FRAME, AXLE

AND SUSPENSION
SERVICE
AND TOTAL VEHICLE APRIL 2007
(REVISED)

ALIGNMENT
14-103
FRAME, AXLE AND SUSPENSION
SERVICE AND TOTAL
VEHICLE ALIGNMENT
1

APRIL 2007 © MACK TRUCKS, INC. 2007

(REVISED — SUPERSEDES ISSUE DATED 14-103
OCTOBER 2004)
 ATTENTION
The information in this manual is not all inclusive and cannot take into
account all unique situations. Note that some illustrations are typical and
may not reflect the exact arrangement of every component installed on a
specific chassis.

The information, specifications, and illustrations shown here are based

on information that was current at the time of publication.

No part of this publication may be reproduced, stored in a retrieval

system, or be transmitted in any form by any means including (but not
limited to) electronic, mechanical, photocopying, recording, or otherwise
without prior written permission of Mack Trucks, Inc.

Page ii
TABLE OF CONTENTS

TABLE OF CONTENTS

Page iii
 TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Advisory Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Service Procedures and Tool Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
EXPLANATION OF NUMERICAL CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
CONVERSION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
FRAME DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
FRAME RAIL ELEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
SUSPENSION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
ALIGNMENT GEOMETRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Caster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Knuckle Pin Inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Toe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Factors Affecting Tread Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Frame Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Alignment Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
SUSPENSION MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Shock Absorbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Spring Clips (U-Bolts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Spring Shock Insulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
SUSPENSION LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
TOTAL VEHICLE ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Rear Axle Alignment Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Total Vehicle Alignment and Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
REPAIR INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
REPAIR OF FRAME SIDE RAILS AND CROSSMEMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Transverse Torque Rod Area Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Frame Side Rail Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Frame Side Rail Drilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Crossmember Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Bodybound Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
HUCK® Metric Flanged Fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Flange-Head Fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Aluminum Parts Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
FRAME-MOUNTED ACCESSORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Fifth Wheel Specification and Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
FRONT SPRING SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Eye and Slipper Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Shackle Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
REAR SPRING SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Eye and Slipper Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Radius Rod Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

Page iv
 TABLE OF CONTENTS
TANDEM AXLE SUSPENSION SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Camelback Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
ST Series Springs (Taperleaf Spring with Pinned Ends) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
ST Series Spring Bushing and Eye Bolt Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Walking Beam Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
TRUNNION SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Split Trunnion (Elastomeric Rubber Bushing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
One-Piece Trunnion Housing or Walking Beam (Rubber Bushing) . . . . . . . . . . . . . . . . . . . . . . 88
One-Piece Trunnion or Walking Beam (44,000 Lb. and Under with Bronze Bushing) . . . . . . . . 89
One-Piece Trunnion or Walking Beam (50,000 Lb. and Over with Bronze Bushing) . . . . . . . . . 91
LITEFLEX® FIBERGLASS COMPOSITE LEAF SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Operation and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Daily Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
FRAME ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Alignment Reference Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Frame Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
AXLE ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Centering Rear Axles (Chassis Equipped with SS Suspension) . . . . . . . . . . . . . . . . . . . . . . . . 98
Perpendicular Datum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Measuring Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Tandem Axle Wheelbase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Chassis Wheelbase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Hunter Alignment Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Josam Alignment Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
TANDEM AXLE WHEELBASE ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Wheelbase Adjustment with Special Shock Insulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Wheelbase Adjustment with Eccentric Spring Anchors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Transverse Torque Rod Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
CHASSIS LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
FRONT WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Pre-Alignment Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Tires, Rims and Wheels Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Linkage (Cross Steering Tube, Drag Link and Steering Levers) Inspection . . . . . . . . . . . . . . 121
Checking Toe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Checking Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Checking Caster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Checking Knuckle Pin Inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Steering Knuckle (Wear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Axle Center Section (Straightness) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
SPECIAL TOOLS & EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Frame Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Alignment Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

Page v
 NOTES

Page vi
INTRODUCTION

INTRODUCTION

Page 1
 INTRODUCTION
SAFETY INFORMATION
Advisory Labels
Cautionary signal words (Danger-Warning-Caution) may appear in various locations throughout this
manual. Information accented by one of these signal words must be observed to minimize the risk of
personal injury to service personnel, or the possibility of improper service methods which may damage
the vehicle or cause it to be unsafe. Additional Notes and Service Hints are used to emphasize areas of
procedural importance and provide suggestions for ease of repair. The following definitions indicate the
use of these advisory labels as they appear throughout the manual:

Danger indicates an unsafe practice that could result in death or serious

personal injury. Serious personal injury is considered to be permanent injury
from which full recovery is NOT expected, resulting in a change in life style.

Warning indicates an unsafe practice that could result in personal injury.

Personal injury means that the injury is of a temporary nature and that full
recovery is expected.

Caution indicates an unsafe practice that could result in damage to the product.

Note indicates a procedure, practice, or condition that must be followed in order for
the vehicle or component to function in the manner intended.

A helpful suggestion that will make it quicker and/or easier to perform a procedure,
while possibly reducing service cost.

Page 2
 INTRODUCTION
Service Procedures and Tool Usage
Anyone using a service procedure or tool not recommended in this manual must first satisfy himself
thoroughly that neither his safety nor vehicle safety will be jeopardized by the service method he selects.
Individuals deviating in any manner from the instructions provided assume all risks of consequential
personal injury or damage to equipment involved.

Also note that particular service procedures may require the use of a special tool(s) designed for a
specific purpose. These special tools must be used in the manner described, whenever specified in the
instructions.

1. Before starting a vehicle, always be seated in the driver's seat, place the
transmission in neutral, apply the parking brakes, and push in the clutch
pedal. Failure to follow these instructions could produce unexpected
vehicle movement, which can result in serious personal injury or death.
2. Before working on a vehicle, place the transmission in neutral, set the
parking brakes, and block the wheels. Failure to follow these instructions
could produce unexpected vehicle movement, which can result in serious
personal injury or death.

Engine-driven components such as Power Take-Off (PTO) units, fans and fan
belts, driveshafts and other related rotating assemblies, can be very
dangerous. Do not work on or service engine-driven components unless the
engine is shut down. Always keep body parts and loose clothing out of range
of these powerful components to prevent serious personal injury. Be aware of
PTO engagement or nonengagement status. Always disengage the PTO when
not in use.

Do not work under a vehicle that is supported only by a hydraulic jack. The
hydraulic jack could fail suddenly and unexpectedly, resulting in severe
personal injury or death. Always use jackstands of adequate capacity to
support the weight of the vehicle.

Before towing the vehicle, place the transmission in neutral and lift the rear wheels
off the ground, or disconnect the driveline to avoid damage to the transmission
during towing.

REMEMBER,
SAFETY . . . IS NO ACCIDENT!

Page 3
 INTRODUCTION
Mack Trucks, Inc. cannot anticipate every 앫 Use hoists or jacks to lift or move heavy
possible occurrence that may involve a potential objects.
hazard. Accidents can be avoided by recognizing
앫 NEVER run engine indoors unless exhaust
potentially hazardous situations and taking
fumes are adequately vented to the outside.
necessary precautions. Performing service
procedures correctly is critical to technician safety 앫 Be aware of hot surfaces. Allow engine to
and safe, reliable vehicle operation. cool sufficiently before performing any
service or tests in the vicinity of the engine.
The following list of general shop safety practices
앫 Keep work area clean and orderly. Clean up
can help technicians avoid potentially hazardous
any spilled oil, grease, fuel, hydraulic fluid,
situations and reduce the risk of personal injury.
etc.
DO NOT perform any services, maintenance
procedures or lubrications until this manual has 앫 Only use tools that are in good condition,
been read and understood. and always use accurately calibrated torque
wrenches to tighten all fasteners to specified
앫 Perform all service work on a flat, level
torques. In instances where procedures
surface. Block wheels to prevent vehicle
require the use of special tools which are
from rolling.
designed for a specific purpose, use only in
앫 DO NOT wear loose-fitting or torn clothing. the manner described in the instructions.
Remove any jewelry before servicing
앫 Do not store natural gas powered vehicles
vehicle.
indoors for an extended period of time
앫 ALWAYS wear safety glasses and protective (overnight) without first removing the fuel.
shoes. Avoid injury by being aware of sharp
앫 Never smoke around a natural gas powered
corners and jagged edges.
vehicle.

