The maximum travel speed of the stainless steel linear guide rail systems is 1.5 m/s. The acceleration may be up to 2 m/s2. If end stops are used, the speed should be significantly reduced before reaching the stop to avoid damage.

6. While holding the bearing pivot of the eccentric guide roller in place with the wrench, tighten the fixing screw moderately. The precise torque will be checked later.

Stainless steel cam rollers GN 2496 can be combined with stainless steel cam roller linear guide rails GN 2492 to build individual and space-saving linear guide rail systems.

The temperature of use of the linear guide rails is -20 °C to 100 °C. The temperature range is dictated by the wiper material. If they are not needed, the range extends from -40 °C to 100 °C (briefly 120°) since the material of the sealing discs of the cam rollers then sets the temperature range.

The maximum load capacity of a linear guide rail system corresponds to the use of two cam roller carriages and is limited by the stability of the guide rail. The total width as well as the stiffness of the application also play a role and can negatively impact the load capacity and wear properties.

5. Turning the wrench clockwise presses the guide roller against the support raceway of the rail so that there is no play for the roller carriage. Overtightening will increase friction and reduce the service life of the item.

When delivered, the play between cam roller carriage and rail is not preset. During assembly, set the cam roller carriage as follows:

If you have an IR thermometer, compare the difference in temperature between the passenger side front wheel and the driver side front wheel after a 5-10 minute drive at highway speeds. If you don’t, very carefully touch the wheel with your finger near the lugnuts to compare - but be warned, it might hurt if what I think is wrong is actually wrong.

7. Move the cam roller carriage in the guide rail and make sure that the play or slight preload is consistent across the entire length of the rail. The cam roller carriage should move easily without being overly loose or tight. Adjust if necessary.

In contrast to telescopic slides, linear guide rail systems can be used in a vertical orientation because no cage slip occurs since the design does not include a ball cage. It is only necessary to consider the direction in which the load acts so that the cam roller carriages can be inserted correctly into the guide rail.

In combination with the guide rail, the play or initial tension of multiple cam rollers can be determined during assembly by using the adjustable eccentric cam roller (Type E).The required open-end wrench can be ordered separately as GN 2424.1.

Various screws with the appropriate threads can be used for mounting the cam roller carriages. Observe the maximum thread tightening depth „t“. In contrast, assemble the rail with ISO 7380 screws (screws with a flat semicircular head) to avoid collisions with the cam roller carriage. Screws with a head height that is the same or less are also permissible. It is generally recommended to use stainless steel screws of property class A2 or A4-70 or higher under consideration of the specified tightening torque.

The following installation information should be taken into account in the use and assembly of stainless steel linear guide rail systems.

The cam roller linear guide rails and cam roller carriages should be lightly lubricated on the running surfaces and with high performance roller bearing grease before initial use. The grease should be distributed evenly over the entire length of the rail using a paintbrush. In normal environments, Shell Gadus S2 V220 or Klüberplex BE 31-222, for example, can be used as a lubricant. In areas of application such as the food and pharmaceutical industry, use lubricants approved by the FDA. Examples are Klüberfood NH1 94-301 or Klübersynth UH1 14-151.

9. Insert the wipers. Take the roller carriage out of the rail and reinsert it to check where the wipers will go. The wipers will self-align during use.

Stainless steel linear guide rail systems are preferably installed vertically, in pairs, with a horizontal alignment. This results in the highest possible stability and torsional stiffness in the smallest installation space. The running properties are optimal in this arrangement, and wear is reduced to a minimum.

I’m not recommended this, but if you decide to replace the rotors for some reason, be sure to clean them thoroughly with hot water/soap before installing. They are coated with an anti-rust chemical, and forgetting to clean it off is the source of quite a few problems reported here.

To reach the indicated nominal load FR, install the cam roller carriage so that the load is applied to the side with the greatest number of rollers. To prevent mix-ups, this is marked with two notches on the base body of the carriage.

During assembly, all mounting slots in the guide rail and the fastening thread on the cam roller carriage must be used. This ensures that the forces resulting from the maximum load FR / FA are reliably transferred to the surrounding structure. Failure to use fastening screws reduces the load capacity accordingly.

