Ordered procedure with theory and why each repair corrects the fault.

1) What imbalance is (theory)
- Imbalance = uneven mass distribution around the wheel/tire assembly. When spun, an off-center mass produces a centrifugal force F = m·r·ω^2 that varies sinusoidally with rotation and produces vibration.
- Two basic types:
- Static (single-plane) imbalance: center of mass not on rotational axis → produces an up/down “hop” at 1× rpm. Corrected by adding a single weight opposite the heavy spot.
- Dynamic (couple or two-plane) imbalance: mass difference across the wheel’s faces produces a rocking couple → produces steering-wheel or chassis vibration especially at speed. Corrected by two-plane weights or split weights on rim inner/outer edges.
- Other contributors that look like imbalance: radial runout (tire/tread not perfectly round) causes a vertical force variation, and lateral runout causes side-to-side movement. Tire uniformity (road-force variation) can also mimic imbalance; these require different fixes (truing, replacing tire, or road-force balancer).

2) Initial inspection (theory + action)
- Inspect wheel/tire for physical damage, bent rim, corroded bead, foreign objects, missing weights, bulges, uneven wear, valve stem damage.
- Theory: physical defects create mass shifts or non-rotational shape errors (runout) that produce vibration. If rim is bent or bead damaged, adding weight will not fully fix vibration.

3) Check mounting and hub fit (theory + action)
- Clean hub and wheel mating surfaces, ensure wheel centers on hub (hub-centric vs lug-centric). If wheel is not seated concentric, imbalance-like vibration occurs.
- Theory: eccentric mounting is a static offset; fixing seating removes an effective mass offset.

4) Static vs dynamic tester selection (theory)
- Static (single-plane) balancer detects heavy spot but cannot measure dynamic couple. Modern shops use dynamic spin balancers or on-car balancers. On-car balancers measure how the assembly behaves under load and include effects of runout and suspension compliance.
- Theory: dynamic balancing measures two planes and phase, so it corrects both static and couple imbalances.

5) Mounting on the balancer (action + why)
- Mount wheel cleanly on the balancer using correct cones or adapters so the wheel is centered on the spindle (not just held by studs). Inflate tire to spec.
- Theory: any eccentricity in mounting will skew the measurement and misplace weights.

6) Spin and read imbalance (action + theory)
- Spin the assembly; the machine reports imbalance magnitude (grams or ounces) and the angular position(s) where weight is required.
- Theory: the machine detects the centrifugal forces and computes equivalent point(s) and amount(s) of mass needed to cancel those forces/moments so the net dynamic force and couple approach zero.

7) Apply weights at specified locations (action + why)
- For static imbalance, place weight opposite heavy spot. For dynamic, apply inner and outer weights per machine readout (or use clip-on/adhesive types as appropriate). Clean/rust-free rim surfaces for adhesive weights.
- Theory: adding mass creates counteracting centrifugal forces. Properly placed, those forces equal and opposite the forces from the original imbalance, cancelling vibration.

8) Re-spin and verify (action + theory)
- Re-spin to confirm residual imbalance is within tolerance (typically a small number of grams; shop specs vary). If not, adjust weights or inspect for other defects.
- Theory: residual imbalance indicates either incomplete correction or another source (runout, bent rim, tire non-uniformity).

9) Check radial/lateral runout if vibration persists (action + theory)
- Use a dial indicator on the rim/tread to measure runout. If runout exceeds limits, the tire or rim may need truing, replacement, or a road-force balancer should be used to measure force variation.
- Theory: runout creates periodic vertical/lateral forces independent of mass imbalance; balancing cannot eliminate forces produced by out-of-roundness.

10) Fix non-balance faults (action + why)
- Bent rim: repair only if within safe repair limits; otherwise replace.
- Tire with high road-force variation or internal defects: consider tire swap or replacement.
- Replace missing or damaged valve stems.
- Theory: repairing or replacing components removes sources that cause force variation or unpredictable mass shifts that balancing cannot correct.

11) Reinstall on vehicle and torque correctly (action + why)
- Mount wheel, torque lug nuts in the manufacturer-recommended pattern and to specified torque (use a calibrated torque wrench). Re-check run-out on-car if using on-car balancer.
- Theory: correct torque and seating prevent eccentric mounting and future imbalance sensations.

12) Road test and final verification (action + why)
- Drive at the speed where vibration was reported to confirm the fix. If vibration persists at a narrow speed range, consider drivetrain issues (driveshaft imbalance, wheel bearings, suspension) or repeat on-car balancing.
- Theory: real-world verification ensures that lab-corrected static/dynamic imbalances actually removed the periodic forces transmitted to chassis at operational RPMs.

How the repair fixes the fault — succinct
- Imbalance creates periodic centrifugal forces and couples that transmit to the suspension and body, felt as steering-wheel, seat, or floor vibration.
- Balancing adds measured counter-mass at specific angular positions and planes so the sum of rotating forces and moments is zero (or below a threshold). That reduces the periodic forcing function, removing the vibration.
- If the vibration was actually from runout or tire non-uniformity, balancing alone won’t remove it; correcting those conditions removes the underlying force source instead of masking it.

Practical notes and tolerances
- Use the correct type of balancer: dynamic for most situations; on-car for tricky cases where hub/rim fitting or suspension interaction matters.
- Typical residual imbalance target: a few grams (shop-specific).
- Use lead-free weights or adhesive weights where mandated; place adhesive weights on clean, flat rim sections.
- Always re-torque after initial road miles per manufacturer spec.

Done.
rteeqp73

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