Page 4
 INTRODUCTION
EXPLANATION OF NUMERICAL
CODE
The organization of MACK service manuals has
been upgraded to standardize manual content
according to a reference system based on
component identification. This reference system
will help to link the information contained in this
publication with related information included in
other MACK service-warranty publications, such
as associated service bulletins, warranty
manuals, and MACK Service Labor Time
Standards.
The system is based on a numerical code, the
first digit of which identifies the general
component grouping as listed here:
GROUP 000 — GENERAL DATA
GROUP 100 — CHASSIS
GROUP 200 — ENGINE
GROUP 300 — CLUTCH, TRANSMISSION,
TRANSFER CASE AND PTO
Example of Numerical Code
GROUP 400 — STEERING, AXLES, WHEELS
AND TIRES, DRIVELINE
GROUP 500 — BRAKES, AUXILIARY SYSTEMS
GROUP 600 — CAB, TRUCK BODY
GROUP 700 — ELECTRICAL
The second two digits of the three-digit code are
used to identify the system, assembly or
subassembly, as appropriate, within each of the
groupings. The codes applicable to this
publication may be shown at section headings as
necessary to guide you to specific component
information.
Additionally, a two-character alpha code (i.e.,
[DP] CAP, TRUNNION) may be shown with each
operation. This alpha code, in combination with
the three-digit group number, identifies the
specific assembly, subassembly or part, and
directly relates to the first five positions of the
operation code listed in MACK Service Labor
Time Standards.
Page 5
 INTRODUCTION
CONVERSION CHART
Conversion Units Multiply By:
Length Calculations
Inches (in) to Millimeters (mm) 25.40
Inches (in) to Centimeters (cm) 2.540
Feet (ft) to Centimeters (cm) 30.48
Feet (ft) to Meters (m) 0.3048
Yards (yd) to Centimeters (cm) 91.44
Yards (yd) to Meters (m) 0.9144
Miles to Kilometers (km) 1.609
Millimeters (mm) to Inches (in) 0.03937
Centimeters (cm) to Inches (in) 0.3937
Centimeters (cm) to Feet (ft) 0.0328
Centimeters (cm) to Yards (yd) 0.0109
Meters (m) to Feet (ft) 3.281
Meters (m) to Yards (yd) 1.094
Kilometers (km) to Miles 0.6214
Area Calculations
Square Inches (sq-in) to Square Millimeters (sq-mm) 645.2
Square Inches (sq-in) to Square Centimeters (sq-cm) 6.452
Square Feet (sq-ft) to Square Centimeters (sq-cm) 929.0
Square Feet (sq-ft) to Square Meters (sq-m) 0.0929
Square Yards (sq-yd) to Square Meters (sq-m) 0.8361
Square Miles (sq-miles) to Square Kilometers (sq-km) 2.590
Square Millimeters (sq-mm) to Square Inches (sq-in) 0.00155
Square Centimeters (sq-cm) to Square Inches (sq-in) 0.155
Square Centimeters (sq-cm) to Square Feet (sq-ft) 0.001076
Square Meters (sq-m) to Square Feet (sq-ft) 10.76
Square Meters (sq-m) to Square Yards (sq-yd) 1.196
Square Kilometers (sq-km) to Square Miles (sq-miles) 0.3861
Volume Calculations
Cubic Inches (cu-in) to Cubic Centimeters (cu-cm) 16.387
Cubic Inches (cu-in) to Liters (L) 0.01639
Quarts (qt) to Liters (L) 0.9464
Gallons (gal) to Liters (L) 3.7854
Cubic Yards (cu-yd) to Cubic Meters (cu-m) 0.7646
Cubic Centimeters (cu-cm) to Cubic Inches (cu-in) 0.06102
Liters (L) to Cubic Inches (cu-in) 61.024
Liters (L) to Quarts (qt) 1.0567
Liters (L) to Gallons (gal) 0.2642
Cubic Meters (cu-m) to Cubic Yards (cu-yd) 1.308

Page 6
 INTRODUCTION
Conversion Units Multiply By:
Weight Calculations
Ounces (oz) to Grams (g) 28.5714
Pounds (lb) to Kilograms (kg) 0.4536
Pounds (lb) to Short Tons (US tons) 0.0005
Pounds (lb) to Metric Tons (t) 0.00045
Short Tons (US tons) to Pounds (lb) 2000
Short Tons (US tons) to Kilograms (kg) 907.18486
Short Tons (US tons) to Metric Tons (t) 0.90718
Grams (g) to Ounces (oz) 0.035
Kilograms (kg) to Pounds (lb) 2.205
Kilograms (kg) to Short Tons (US tons) 0.001102
Kilograms (kg) to Metric Tons (t) 0.001
Metric Tons (t) to Pounds (lb) 2205
Metric Tons (t) to Short Tons (US tons) 1.1023
Metric Tons (t) to Kilograms (kg) 1000
Force Calculations
Ounces Force (ozf) to Newtons (N) 0.2780
Pounds Force (lbf) to Newtons (N) 4.448
Pounds Force (lbf) to Kilograms Force (kgf) 0.456
Kilograms Force (kgf) to Pounds Force (lbf) 2.2046
Kilograms Force (kgf) to Newtons (N) 9.807
Newtons (N) to Kilograms Force (kgf) 0.10196
Newtons (N) to Ounces Force (ozf) 3.597
Newtons (N) to Pounds Force (lbf) 0.2248
Torque Calculations
Pound Inches (lb-in) to Newton Meters (N폷m) 0.11298
Pound Feet (lb-ft) to Newton Meters (N폷m) 1.3558
Pound Feet (lb-ft) to Kilograms Force per Meter (kgfm) 0.13825
Newton Meters (N폷m) to Pound Inches (lb-in) 8.851
Newton Meters (N폷m) to Pound Feet (lb-ft) 0.7376
Newton Meters (N폷m) to Kilograms Force per Meter (kgfm) 0.10197
Kilograms Force per Meter (kgfm) to Pound Feet (lb-ft) 7.233
Kilograms Force per Meter (kgfm) to Newton Meters (N폷m) 9.807
Radiator Specific Heat Dissipation Calculations
British Thermal Unit per Hour (BTU/hr) to Kilowatt per Degree Celsius (kW/°C) 0.000293
Kilowatt per Degree Celsius (kW/°C) to British Thermal Unit per Hour (BTU/hr) 3414.43
Temperature Calculations
Degrees Fahrenheit (°F) to Degrees Celsius (°C) (°F − 32) x 0.556
Degrees Celsius (°C) to Degrees Fahrenheit (°F) (1.8 x °C) + 32

Page 7
 INTRODUCTION
Conversion Units Multiply By:
Pressure Calculations
Atmospheres (atm) to Bars (bar) 1.01325
Atmospheres (atm) to Kilopascals (kPa) 101.325
Bars (bar) to Atmospheres (atm) 0.98692
Bars (bar) to Kilopascals (kPa) 100
Bar (bar) to Pounds per Square Inch (psi) 14.5037
Inches of Mercury (in Hg) to Kilopascals (kPa) 3.377
Inches of Water (in H2O) to Kilopascals (kPa) 0.2491
Pounds per Square Inch (psi) to Kilopascals (kPa) 6.895
Pounds per Square Inch (psi) to Bar (bar) 0.06895
Kilopascals (kPa) to Atmospheres (atm) 0.00987
Kilopascals (kPa) to Inches of Mercury (in Hg) 0.29612
Kilopascals (kPa) to Inches of Water (in H2O) 4.01445
Kilopascals (kPa) to Pounds per Square Inch (psi) 0.145
Power Calculations
Horsepower (hp) to Kilowatts (kW) 0.74627
Kilowatts (kW) to Horsepower (hp) 1.34
Fuel Performance Calculations
Miles per Gallon (mile/gal) to Kilometers per Liter (km/L) 0.4251
Kilometers per Liter (km/L) to Miles per Gallon (mile/gal) 2.352
Velocity Calculations
Miles per Hour (mile/hr) to Kilometers per Hour (km/hr) 1.609
Kilometers per Hour (km/hr) to Miles per Hour (mile/hr) 0.6214
Volume Flow Calculations
Cubic Feet per Minute (cu-ft/min) to Liters per Minute (L/min) 28.32
Liters per Minute (L/min) to Cubic Feet per Minute (cu-ft/min) 0.03531

Page 8
 INTRODUCTION
ABOUT THIS MANUAL
This manual details the service procedures to be
used when working on MACK truck frames,
springs and suspensions. Maintenance and
repair instructions are included along with frame
and axle alignment information. This manual also
explains in detail the procedures necessary to
achieve and maintain total vehicle alignment. This
begins with an inspection and measurement of
the chassis frame, progresses through the
alignment of each individual axle, and ends with a
sure-tracking, properly set-up truck. Vehicle
stability, maximum tire life and increased fuel
mileage are the major benefits of total vehicle
alignment. This publication is a combination of
two previous publications, Frame, Springs and
Suspension Service Manual, 14-100, and Frame,
Axle and Wheel Alignment, 4-301. If you are
servicing a vehicle that is equipped with MACK
Air Suspension, refer to MACK AL and AL II Air
Suspension Service and Repair, 14-101,
MAXAIR™ 40 (AL-405) Air Suspension Service
and Repair, 14-102 and MAXLITE™ 20–40 Rear
Air Suspension Service Manual, 14-104.
Whenever a vehicle is jacked up, use proper
heavy-duty axle stands under the chassis to
prevent personal injury or vehicle damage in
the event of jack malfunction or vehicle
tipping. Be especially vigilant when working
on a vehicle with air suspension. If the air is
exhausted, or leaks from the air suspension
while the parking brake is applied, the front of
the vehicle can move forward as the chassis
settles. Proper precautions must be taken in
this situation, such as exhausting the air from
the suspension to allow settling before the
vehicle is raised.
If it has been determined that the frame must be
straightened, all work must be done cold. The
frame rail must not be heated, and must be
replaced if damage is severe. After any
straightening, or aligning of the crossmembers,
check for cracks that may occur due to metal
fatigue. Frame rails must be replaced if cracks are
found. All hardware must be checked for
tightness.
As a general proposition, neither Mack Trucks,
Inc. nor the manufacturer of the front axles
recommends the straightening of bent parts of
the front axle. However, Mack Trucks, Inc. is
aware of the fact that front axles and components
are repaired in the field by owners and operators
of the vehicles, in order to minimize downtime
and expense. Mack Trucks, Inc. does not
herewith assume any liability or responsibility for
any repairs performed on front axles, including
repairs to related steering components by any
other party than Mack Trucks, Inc. It is in this
context that Mack Trucks, Inc. sets forth the
following procedures relating to alignment and
frame repairs. In the event that improper repairs
to the front axle have been performed, in the
judgment of Mack Trucks, Inc., the warranty, if
any, applicable to such front axle and
components may be voided thereby.
Page 9
 NOTES