If higher loads are to be moved, this can be accomplished by using an additional support structure (in the FR direction) on the outside of the guide rail which allows additional cam roller carriages to be used. The support keeps the rail from spreading or slipping. However, functioning should be checked in a test set-up.

The horizontal installation of the rail (lying down) is likewise possible with certain restrictions. The maximum load in this case is specified as the nominal load FA. Due to the unfavorable rail cross-section, larger forces can be expected to widen the rail, which may lead to a collision between the cam roller carriages and the heads of the mounting screws. In case of doubt, check the function under load in a test set-up.

I removed the calipers to reinstall and lube the guide pins, it was difficult to remove which is consistent with stuck calipers. Then I pumped the brake pedals to push the caliper piston out, and once out it was IMPOSSIBLE to push it back in even with a lot of effort and that caliper piston push-in tool.

concur w/the above ideas, more likely some kind of brake problem. My own diy’er experience w/bad wheel bearings is that heat or steering wheel wobbling aren’t the symptoms you first notice. What you notice first is a sound, a sort of growling sound, that gets louder the faster you go. It sounds sort of like when you drive over a road with a rough-textured surface. Often the wheel bearing sound gets worse when turning too, when turning in the other direction from the side the growling is coming from.

The total load FG of the application must be transmitted to the cam roller carriages as centrally as possible. Sudden impacts and jolts as well as strong vibrations acting on the linear guide rail systems are to be avoided. The application or absorption of torque forces in the MX and MZ directions via to the cam roller carriages is not intended.

9. Insert the wipers. Take the roller carriage out of the rail and reinsert it to check where the wipers will go. The wipers will self-align during use.

5. Turning the wrench clockwise presses the guide roller against the support raceway of the rail so that there is no play for the roller carriage. Overtightening will increase friction and reduce the service life of the item.

The burning smell would be hot brakes, which you should really only smell if you’re in the vicinity of a race track. On a street car it means the brakes are being overworked, in your case because the brakes are rubbing on the rotor while you’re driving.

Your steering wheel wobbling? That’s intermittent pulling to one side. By the time the high side of the rotor rolls around again, you’ve reacted to the steering wheel wobble and pulled the car back to straight. If you were only a little bit less competent a driver you’d have your diagnosis by now.

It might be a small pull…but maybe not. Depends on how sticky the caliper is but the symptoms you just posted scream “brake caliper dragging”

You were all right, it was the calipers. In your experience, you knew it was the calipers. My reasoning led me to wheel bearings but I’m an amateur DIY’er.

The cam roller linear guide rails and cam roller carriages should be lightly lubricated on the running surfaces and with high performance roller bearing grease before initial use. The grease should be distributed evenly over the entire length of the rail using a paintbrush. In normal environments, Shell Gadus S2 V220 or Klüberplex BE 31-222, for example, can be used as a lubricant. In areas of application such as the food and pharmaceutical industry, use lubricants approved by the FDA. Examples are Klüberfood NH1 94-301 or Klübersynth UH1 14-151.

Lift 1 tire off ground with jack. Put on parking brake. Idle motor in drive and listen to right side, than left. If ur lucky only 1 wheel will rumble.

7. Move the cam roller carriage in the guide rail and make sure that the play or slight preload is consistent across the entire length of the rail. The cam roller carriage should move easily without being overly loose or tight. Adjust if necessary.

One other reason I suspect the wheel bearings is because: If I drive the car after it has been parked for a day, the symptoms don’t appear until after a some 10 minutes of driving…

4. Insert the open-end wrench between the eccentric roller and the cam roller carriage. The two centering holes on the left and right of the cam roller carriage mark the position of the running side for the two concentric and supporting rollers.

It seems to me that if a caliper is sticking and not fully releasing that a pull would be more likely when the brakes were not being applied. Braking would even out the braking and tend to eliminate or reduce a pull.

I hadn’t planned on gravity bleeding all 4 sides but I discovered that it had been leaking brake fluid from the last time I tried to diagnosis the problem. This was my first time bleeding brakes and I did it using the gravity method. It worked out better than I expected. It was fairly quick too, about 10 minutes per side of dripping. I think I replaced a lot more brake fluid than I needed to but I wasn’t concerned.

