Hudson 63 1936, Mechanical Procedure Manual

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MECHANICAL PROCEDURE MANUAL
SECTION 20
Page 3
WHEELS AND TIRES
The wheels and tires used from 1934 through 1937 are of the
drop base rim type. This design permits the use of a solid rim
and also makes tire changing easier than with the former type.
The wheels are demountable at the hub.
Removal of Tire
To remove a tire, deflate the tube. Starting directly opposite
the valve stem and working in both directions toward the valve,
press both beads of the tire off the rim ledge down into the rim
well. Start removal of one bead at the valve stem, working
around the wheel in both directions from this point. Pull the
valve back inside of the rim, remove inner tube, and remove the
second bead by the same procedure used to remove the first.
When the tube is inserted in the casing the valve should be in
line with the red dot on the tire side wall. This insures the
minimum out of balance which can be obtained with this partic-
ular tire and tube assembly. However, if the tire has been in use
for several thousand miles it does not insure a proper balance.
(See wheel balancing.)
Procedure for Installing Tire on Rim
To install a tire, inflate the tube until just rounded out and
insert into the casing, with the valve in line with the red dot on
the tire side wall. Place one bead over the rim and into the rim
well at one point so that the remainder of the bead can be worked
over the rim. Press this bead onto its rim seat and insert valve
stem through the hole in the rim. After the valve is aligned in the
hole, start application of the second bead directly opposite the
valve, pressing it into the rim well and working in both direc-
tions so that the section of the bead at the valve is the last to be
worked onto the rim.
Readjust, if necessary, so that the valve protrudes straight
through the rim and pull the valve through from outside until
seated snugly against the inside of the rim.
Partially inflate and work both beads onto the rim seats, then
complete inflation.
Tire Inflation
The stability of the car on the road, particularly at speeds
over 50 miles per hour depends to a large extent on the tire
pressures. To get maximum stability all tires should deflect the
same under the load that the car is carrying. It is more desirable
that the rear tires do not deflect as much as the fronts and since
the variable load in a passenger car is mainly in the rear, the
pressure in the front and rear tires should be such that with
maximum passenger load the rear tires should be such that
with maximum passenger load the rear tires do not deflect
more than the fronts.
When there is doubt about the deflection of tires it can be
checked by measuring the tire across the side walls, just above
the road contact, taking the maximum measurement on each
tire with a large pair of callipers. If, however, all tires are of the
same make and style and all equally worn the measurement
can be taken from the ground to the lowest point of the wheel
felloe.
The pressures which will give equal deflection on both
front and rear tires, used as original equipment on the various
Hudson and Terraplane models, will be found under "Tires"
in the specifications of the yearly models in the "Specification
Section" (23) of this manual.
Tire Wear
The wear, although actually more rapid on rear tires, is
usually more uniform than on front tires. The rear tire treads
are flexed (distorted) in one direction while the engine is
driving the car and in the opposite direction when the brakes
are applied which accounts for their even wear.
The front tire treads are flexed in the same direction when
the car is being driven as when the brakes are applied. This
tends to cause spotty wear particularly if there are cross-wises
Figure 2001
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HMO-72 Pendulum Wheel Balancer
HMO- Balancing Weights