Page 10
DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

Page 11
 DESCRIPTION AND OPERATION
FRAME DESCRIPTION
The frame is the backbone of all MACK vehicles.
The frame supports the cab, hood, and various
other chassis components, along with the body
and payload. All frames are engineered and built
to maximize payload capability, and to provide the
versatility, durability, and performance demanded
by the varied uses of the MACK vehicle. These
varied uses require that the frames be rigid
enough to resist bending and twisting forces,
have sufficient strength to carry anticipated loads,
and have the durability to absorb the vibration
and shocks encountered in daily operation.
The frame rails are designed to provide
resistance to fatigue from repeated flexing. Steel
frame rails are formed from high strength, low
alloy steel, quenched and tempered to a
minimum yield strength of 110,000 psi. To provide
for a lower center of gravity and better vehicle
stability, the front of the frame rails on some
models are flared and lowered. This design
allows for larger engines and larger radiators to
be used, and improves the serviceability of the
engine and related components. The flared and
lowered frame rails also make excessive cutting
or notching of the frame rails unnecessary. In an
area to the rear of the cab, on some MACK
models, a deep section of the frame provides
extra strength at points of high stress. A smaller
section at the rear provides a weight advantage in
the lower stress areas.
Page 12
Most frames are available with either inside or
partial inside channel reinforcements, or outside
reinforcements. The reinforcements are used to
provide a greater Resisting Bending Moment
(RBM) than can be obtained by using a single
main frame rail.
All crossmembers are designed to connect the
frame rails. They are made to provide rigidity and
strength, along with sufficient flexibility to
withstand twisting and bending stresses
encountered when operating on uneven terrain.
All attachments to the frame rails by the customer
are to be made to the frame rail web, and never to
the flanges, since stresses are highest in the
flange area. All attachments are bolted, and
either Bodybound, SAE Grade 8, Metric Class
10.9, or HUCK® fasteners are used in critical
locations on the chassis.
Every vehicle built by Mack Trucks, Inc. has a
caution label attached to the right-hand frame rail
web which cautions that frames should not be
heated or welded. The label also states that the
frame flange should not be drilled, cut or notched.
Frame is heat-treated. To avoid frame damage,
do NOT heat or weld, do NOT drill, cut or notch
frame flange.
 DESCRIPTION AND OPERATION
FRAME RAIL ELEMENTS The two element rail consists of the main frame
rail and a single inside channel frame
The frame rail element number is the summation reinforcement.
of the main frame and number of frame 3

reinforcements making up the entire frame rail.

1

Figure 3 — Three Element Rail

The three element rail consists of the main frame

Figure 1 — Single Element Rail rail and two frame reinforcements (a single inside
channel and a single outside channel).
4
1. Web 3. Flange
2. Thickness

The single element rail consists of the main frame

rail only, with no frame reinforcement.
2

Figure 4 — Four Element Rail

The four element rail consists of the main frame

rail and three frame reinforcements (a single
inside channel, a single outside channel and a
Figure 2 — Two Element Rail single inverted “L” outside frame reinforcement).

Page 13
 DESCRIPTION AND OPERATION
SUSPENSION DESCRIPTION ALIGNMENT GEOMETRY
The front and rear spring assemblies or walking
beams used on MACK vehicles are specifically Frame
designed to handle the load requirements for The frame is the backbone of all MACK trucks. It
which the vehicle is rated. If the recommended not only supports the cab, hood and all major
load weights are exceeded, the life of the components of the powertrain, it also anchors
suspension components will be greatly reduced. and maintains the alignment of the vehicle
suspension and axles. Therefore, any meaningful
The primary function of the spring assemblies check of vehicle alignment begins with a thorough
and the walking beams is to support the load of inspection of the frame.
the chassis. In addition, springs cushion the
chassis from road shock, providing acceptable
ride characteristics from empty vehicle to Camber
full-rated load. Walking beams and some springs
also maintain axle spacing and alignment. Camber is engineered into the front axle in an
unloaded vehicle condition so that when the axle
All spring assemblies, front or rear, are deflects under load, the tire runs upright down the
manufactured from special heat-treated alloy road. Extreme camber settings in excess of one
steel. The walking beams are either fabricated degree positive or negative may cause noticeable
steel beam section or cast “I” beam section. tire wear. The tire wear caused by too much or
too little camber appears on the inner or outer
Front spring assemblies are of various types, half of the tire tread, and the wear is smooth, not
including taperleaf eye and slipper, multileaf eye feather-edged. Wear on the outer half of the tire
and slipper, taperleaf shackle, and multileaf tread indicates extreme positive camber. Wear on
shackle. the inner half of the tire tread indicates extreme
negative camber.
The single rear axle spring assemblies are of two
types, eye and slipper, or spring-type radius rod. Unequal camber with a difference from side to
Both of these types, in some instances, are used side greater than one half degree can cause the
with helper springs. vehicle to pull. On flat road surfaces, the vehicle
usually leads to the side that has the highest
The tandem axle spring assembly types include positive camber.
5
camelback, taperleaf and walking beam. The
MACK air suspension is also available; however,
service instructions for the air suspension are
detailed in MACK AL and AL II Air Suspension
Service and Repair, 14-101, MAXAIR™
40 (AL-405) Air Suspension Service and Repair,
14-102 and MAXLITE™ 20–40 Rear Air
Suspension Service Manual, 14-104. Walking
beams are optional. The ends of both the
camelback spring assemblies and the walking
beams are mounted in rubber shock insulators.
The current taperleaf spring tandem axle has
springs with eyes at both ends to accommodate
pin-type connections at the axle housings.
Metal-backed rubber insulators are installed in
the spring ends to minimize road shock.
Figure 5 — Tire Wear from Positive Camber

1. Excessive Positive Camber Outside Shoulder Wear

Page 14
 DESCRIPTION AND OPERATION
All vehicles with MACK front axles should have
camber that is equal on both sides of the vehicle.
The maximum side-to-side camber difference is
1/2 degree. Differences in camber between the
left- and right-hand side may be attributed to
improper wheel bearing adjustment, unequal tire
size, tire wear, improper tire inflation, worn
steering knuckle pin bushings, a deformed wheel
or a bent axle. Eaton and some Meritor front
axles have unequal side-to-side camber to
compensate for road crown. The recommended
camber for the various axles used on MACK
vehicles may be found in the Maintenance and
Lubrication manual for MACK® Diesel Powered
Trucks, TS494. Always check the specification for
the vehicle before making any adjustments.
6
Figure 6 — Tire Wear from Negative Camber
1. Excessive Negative Camber Inside Shoulder Wear
Figure 7 — Uneven Camber
Note that camber is not adjustable. Changing
camber involves replacing the axle center or the
axle assembly. Some owners and operators using
radial ply tires have been arbitrarily changing the
camber of front axles. This practice is NOT
RECOMMENDED by Mack Trucks, Inc. The only
recommended change to the front axle alignment
when using radial ply tires is covered under Toe.
Caster
MACK vehicles are designed with positive caster.
The amount of caster depends upon the type of
steering gear used. By using positive caster, the
projected intersection of the king pin axis is
theoretically placed ahead of the tire contact
point. This tends to stabilize the vehicle when
traveling straight ahead, and also aids in
returning the front wheels to a straight ahead
position after completing a turn.
Unequal caster causes leading of the vehicle to
the side having the least amount of caster.
Incorrect caster, however, is not likely to affect tire
wear.
8
Figure 8 — Unequal Positive Caster
1. Front
Page 15
 DESCRIPTION AND OPERATION
The difference in caster angle between right and
10

left sides must not be more than 1/2 degree.

Insufficient caster causes low-speed wandering

or weaving and high-speed instability.

When cornering, the wheels are slow in returning

to the straight ahead position.

Too much caster is evidenced by hard steering

and impact shimmy. Excessive caster may also
be indirectly related to road shock, high-speed
wander, and may cause power steering chatter.
9

Figure 10 — Caster Plate in Position

1. Caster Plate

If it has been determined that the caster angle is

not within proper specification, the angle may be
corrected by separating the front spring from the
axle and replacing the caster plate with a caster
plate that provides the correct angle.

Knuckle Pin Inclination

Knuckle pin inclination influences the directional
Figure 9 — Caster Angle Difference stability of the vehicle. Slanting the knuckle pin
out at the bottom tends to minimize pulling due to
1. Front 2. Maximum Caster unequal brake action and irregular road surfaces.
Difference: 1/2 Degree 11

If caster angle difference exceeds 1/2 degree,

check for spring sag or axle twist between
steering knuckles and spring seats.

As the chassis is loaded, the caster tends to

increase.