Over the next couple of days, I observe that the car kind of “lurches” while creeping at very slow speeds. It also feels like there’s a kind of drag and release against the car… like something is holding it back and letting it go. It’s subtle but I can feel it at slow speeds.

4. Insert the open-end wrench between the eccentric roller and the cam roller carriage. The two centering holes on the left and right of the cam roller carriage mark the position of the running side for the two concentric and supporting rollers.

Any time ever I’ve experienced a sticking caliper it was immediately or shortly following brake work (requiring retracting the caliper pistons). CSA

During assembly, all mounting slots in the guide rail and the fastening thread on the cam roller carriage must be used. This ensures that the forces resulting from the maximum load FR / FA are reliably transferred to the surrounding structure. Failure to use fastening screws reduces the load capacity accordingly.

The following installation information should be taken into account in the use and assembly of stainless steel linear guide rail systems.

Since I’ve had a faulty tires that caused steering wheel wobbles before, I considered that it could be the tires, but these tires are nearly brand new… the tires don’t quite explain the other symptoms.

The total load FG of the application must be transmitted to the cam roller carriages as centrally as possible. Sudden impacts and jolts as well as strong vibrations acting on the linear guide rail systems are to be avoided. The application or absorption of torque forces in the MX and MZ directions via to the cam roller carriages is not intended.

2. Loosen the fixing screw of the central adjustable eccentric guide roller slightly and insert the cam roller carriage into the guide rail without the wipers (see steps 4 and 6).

2. Loosen the fixing screw of the central adjustable eccentric guide roller slightly and insert the cam roller carriage into the guide rail without the wipers (see steps 4 and 6).

When delivered, the play between cam roller carriage and rail is not preset. During assembly, set the cam roller carriage as follows:

In contrast to telescopic slides, linear guide rail systems can be used in a vertical orientation because no cage slip occurs since the design does not include a ball cage. It is only necessary to consider the direction in which the load acts so that the cam roller carriages can be inserted correctly into the guide rail.

8. Tighten the fixing screw using the torque specified in the table (observe construction height h1). Use the open-end wrench to hold the eccentric guide roller at its final angle to prevent accidental adjustments. Adhesive can also be used to fix the screw in position.

After 50 km, six months, or equivalent soiling or discoloration of the lubricant, the rails and cam roller carriages should be cleaned with a clean cloth and re-lubricated. If potential soiling is greater, the maintenance intervals should be shorter. Prevent soiling by providing suitable covering or optimum placement of the linear guide rail systems.

Stainless steel linear guide rail systems are made up of stainless steel cam roller linear guide rails GN 2492 and stainless steel cam roller carriages GN 2494. All required components are provided unassembled in separate packages.

Sounds to me like you have a dragging brake caliper combined with an uneven rotor. If I’m right, then your impression is correct - something quite literally is “holding it back and letting it go.”

I replaced the calipers today, it took a full week to get the part from RockAuto–I ordered Raybesto’s “Opti-Cal” line, it’s a brand new part rather than remanufactured (I chose it because I’ve had good results with Raybestos Advanced Tech brake pads.)

6. While holding the bearing pivot of the eccentric guide roller in place with the wrench, tighten the fixing screw moderately. The precise torque will be checked later.

The horizontal installation of the rail (lying down) is likewise possible with certain restrictions. The maximum load in this case is specified as the nominal load FA. Due to the unfavorable rail cross-section, larger forces can be expected to widen the rail, which may lead to a collision between the cam roller carriages and the heads of the mounting screws. In case of doubt, check the function under load in a test set-up.

After 50 km, six months, or equivalent soiling or discoloration of the lubricant, the rails and cam roller carriages should be cleaned with a clean cloth and re-lubricated. If potential soiling is greater, the maintenance intervals should be shorter. Prevent soiling by providing suitable covering or optimum placement of the linear guide rail systems.

