dynamic, off-car balancer spins the wheel and measures the

Tire and Wheel Runout Runout is defined as a fluctuation or variation in dimension as an

Runout is described as either radial or lateral.

If runout is still excessive after remounting the wheel, it may be

RFV can be measured in the shop with specialized equipment, such as

The following is a list of how tire companies do or do not mark

Replacement Guidelines The following information details replacement tire selection.

Replacement Guidelines • To maintain consistent acceleration, cornering and braking

Note that the Toyota Complete Maintenance Care Program can be

• Installing the upper bead: Re-position the wheel on the

• Inflate the tire to 40 psi maximum when seating the beads.

Acceptable repairs include:

Do not repair a tire which meets any of the following conditions:

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