Refer to the Maintenance and Lubrication manual

for MACK® Diesel Powered Trucks, TS494, for
the recommended caster angles.

Caster on the typical axle is attained by placing a

tapered caster plate between the spring and the
axle.
Figure 11 — Knuckle Pin Inclination

Knuckle pin inclination does not affect tire wear.

However, incorrect knuckle pin inclination can
cause a variance in camber which does
contribute to tire wear.

Page 16
 DESCRIPTION AND OPERATION
12 13

Figure 12 — Tire Wear from Excessive Knuckle Pin

Inclination (Camber Variance)

1. Excessive Knuckle Pin Inclination Inside Shoulder Wear

Toe Figure 13 — Front Wheels Pulling in Opposite Directions

Toe is considered the number one factor that
affects tire wear on steering axles. A slight
amount of toe-in can extend tread life, whereas
even a slight amount of toe-out can accelerate
tread wear.
Toe is adjustable to reduce tire wear and to avoid
wander. Vehicle geometry tends to cause the
wheels to pull outward or away from the vehicle.
Both front wheels normally have positive camber
and also a positive scrub radius, which tends to
pull the wheels in opposite directions. The pull in
opposite directions causes the wheels to fight
each other, thereby developing steering wander
and accelerated tread wear.
Excessive toe-in (positive toe) or toe-out
(negative toe) causes the wheels to fight each
other and contribute to tire wear. Wear appears
on both front tires as a feathered edge. A feather
or sawtooth edge pointing inward indicates
excessive toe-in, while too much toe-out is
evidenced by the feather or sawtooth edge
pointing outward. Incorrect toe settings can also
cause uneven tire wear, cupping, and wander.
14

The outward pull of the wheels compresses the

cross steering tube and socket assemblies,
especially if the sockets are worn. The front
wheels are normally set with slight toe-in to cause
the wheels to run in a straight line when the
vehicle is in motion.

Some front driving axles are set up with toe-out

because single wheel driving torque coupled with
axle geometry, tends to make wheels toe in.
Figure 14 — Tire Wear from Excessive Toe-In

1. Excessive Toe-In

Page 17
 DESCRIPTION AND OPERATION
15
Figure 15 — Tire Wear from Excessive Toe-Out
1. Excessive Toe-Out
Toe-in normally decreases as parts wear, and
therefore requires a regular inspection and
lubrication schedule. Refer to the Preventive
Maintenance Program found in the Maintenance
and Lubrication manual for MACK® Diesel
Powered Trucks, TS494. If inspection reveals
improper settings, check for a bent cross steering
tube or cross steering levers.
If a vehicle is equipped with radial ply tires, the
toe should be set toward the zero side of the
recommended toe range.
Toe must be measured when the front wheels are
in a straight ahead position because the front
wheels are forced to travel at different angles
when the vehicle is making a turn.
Page 18
Factors Affecting Tread Wear
Factors that contribute to tread wear, whether
normal, abnormal or irregular, can be minimized
so that life expectancy of a tire can be maximized
where only normal tread wear is the result.
Abnormal or irregular wear refers to wear
patterns that occur around the entire
circumference of the tire.
NORMAL TIRE WEAR
When a tire is rolling, the tread surface distorts
from a curved surface to a flat surface. This
causes the tread to bunch up and then stretch out
as it contacts and then leaves contact with the
road surface. This action creates the familiar
heel-and-toe wear that can be felt with your hand
when you rub the tread around the tire, first in one
direction and then the opposite direction.
Heel-and-toe wear can be increased when tires
are on drive axle positions.
ABNORMAL AND IRREGULAR TIRE WEAR
When “normal” tread wear progresses into other
wear patterns or occurs too early, tread wear
becomes abnormal or irregular. Aggressive
driving (fast starts and stops) and cornering
maneuvers, as well as misalignment, contribute
to abnormal or irregular wear patterns. One
example of abnormal tread wear is called
“feathering,” which is caused by tread slip (tire
being turned to one side against vehicle direction,
excessive toe-in or toe-out). A tire that is tilted
(excessive camber) increases the load on one
shoulder, accelerating “shoulder” wear. Other
factors contributing to accelerated tread wear
(decreased tread life) are underinflation and
overinflation of the tire. Vehicle speed can lead to
irregular wear. Higher speeds change the wear
rate and rubber properties of the tire, which can
bring on irregular wear, or simply reduces the
tread life to what otherwise appears to be tread
wear without any irregular wear patterns.
 DESCRIPTION AND OPERATION
TIRE INSPECTION
Inspect tires daily, and look for bulges, cuts,
penetrations, uneven wear and/or oil
contamination. If any damage is found, the tire
must be thoroughly inspected by a qualified tire
inspector and repaired or replaced immediately,
at his discretion.
If uneven tire wear is found, a thorough inspection
of the chassis, inspecting those items that
influence tire wear, should be performed. Chassis
inspection and alignment must be performed by a
qualified technician.
FACTORS THAT INFLUENCE TIRE WEAR
The following factors will influence tire wear,
affecting both wear rate and uneven tire wear:
앫 Tire Pressure and Loading
앫 King Pin Play
앫 Toe Adjustment
앫 Axle Alignment
앫 Tire Selection and Matching
앫 Turning Angle
앫 Wheel Balance
앫 Shock Absorbers
앫 Wheel Runout, Radial and Lateral
앫 Vocation (How the Chassis Is Used)
앫 Tire Condition/Damage
앫 Spring Pin Play
앫 Torque Rod Play
앫 Tire Mounting
앫 Fifth Wheel Setting
앫 Tie Rod End Play
앫 Wheel Bearing Play
앫 Lack of Lubrication on Fifth Wheel Top Plate
TIRE SELECTION
Select the proper tire for the vehicle vocation and
axle position. Tire selection should be matched to
the manufacturer's application guidelines.
Consult a qualified tire specialist for proper tire
selection.
The overall ratio of an axle is affected by the
number of revolutions the tires make in a mile,
and will change if tire size, make, ply type and
tread design are changed. Particularly on
all-wheel-drive vehicles using the MACK TC(S)
15/25 transfer case, overall ratio match between
the front and rear axles must be maintained or
damage to the front drive axle, driveline or
transfer case may result. Unless replacement
tires are identical to the originals, consult your
MACK distributor or service facility to select
replacements that will maintain ratio match within
acceptable limits.
TIRE INFLATION
Proper tire inflation pressures ensure maximum
mileage and overall tire performance. Consult the
specific tire manufacturer’s books for correct
inflation pressures per load, or refer to the vehicle
safety certification label.
Never operate a vehicle with underinflated (or
overloaded) tires, as this condition will cause
excessive heat build-up which can result in
sudden tire destruction, property damage and
personal injury.
Page 19
 DESCRIPTION AND OPERATION
TIRE ROTATION
Radial tires should be rotated only when
necessary. If the tires are wearing evenly, there is
no need to rotate. If irregular wear becomes
apparent, or if wear rate on the tires is
perceptively different (from axle to axle or left side
to right side of vehicle), then the tires should be
rotated in such a manner as to alleviate the
condition.
Some tires have tread that is uni-directional;
consult manufacturer product information. Other
than these specific tires, there is no restriction on
criss-cross rotation or reversing direction.
Page 20
TIRE WEAR AND DRIVING HABITS
All tires will wear out faster when subject to high
speeds, as well as hard cornering, rapid starts,
sudden stops, frequent turning at high turning
angles, and frequent driving on surfaces which
are in poor condition. Surfaces with holes and
rocks or other objects can damage tires and
cause axle misalignment.
TIRE LOADING
Consult the tire manufacturer’s data book for
complete information on the allowable loads for
your tires. Load capacity may vary with inflation
pressure, and the speed at which the tire will be
used. Tires which are loaded beyond their
maximum allowable loads will build up excessive
heat that will result in rapid wear and/or sudden
tire destruction.
For additional tire information (i.e., high-speed
limits, inflation pressures, etc.), consult the
product information available through the specific
tire manufacturer.
 DESCRIPTION AND OPERATION
GLOSSARY
Frame Definitions
Resisting Bending Moment (RBM) — This is
the most meaningful measurement of frame rail
strength. The RBM is derived by multiplying the
Section Modulus of the rail by the Yield Strength
of the material. This term is universally used in
evaluating frame rail strength.
Yield Strength of Material — This is defined as
the maximum stress that can be applied to a
material without permanently deforming the
material. The higher the figure, the stronger the
material.
Area — The area is the total cross section of
frame rail (includes all applicable elements) in
square inches (or square millimeters).

Section Modulus — This is the measure of the

capacity of the rail cross section to resist a
16
bending moment. The section modulus is not
related to the type of frame rail material or its
strength. The section modulus is a property of the
section dimensions.

Figure 16 — Frame View

Page 21
 DESCRIPTION AND OPERATION
Alignment Factors
Camber — The camber angle of a wheel is
determined by the angle between the center line
of the wheel and a vertical line, as viewed from
Turning (Steering) Angle — This measurement
is the maximum number of degrees, both left and
right through which the front wheels can be
turned.
17

the front of the vehicle. If the wheel is tilted

outward at the top, it has positive camber. If the
wheel tilts inward at the top, it has negative
camber.