Various screws with the appropriate threads can be used for mounting the cam roller carriages. Observe the maximum thread tightening depth „t“. In contrast, assemble the rail with ISO 7380 screws (screws with a flat semicircular head) to avoid collisions with the cam roller carriage. Screws with a head height that is the same or less are also permissible. It is generally recommended to use stainless steel screws of property class A2 or A4-70 or higher under consideration of the specified tightening torque.

The temperature of use of the linear guide rails is -20 °C to 100 °C. The temperature range is dictated by the wiper material. If they are not needed, the range extends from -40 °C to 100 °C (briefly 120°) since the material of the sealing discs of the cam rollers then sets the temperature range.

To reach the indicated nominal load FR, install the cam roller carriage so that the load is applied to the side with the greatest number of rollers. To prevent mix-ups, this is marked with two notches on the base body of the carriage.

Stainless steel linear guide rail systems are made up of stainless steel cam roller linear guide rails GN 2492 and stainless steel cam roller carriages GN 2494. All required components are provided unassembled in separate packages.

8. Tighten the fixing screw using the torque specified in the table (observe construction height h1). Use the open-end wrench to hold the eccentric guide roller at its final angle to prevent accidental adjustments. Adhesive can also be used to fix the screw in position.

However, there is one thing that prevents me from being absolutely certain and that is my reasoning that bad wheel bearings on one side that causes the car to lurch and drag would also cause it to pull to one side… this is not happening, it’s not pulling to one side…

The maximum load capacity of a linear guide rail system corresponds to the use of two cam roller carriages and is limited by the stability of the guide rail. The total width as well as the stiffness of the application also play a role and can negatively impact the load capacity and wear properties.

While driving on the highway, the steering wheel started wobbling, it seems more pronounced at higher speeds. So, I pulled over to take a look at the front wheels, maybe it’s a rock stuck in the treads (but usually stuck rocks make a clicking sound)----there are no rock pebbles. There is a burning smell, almost like burning rubber coming from the wheel well but the tires look fine, no signs of rubbing. I looked at the inner part of the tires to see if it’s rubbing against something, some suspension component perhaps: nope, looks all good. I reckon if there’s rubbing I would probably feel and hear it inside the car. The burning smell seems to be coming from the passenger front wheel well.

If higher loads are to be moved, this can be accomplished by using an additional support structure (in the FR direction) on the outside of the guide rail which allows additional cam roller carriages to be used. The support keeps the rail from spreading or slipping. However, functioning should be checked in a test set-up.

Thanks for the tip, I inspected the rotors with my fingers and it felt smooth just like the other side. I think the rotors and pads are fine. If not, well it’s another fun project.

In combination with the guide rail, the play or initial tension of multiple cam rollers can be determined during assembly by using the adjustable eccentric cam roller (Type E).The required open-end wrench can be ordered separately as GN 2424.1.

The outer surfaces of the cam rollers are spherically shaped so that, in conjunction with the correspondingly shaped rails, there is a precise, linear run across four points of contact. The materials can also be used in aggressive environments that can be found for example in the chemical, pharmaceutical and medical industries.

The maximum travel speed of the stainless steel linear guide rail systems is 1.5 m/s. The acceleration may be up to 2 m/s2. If end stops are used, the speed should be significantly reduced before reaching the stop to avoid damage.

Stainless steel linear guide rail systems are preferably installed vertically, in pairs, with a horizontal alignment. This results in the highest possible stability and torsional stiffness in the smallest installation space. The running properties are optimal in this arrangement, and wear is reduced to a minimum.

Just took this off my new to me accord. Seller said ball joint was bad. I moved car 10 ft in his driveway and said wheel bearing is bad too.

Stainless steel cam rollers GN 2496 can be combined with stainless steel cam roller linear guide rails GN 2492 to build individual and space-saving linear guide rail systems.

Keep in mind that might be a sticking caliper or a failing brake hose at that corner. Internal failure can act like a check valve and not let the caliper release. It’s a 10 year old car, FWIW, I had the first brake hose failure on my truck at 7 years.

The outer surfaces of the cam rollers are spherically shaped so that, in conjunction with the correspondingly shaped rails, there is a precise, linear run across four points of contact. The materials can also be used in aggressive environments that can be found for example in the chemical, pharmaceutical and medical industries.