Caster — Caster is the angle in degrees that the

knuckle pin is tilted toward the front or rear of the
vehicle, as viewed from the side of the vehicle.
When the top of the steering knuckle pin is tilted
toward the rear, the wheel has positive caster.
When the top of the steering knuckle pin is tilted
toward the front, it is said to have negative caster.

Included Angle — This term represents the total

angle of camber and knuckle pin inclination.

Knuckle Pin Inclination — This is the angle in

degrees that the knuckle pin is tilted inward at the
top, as viewed from the front of the vehicle.

Scrub Angle — This angle is a comparison of

the parallelism of the two rear axles. If the two
rear axles are exactly parallel to one another (if
they point in the same direction), the scrub angle
is zero.

Set Back — This term is a comparison of the

chassis center line to the front axle. If the front
axle is exactly perpendicular to the chassis center Figure 17 — Wheel Alignment Diagram
line, the set back angle is zero.
1. Vertical Line 5. Caster Angle
Steering Geometry — This is the term used for 2. Camber Angle 6. Knuckle Pin Center Line
3. Pivot Centers 7. Toe-In Equals A Minus B
the arrangement of the steering components 4. Knuckle Pin Inclination
necessary to connect the front wheels and the
steering gear.
Turning Radius — This is the radius of the arc
Thrust Angle — This term is a comparison of the made by the outside front wheel of the vehicle
chassis center line to the perpendicularity of a when it is making its tightest turn.
rear axle. If the axle is perpendicular to the
chassis center line, the thrust angle is zero.

Toe — This measurement relates to the

difference in distance between the front and the
rear of the front tires, as viewed from above.
When the tires are closer together in the front
than in the rear, the wheels have toe-in. In a
toe-out condition, the tires are closer together in
the rear than in the front.

Page 22
MAINTENANCE

MAINTENANCE

Page 23
 MAINTENANCE
SUSPENSION MAINTENANCE
Springs
Front and rear springs must be inspected at the
Schedule A and B maintenance intervals for
broken spring leaves. Lubricate front and rear
springs in accordance with the Maintenance and
Lubrication manual for MACK® Diesel Powered
Trucks, TS494.
Never jack up a vehicle with a jack placed under a
leaf spring. The impressions made by the gripper
of the jack could damage the surface of the
spring, causing premature spring failure.
When inspecting for broken spring leaves, be
especially careful to inspect behind the spring
clips (U-bolts). Rust streaks originating from this
area are an indicator of broken leaves. Also, wear
at the shock insulator caps in the spring T-slot
area would be a sign of broken leaves. If a
cracked or broken leaf is found, replace the entire
spring assembly.
At the Schedule C and D maintenance intervals,
in addition to the inspections required at the
Schedule A and B intervals, the front and rear
springs must also be inspected for broken, loose
or missing center bolts and rebound clips, and
axle shifting. Spring shackles and mounting
brackets must be inspected for damage and
secureness. Also, check torque and condition of
spring clips, insulators, spring caps, torque rods
and shock absorbers (if so equipped) during the
C and D maintenance inspections.
At each A, B, C, and D inspection interval,
perform a static shake test. With the parking
brakes applied and the engine running at an idle,
have an assistant move the steering wheel back
and forth while checking the front spring for
looseness at the attachment points (refer to
Figure 18). Any movement of the spring indicates
that the spring leaf may be broken at the spring
eye wrapper or the bronze bushing may be worn.
If movement is detected, clean and inspect the
Page 24
spring wrapper and the bronze bushing. If the
wrapper is broken, replace the spring. If the
bushing is worn, replace the bushing.
18
Figure 18 — Check Spring Wrapper
1. Check this area of spring wrapper leaf for potential
cracks
Spring leaves are coated with lonoclad®,
zinc-rich paint, or Tectyl 400C at assembly, and
require no additional lubrication. If the spring
assembly has been disassembled, it must be
steam cleaned and coated with either a graphite
or molybdenum-based lubricant prior to
reassembly.
Shock Absorbers
Shock absorbers must be checked at Schedule C
and D preventive maintenance inspections.
Inspect shock absorbers for control, binding and
leakage. Examine insulators and mountings for
wear, deterioration or breakage.
It is recommended that shock absorbers either be
replaced in pairs for one axle, or sets of four for
both front and rear axles. For vehicles with
taperleaf springs, a set of six will be required to
replace shock absorbers on both front and rear
axles.
A shock absorber installed in the chassis may be
tested by removing one end from its mounting.
New shock absorbers can be checked by
mounting one end in a suitable fixture.
 MAINTENANCE
Control — Cycle the shock absorber in and out. ON NEW VEHICLES
The shock absorber should require approximately
On new vehicles, spring clip (U-bolt) torque, both
four to five times more force to extend than
front and rear axles, must be checked as follows:
compress. If the shock absorber moves easily in
both directions, the unit is defective, and must be 앫 Spring and walking beam suspensions —
replaced. Note, however, that the shock can have during the first 3,000 miles/5000 km or
an air bubble which will be pumped out within one 3–4 months (whichever occurs first) of
to three strokes. An air bubble can be service. After the initial break-in period,
experienced in new shock absorbers in stock, or spring clip torque must be checked at every
in units on vehicles which have not been driven C and D inspection interval.
for a day or two.
앫 All MACK air suspensions — at the end of
the first 1,000 miles/1610 km of service and
Binding — Compress the unit fully, and back off
at each A, B, C and D inspection interval
1/4 inch (6 mm). Rotate the shock. It must rotate
thereafter.
freely without resistance. Extend the unit to within
1/4 inch (6 mm) of full extension. Rotate the unit.
Severe resistance to rotation is cause for AFTER SERVICE REPLACEMENT
replacement.
After any service that involves the removal and
reinstallation of a spring on either the front or rear
Leakage — In the fully extended position,
axle, spring clip torque must be checked as
collection of dirt and/or oil near the top of the
follows:
reserve tube is an indication of a leaking seal and
imminent shock absorber failure. Note that dirt 앫 Spring and walking beam suspensions —
and/or oil toward the bottom of the reserve tube after a minimum of one day and a maximum
can come from sources other than the shock of one week, or 3,000 miles/5000 km of
absorber itself. A leaking shock absorber may still service. Thereafter, at each C and D
have proper control, but must be replaced. inspection interval.
앫 All MACK air suspensions — after a
Mounting — The rubber grommets on the stem
minimum of one day and a maximum of one
or in loop-mounted shock absorbers can crack
week, or 1,000 miles/1610 km of service.
and deteriorate. Apparent surface cracks are not
Thereafter, at each A, B, C and D inspection
damaging, and may only be cracks in surface
interval.
paint. Severe splits or pieces of rubber missing
are an indication of a failing mounting rubber, and
are cause for replacement. Also inspect the
mounting brackets for damage, missing hardware
and secureness. Loose spring clips can result in broken spring
leaves, followed by severe axle misalignment
which would affect vehicle control.
Spring Clips (U-Bolts)
Tightening of the front and rear axle spring clip All vehicles with MACK suspensions must have
nuts at proper intervals on new vehicles and on the spring clips retorqued at Schedule C and D
vehicles with replaced springs is important to maintenance inspections. Center bolt nuts must
prevent spring shifting, breaking of leaves and be retorqued to 20–30 lb-ft (27–40 N폷m).
center bolt shearing. Loose spring clips will also
cause axle misalignment which could adversely
affect tire wear.

Page 25
 MAINTENANCE
To correct spring shifting on chassis with S34,
S38, S58 and S65 series axles, special hardened
flat washers must be installed under the spring
clip nuts. The washers increase the clamping
force of the spring clip. On chassis not originally
equipped with these washers, the seating area of
the nut on the underside of the trunnion must be
examined for galling. If evidence of galling is
found, it is recommended that the trunnion be
replaced. If the damage is not excessive, the area
may be remachined to provide a flat surface for
the washer to seat against.
To correctly tighten spring clip nuts, first tighten all
the nuts until they are snug.
Next, tighten the nuts using the sequence shown
in the following drawing until approximately
one-third of the recommended torque is achieved.
Repeat tightening the nuts, using the same
sequence, gradually increasing the torque
through a second, third and fourth stage, until the
recommended final torque is attained.
19

After installing the special washers under the

spring clip nuts on chassis with SS34, SS38,
SS58 and SS65 series axles, torque spring clips
to specifications. Retorque spring clip nuts after
the first day of operation, followed by a torque
check at the end of 3,000 miles or 90 days,
whichever comes first.

If a torque wrench of the capacity shown in the

accompanying chart is not available, use B.K.
Sweeney Manufacturing Co., Torque Multiplier
Model 392.

SPRING CLIP TORQUE CHECK AND SPRING

CLIP INSTALLATION
When tightening the spring clip nuts on highway
vehicles on either the front or rear springs, follow
the recommended tightening sequence after
lubricating the spring clip threads with the
recommended lubricant. The lubricant ensures Figure 19 — Tightening Sequence of Spring Clip Nuts
adequate clamping of the spring pack with the
nuts tightened to the specified torque. A mixture
of synthetic white lead and SAE 30 engine oil in a
proportion of one pound (0.45 kg) of lead to
one-eighth pint (0.06 liter) of oil is the
recommended lubricant. As an alternate,
NEVER-SEIZE® compound may be used.
Lubricant must also be applied to washers used
on the spring clips to remove frictional drag on
the nuts, if applicable. Torque requirements are
the same for either type of lubricant used. Follow
the procedures outlined for tightening the spring
clip nuts.

Page 26
 MAINTENANCE
Example The current springs and related parts are not
interchangeable with replaced parts. To upgrade
Correct tightening of the rear spring clips is older vehicles to this new arrangement, it is
particularly important. The following increments necessary to install new springs, trunnion, spring
are recommended for 1.25 inch (31.8 mm) spring clips, spacers, and in the case of the former
clips: SWS56 series axles, new bracket caps. Be sure
to use the proper replacement parts when
1st Stage 400 lb-ft (542 N폷m) working on these axles.
21
2nd Stage 800 lb-ft (1085 N폷m)
3rd Stage 1200 lb-ft (1627 N폷m)
4th Stage 1500 lb-ft (2034 N폷m)

The three main leaf springs released after

December, 1979 for the 34,000 pound
(15 400 kg) and 38,000 pound (17 200 kg) axles
use a cast steel spacer, replacing the formerly
used fabricated spring clip retaining plate. This
change requires spring clips that have a radius at
the top in place of the flat-style spring clips. A
hardened flat washer is also used in conjunction
with the spring clip nuts.
20

Figure 21 — Current Spring Arrangement

1. Current Spring Clip 4. Hardened Washers

2. Cast Spring Spacer 5. Three Main Leaf Springs
3. Redesigned Upper
Trunnion

Figure 20 — Spring Clip Design

1. Current Design 2. Noncurrent Design

SPRING CLIP DIAMETER AND NUT TORQUE

Spring Clip Diameter Spring Clip Nut Torque
Inches MM Lb-Ft N폷m
0.625 (5/8) 15.9 200–225 271–305
0.750 (3/4) 19.0 320–340 434–461
0.875 (7/8) 22.2 500–550 678–746
1.000 (1) 25.4 800–880 1085–1193
1.125 (1-1/8) 28.6 1050–1150 1424–1559
1.250 (1-1/4) 31.8 1400–1500 1898–2034

Page 27
 MAINTENANCE
Spring Shock Insulators Insulators exhibiting any of these characteristics
must be discarded. The shock insulator cap must
be removed to make this inspection, except in the
most severe cases.
22
Refer to “Wheelbase Adjustment with Special
Shock Insulators” on page 107 for information
regarding special spring shock insulators (with
offset locating pin) designed for service use to
facilitate adjustment of unequal tandem wheel
base dimensions.

The purpose of the spring shock insulator is to

secure the spring to the chassis and also to
reduce the transmission of road shock to the
vehicle. To do this, the rubber must be in good
condition and firmly bonded to the metal insert.

The spring shock insulators of tandem rear axle

suspensions are subject to deterioration in
service, and must be inspected at every
Schedule B, C and D inspection, as well as when
the suspension requires service. This inspection Figure 22 — Insulator with “Exploded” Corner (Discard)
23
is to determine whether the insulator is suitable to
remain in service, or if it should be replaced.
Arbitrary replacement of usable insulators is
wasteful, and reuse of worn insulators can result
in unnecessary downtime.

A vehicle must not be operated with worn or

defective shock insulators. Faulty insulators can
cause axle misalignment or floating which
adversely affects tire life. Continued operation
with damaged or worn insulators can result in
damage to the T-slot area of the shock insulator
cap, and eventual cap failure. Spring damage is
also possible.

The lower insulators are subject to the greatest

loads and, therefore, experience several different
types of failures. Examples of these failures are Figure 23 — Bulged Insulator (Discard)
shown in the accompanying illustrations. In some
cases, the metal insert may separate completely
from the rubber. This type of failure is not shown.

Page 28
 MAINTENANCE
24
Figure 24 — Insulator Compressed into Cap (Discard)
Some insulators exhibit what is known as
“flashing separation.” Although this condition may
give the impression that the insulator is defective,
it is not in itself cause for replacement. During
manufacture, a thin layer of the insulator material
known as flashing covers the edges of the metal
insert. After the insulator is put in service, this
flashing may peel off, giving the erroneous
impression that the insert and the insulator have
separated, making the part appear defective.
With the insulator removed from the chassis,
check for flashing separation by inserting a flat
tool at the area shown, and attempt to pry the
metal insert away from the insulator. If the bond is
good, and the insulator is otherwise undamaged,
it can be reused.
25
Figure 25 — Insulator with Acceptable Flashing
Separation
1. Pry here to check for 2. Flashing
separation.
The lower insulator must also be checked for
pullover, a condition where the locating pin in the
metal section is no longer centered. To check for
pin concentricity, reverse the insulator in the
housing, and attempt re-registry in the spring
main leaf registry hole. A maximum shift of
1/8 inch (3.175 mm) from the original center line
is permissible. The insulator must be replaced if
the shift is excessive, or if the locating pin shows
signs of extreme wear.
If the difference in wheelbase spacing from
side-to-side is excessive and replacing the
insulators with new standard parts does not
correct the condition, special insulators with offset
locating pins are available through the MACK
Parts System.
Although it is not as heavily loaded as the lower
insulator, the upper insulator must be in good
condition to ensure maximum service life of the
assembly. The upper insulator should be in light
compression under normal operating conditions.
Page 29
 MAINTENANCE
Check the fit of the upper insulator with the shock
insulator cap removed. Be sure that the spring is
up toward the insulator bracket as far as it can go,
then attempt to move the insulator vertically. If it
can be moved, the insulator must be replaced. If
the upper insulator does not have any vertical
play and is in otherwise good condition, it can
remain in service.
Visually inspect the upper shock insulators for
cracks or deterioration.
After inspecting the shock insulators and applying
anti-friction compound, position the upper
insulators onto the spring assembly, placing the
locating pin into the hole provided in the spring
assembly.
A soap base anti-friction compound must be
applied to the rubber portion of the shock
insulators to provide a slippery surface, reduce
friction and prevent sticking during assembly. The
compound must not be harmful to rubber.
26
Figure 26 — Installing Upper Shock Insulator
Page 30
Insert the lower shock insulator into the shock
insulator cap. Align the cap and insulator to the
mating surface on the axle, making sure that the
insulator locating pin is aligned with the locating
hole in the spring leaf. Use a jack as shown to
raise the cap and insulator to enable the
attaching hardware to be installed.
27
Figure 27 — Positioning Lower Shock Insulator and Cap
Do not tighten any one capscrew to full torque
until the other capscrews have been partially
torqued. The shock insulator cap must be
tightened evenly or damage may result.
Always clean the inside of shock insulator caps
before installing shock insulators. Premature
wear of shock insulators will occur if this is not
done.
While retaining insulator in place with a jack,
install the necessary hardware. Each rear axle on
the right hand or curb side of a tandem axle
suspension requires two capscrews on the inside
to retain the shock insulator caps. All other
positions require the use of capscrews, washers
and nuts.
 MAINTENANCE
Tighten all hardware until snug. Repeat tightening hardware, using the same
28
sequence, increasing the torque through a
second and third stage until the recommended
torque values in the following table are attained.
29

Figure 28 — Tightening Spring Cap Hardware

Tighten all capscrews or nuts, alternating at

diagonally opposite corners, to approximately Figure 29 — Torquing Shock Insulator Cap Hardware
one third the recommended torque. 30


   
 

   




INSULATOR CAP TORQUE

Position Grade 5 Grade 8

Bolt Only 1 7/8" UNC 468–508 N폷m 610–719 N폷m

(345–375 lb-ft) (450–530 lb-ft)
Bolt and Nut 2 7/8" UNF 427–569 N폷m 719–813 N폷m
(315–420 lb-ft) (530–600 lb-ft)

Page 31
 MAINTENANCE
SUSPENSION LUBRICATION
At each “L” chassis lubrication interval, check the
axle to determine if it is equipped with bronze
bushings, and therefore requires lubrication. If
lubrication is required, determine if oil or grease
is to be used.
Most tandem axles of 44,000 pounds and greater
capacity incorporate bronze trunnion bushings
that require lubrication. A few tandem axles of
lower capacity also have bronze bushings. Axles
equipped with bronze bushings can be identified
by the use of trunnion caps. Lubrication can be by
either oil or grease.
When lubrication is required, determine the type
of lubricant required. This is done by noting the
type of fitting provided.
Grease Lubrication — Grease-lubricated units
have a conventional grease fitting. The fitting may
be located in several different places, depending
on the axle model and the date of manufacture.
For spring trunnions, these locations may be
found on the trunnion cap, or on the front or rear
of the trunnion, as shown in the accompanying
illustrations. Fittings located on the front or rear of
the trunnion can be difficult to see; check this
area carefully.
It is important that the chassis be raised during
lubrication to ensure full penetration of the
grease.

Never jack up a vehicle with a jack placed under a

Some early trunnions designed for grease leaf spring. The impressions made by the gripper
lubrication have a tapped hole in the cap. These of the jack could damage the surface of the
caps were carried over from previous spring, causing premature spring failure.
oil-lubricated trunnions. For this reason, it is
32
important to check for the presence of a grease
fitting before assuming the unit is oil-lubricated. If
a grease fitting is found, lubricate with grease as
outlined under grease lubrication.

Oil Lubrication — All oil-lubricated units have an

oil fill hole in the trunnion cap for the addition of
oil. The fill hole is sealed with a pipe plug.
31

Figure 31 — Trunnion Grease Fitting Location (Partial)

1. Grease fitting location at rear of L.H. trunnion and at

Figure 30 — Trunnion Cap with Provision for Oil
front of R.H. trunnion
Lubrication

1. Oil fill hole in this location has also been used for a
grease fitting on some models.

Page 32
 MAINTENANCE
An additional grease fitting location, used on
current production bronze bushed SS44 axles, is
on the outward face of the trunnion.
33 Never jack up a vehicle with a jack placed under a
leaf spring. The impressions made by the gripper
of the jack could damage the surface of the
spring, causing premature spring failure.
34

Figure 32 — Grease Fitting Location (SS44)

1. Grease Fitting

Grease fittings for walking beams are located in Figure 33 — Various Possible Grease Fitting Locations
different places, depending on construction. (Walking Beam)

1. Top Center of Walking 3. Outer Diameter of

Beam Trunnion between Spring
2. Center of Beam on Web Clip Bosses or
It is important that the chassis be raised during of Trunnion Reinforcing Ribs
lubrication to ensure full penetration of the
grease.

AXLE GREASE LOCATIONS

Tandem Axle Model Suspension Type Lube Fitting Location
SS440 Spring On outer diameter of trunnion between
SS462 spring clip bosses or reinforcing ribs
SS501 (located on rear of left trunnion and front
SS652 of right trunnion)
SS582
SW440 Walking Beam Top center of walking beam
SWB38
SW462
SW501
SW582
SW652

Page 33
 MAINTENANCE
Seals: Seals are provided at the inboard side of
the trunnion on both oil- and grease-lubricated
units. Seals for oil lubrication are installed with
the lip facing toward the bushing. Seals for grease
lubrication are installed with the lip facing away
from the bushing. Seals used with grease
lubrication are installed this way to allow purging
of old grease and to minimize pressure buildup in
the trunnion.
35
Figure 34 — Typical Trunnion Seal Installation
1. Seal for Grease 2. Seal for Oil Lubrication
Lubrication (Seal Lip (Seal Lip Toward
Away from Bushing) Bushing)
3. Trunnion Bushing
If seals on SS/SW50, 582 and 652 series tandem
axles are worn or damaged, the axle can be
converted to grease lubrication. These tandem
axles are factory-equipped with a pressure relief
fitting to prevent excessive lubrication pressure.
Page 34
Pressure Relief Fitting: A pressure relief fitting
is used with current production of both oil- and
grease-lubricated axles. The purpose of this
fitting is to limit pressure within the trunnion to
protect the seal and trunnion cap. The relief fitting
is located either on the trunnion cap, or the top,
inboard side of the trunnion.
36
Figure 35 — Pressure Relief Fitting Location (Tandem
Axles with 50,000-Pound Capacity and Greater)
1. Pressure Relief Fitting
Grease-lubricated units that were not originally
equipped with pressure relief fittings should have
them added. Install the fitting in the trunnion cap,
using the existing tapped hole, if available. If no
tapped hole exists, drill and tap the raised boss
on the periphery of the cap to 1/8 NPT. See
drawing under “Oil Lubrication” for location.
 MAINTENANCE
TOTAL VEHICLE ALIGNMENT
Total vehicle alignment not only includes the front
steering axle and the rear axle(s), but also should
include trailer axle(s). Total vehicle alignment is
the proper setting and checking of the steering
axle geometry, rear axle(s) tracking and
parallelism, as well as the alignment factors for
trailer axle(s). The purpose of the total vehicle
alignment is:
앫 To minimize tire wear at all axles and reduce
vehicle operating cost.
앫 To maximize predictable vehicle handling for
increased driver control over the vehicle.
앫 To provide safe vehicle operation that results
in improved driver comfort and satisfaction.
앫 To check and adjust the three major factors
that can contribute to reduced tire life, such
as toe settings (primarily front steer axles),
axle alignment geometry (drive and trailer
axle parallelism) and camber.
Rear Axle Alignment Geometry
Rear axle alignment, which applies to both trucks
and tractors, affects vehicle tracking and requires
the vehicle driver to correct by oversteering. Two
axle alignment factors that can affect tire wear
and vehicle tracking are parallelism and thrust
angle.
앫 Parallelism (scrub, skew and tram): The
angle formed by two lines projected through
the length of the axle(s). Parallelism in more
simple terms is the measurement between
the difference in axle spacing (tandem axles)
on opposite sides of the frame (vehicle).
Misalignment of parallelism causes the axles
to work against each other, which if great
enough, requires the front wheels to be
turned to compensate for the push of the
rear axles to keep the vehicle moving on a
straight path. The tire wear that results is
excessive scrub (inside/outside tire toe
wear). This also occurs on driving axles and
trailer axles.
앫 Thrust angle (axle square): The angle
measured between the axle and the
geometric center line of the vehicle, or in
other words, a measurement from a known
reference point to each end of the single
axle. Misalignment of the thrust angle (axle
square) causes what is known as “dog
tracking” and requires the front steering
wheels to be turned parallel to the rear tires
in order to keep the vehicle moving on a
straight path. This condition can cause
shoulder and feathering wear patterns on
the front steering axle tires.
Total Vehicle Alignment and
Preventive Maintenance
Total vehicle alignment should become an
integral part of the alignment shops regular
preventive maintenance practices, especially for
fleets and individual truck owners alike.
Maximizing tire performance and tread life
requires regular inspection and maintenance of
inflation pressure. To maximize vehicle driving
stability and safety, and to increase tread life, a
regular maintenance schedule should be
implemented for checking and adjusting the
“total” vehicle alignment, not just setting front
steering axle toe.
New vehicle suspension and steering systems
tend to “settle-in” after being in service for awhile
and so should be checked for any misalignment,
including axle parallelism and thrust angle, as
well as the front wheel alignment factors. It is
recommended that a total vehicle alignment be
performed at the first A inspection interval.
Thereafter, front axle alignment should be
checked and adjusted at each C and D inspection
interval, and rear axle alignment should be
checked and adjusted at each D inspection
interval (refer to Maintenance and Lubrication for
MACK Diesel Powered Trucks, TS494). However,
this does not mean that any mishap such as
hitting a pot hole or curb, or driver complaint of
poor or irregular vehicle steering stability, or tire
wear should be ignored between maintenance
inspection intervals. It is more cost effective for
fleet or individual owners to service the vehicle for
a total alignment, now, rather than later.
Page 35
 NOTES

Page 36
REPAIR INSTRUCTIONS

REPAIR INSTRUCTIONS

Page 37
 REPAIR INSTRUCTIONS
REPAIR OF FRAME SIDE RAILS
AND CROSSMEMBERS
Neither Mack Trucks, Inc., nor the manufacturer
of the frame side rails and/or crossmembers,
recommend the repair of these items. It is
recognized, however, that side rails and
crossmembers are repaired in the field by owners
and operators in order to minimize downtime and
expense. It is in this context that Mack Trucks,
Inc. sets forth the following procedures relating to
repairs, welding, and drilling of side rails and
crossmembers. Mack Trucks, Inc. does not
herewith assume any liability or responsibility for
any repairs performed on frames, including
repairs to side members and crossmembers, by
any party other than Mack Trucks, Inc. The
following, therefore, represents suggested
procedures only. In the event that repairs to the
frame have been performed in an improper
manner, in the judgment of Mack Trucks, Inc., the
warranty, if any, applicable to such frame may be
voided thereby.
It is obviously impossible to provide details that
cover all situations that may be encountered. No
attempt is made to indicate whether inside or
Figure 36 — Frame Flexing
1. Tension Flange (Stretch Side)
2. Fifth Wheel
Page 38
outside channels, angles or fishplates should be
used for reinforcing members, or how far any of
these items should extend from the point of
damage. Each case must be studied individually,
and the repairs made accordingly. It is hoped,
however, that the common sense information
given, helps to avoid mistakes that may render
frame repairs ineffective.
The effective repair of frame side rails and
crossmembers necessitates some knowledge of
factors that cause frame damage in the first
place. Damages are primarily caused by high
stresses, and usually by a local concentration of
these high stresses. Factors that produce these
localized high stresses include abrupt change in
section, incorrect bolting patterns, notches,
cracks, improper load concentrations and loose
bolts.
As weight is applied to the frame of a vehicle, it
has a tendency to flex. Where the frame is not
directly supported by the suspension, it flexes
downward. As this flexing occurs, one frame
flange stretches (tension flange) while the other
flange is compressed (compression flange).
Since frame stress is greatest at the tension
flange, reinforcement plates, when used, should
be longer on the tension flange edge to give this
area additional support.
36
3. Trunnion
4. Front Springs
 REPAIR INSTRUCTIONS
An effective repair must compensate for the
37

factors which caused the original damage, and

must not introduce any factors which would
produce new stress concentrations. The following
are certain precautions which must be observed
in frame repair.

When reinforcement plates are shaped by use of

a cutting torch, all cracks, nicks and burrs must be
removed from the edges by grinding. All edges of
structural items must be smooth and free from
burrs. Burrs must also be removed from the
edges of holes and apertures.

Avoid load concentrations on all body mounting

brackets, and fifth wheel mounting brackets and
supports by using the same design principles that
apply for frame reinforcements. When repairing
frame side members, it may be necessary to
consider a redesign of any locally fabricated
mounting brackets and supports to prevent
recurrence of damage. Figure 37 — Reinforcement Plate Size

If loose bolts have started small cracks in the 1. Incorrect 3. Plate Before Bending
2. Tension Flange 4. Correct
crossmembers, the cracks may be welded.
Where the cracks are extensive, replacement is
recommended. Avoid section “gaps” caused by a reinforcement
plate stopping short of the ends of adjacent
Holes that are enlarged or irregularly worn may brackets or crossmember gussets.
38
be reamed to accept the next larger bolt diameter.
For critical areas, bodybound bolts with hardened
washers are available. The use of bodybound
bolts requires reaming the hole to a non-standard
size to effect an interference fit for the bolt. Refer
to the section on bodybound bolts in this manual
for details. HUCK® fasteners can also be used in
certain instances, and they, too, are explained in
another section of this publication.

Use bolts to attach frame reinforcements. DO

NOT attach frame reinforcements by welding!

Reinforcement plates must be long enough to

extend beyond the critical area so that the ends
can be cut on an angle instead of square across
the frame section.

Figure 38 — Reinforcement Plate Location

1. Original Section 4. Section Gap

2. Reinforced Section 5. Tension Flange
3. Incorrect 6. Correct

Page 39
 REPAIR INSTRUCTIONS
Never leave a sharp internal angle when cutting Avoid several holes in direct vertical alignment or
reinforcement plates or when modifying structural holes too close together. A staggered bolt pattern
members. with good spacing and sufficient edge distance is
39
desirable.
40

Figure 40 — Reinforcement Plate Bolt Spacing

1. Tension Flange 3. Edge Distance is Twice

2. Incorrect Bolt Diameter
4. Correct

Figure 39 — Reinforcement Plate Angle

1. Incorrect 3. Best
2. Better 4. Tension Flange

Page 40
 REPAIR INSTRUCTIONS
Transverse Torque Rod Area
Repairs
Certain special procedures must be followed
when making frame repairs in the area of a
transverse torque rod. They are as follows:
1. Check tire to frame distance and record.
2. Remove the transverse torque rod.
3. Drill 1/8-inch holes at the ends of each crack
in the rail.
4. Vee out the crack(s).
5. Weld per the instructions described in
“Welding on Side Rails.”
6. After welding, reinforce the repair using one
of the following methods:
OPTION 1 (Recommended, especially for
1/4-inch or 6-mm thick frames)
Install 1/4-inch channel (section of inner
liner) from the center of the axle bracket to
the end of the next crossmember. This
requires removing existing 1/4-inch spacers
from behind the axle bracket and the next
crossmember. If the mounting does not
include 1/4-inch spacers, the crossmember
must be replaced with the shorter version
which is required with IC reinforcement, and
a 1/4-inch spacer must be added to the left
side crossmember mounting.
OPTION 2
Fabricate a steel plate (minimum SAE 950X)
1/4-inch thick by 16 inches long, height to be
determined by frame web height.
Frame Side Rail Welding
Again, Mack Trucks, Inc. does not recommend
repair of frame side rails or crossmembers by
welding; however, our company does recognize
that at times these items are welded in the field.
The following suggestions are set forth in this
manual for the sole purpose of minimizing the
risks inherent in welding these frame members.
Therefore, Mack Trucks, Inc. assumes no
responsibility or liability with respect to any repair
of frame side rails or crossmembers by welding
by any party other than Mack Trucks, Inc. The
repair of frame rails in the field, particularly by
welding and/or drilling, performed in an improper
manner in any respect, can be the cause of, or a
contributing factor to, costly property damage and
personal injury. The procedures outlined are
appropriate with regard to all frame steels
currently in the field. It is imperative that the
suggestions be followed accurately.
Perform all cutting operations by the oxygen and
gas process, using either oxygen and acetylene
or oxygen and Mapp. Mechanical sawing is, of
course, also acceptable.
Bevel the joints to be joined to a 30-degree angle
with a 1/16-inch (1.6-mm) land.
41

Frame crossmember locations may require the

use of varying lengths of inner plate, but a
minimum of 12 inches is desirable.

Locate the plate inside of the frame,

centering on the original location of the
transverse torque rod. Locate holes, drill and
reattach rod. Drill four 21/32-inch holes, one
at each corner of the plate, keeping holes at
least 1.75 inches from the frame flange. Figure 41 — Preparing Joints for Welding
Install 5/8-inch bolts and nuts (minimum
Grade 5 strength), and torque to
specification.
7. Recheck tire to frame distance. If necessary,
change the torque rod shims at the frame
bracket, or adjust the rod length.

Page 41
 REPAIR INSTRUCTIONS
All bevel edges should be on the outside of the
frame.
Align the sections to be joined by clamping them
to a piece of scrap channel. Maintain a 1/16-inch
(1.6-mm) gap between the sections.
42
Make small stringer beads.
Note that the last bead should be made so that it
joins the previous weld beads only, not the frame
sections. This will draw heat from the frame and
create a stronger weld. Inspect the weld on the
inside of the frame rail for an undercut. Any
undercut must be filled in by welding.

Grind the weld beads on the inside and outside of

the sidemember to blend with the parent metal.
Finish must be 120 grit or finer. Grind must be
done carefully to avoid “burning” the sidemember.
43

Figure 42 — Aligning Joints for Welding

Weld using a 3/32-inch (2.3-mm), E11018M

welding rod with either alternating current or
direct current, reverse polarity and a positive
electrode. Current to be used for either process is
as follows:
Figure 43 — Preferred Method of Welding Using Stringer
Volts 21–24 Beads
Amperes 70–120
1. Last Pass Joins Weld 2. Check for Undercut
Beads, Not Plates

Page 42
 REPAIR INSTRUCTIONS
Frame Side Rail Drilling Experience indicates that cobalt high-speed drills
are superior to conventional high-speed drills in
this operation. Drills should be sharpened to give
150 degrees included angle with 7 to 15 degrees
lip clearance.
Do not drill frame flanges.
When a pilot hole is used, it should not be
When it is necessary to drill holes in the frame enlarged in successive stages, as rapid wear of
side rail web for local mounting of accessories, drills will occur. A further step to extend drill life is
observe the following rules: to refrain from breaking through to full size at the
앫 The center of the holes must not be closer bottom of a hole being drilled.
45
than 1-3/4 inches (45 mm) to the top or
bottom inner face of the flange, nor less than
3 inches (75 mm) apart. On frame rails with
inner frame liners, this dimension is
referenced to the top or bottom inner face on
the flange of the innermost liner.
앫 No more than two holes should be on a
vertical line. Ideally, holes should be
staggered as shown in Figure 44.
앫 Bolt holes must not be larger than those
existing in the frame, such as for spring
bracket bolts.
44

Figure 45 — Pilot Hole Drilling

1. Cobalt High-Speed Drill 3. 0.25 Inch Maximum

Bit 4. Stop bit before full
2. Drill Point 150 Degrees break-through. Remove
lip with reamer.

Figure 44 — Drilling Locations in Frame Web

1. Staggered Drillings A — 1-3/4 in. (45 mm)

2. Rail without Inside Liner B — 3 in. (75 mm)
3. Rail with Inside Liner(s) C — 3 in. (75 mm)
D — Frame Height

Page 43
 REPAIR INSTRUCTIONS
Crossmember Repair
46

Neither Mack Trucks, Inc., nor the manufacturer

of the frame side rails and/or crossmembers,
recommends the repair of these items. It is
recognized, however, that side rails and
crossmembers are repaired in the field by owners
and operators of the vehicles, in order to minimize
downtime and expense. It is in this context that
Mack Trucks, Inc. sets forth the following
procedures relating to repairs, welding and
drilling of the side rails and crossmembers. Mack
Trucks, Inc. does not herewith assume any
liability or responsibility for any repairs performed
upon frames, including repairs to side members
and crossmembers, by any party other than Mack
Trucks, Inc. The following, therefore, represents
suggested procedures only. In the event that
repairs to the frame have been performed in an
improper manner, in the judgment of Mack
Trucks, Inc., the warranty, if any, applicable to
such frame may be voided thereby.
All of the foregoing has been written basically
with reference to frame side rails. The same
principles apply generally to the repair of
crossmembers. The following points should be
observed when repairing a crossmember by
welding, noting however, that this is not a full
welding specification.
JOINT PREPARATION
On the outside of the crossmember, the joint
should be chamfered by grinding at an angle of
45 degrees to a depth equal to the thickness of
the material minus 1/16 inch (1.6 mm); this forms
a groove in which the weld metal can be laid. Drill
a 3/8-inch (10-mm) diameter stop hole at the end
of the crack, then grind a chamfer on the stop
hole.
Figure 46 — Crossmember Joint Preparation
USE CORRECT WELDING ROD
The weld rod recommended for the repair of
cracks in crossmembers is E7018, using 1/8-inch
(3.1-mm) diameter for the first pass, and
5/32-inch (4-mm) diameter for additional passes.
MAKE A GOOD WELD
Do not use more heat than is necessary to give
good penetration, and do not run more passes
than necessary. Make sure that weld is free from
craters and undercuts, paying particular attention
to the edges of flanges. Make sure that scale is
removed from each successive pass.
WELD GRINDING
Grind surface of weld flush with parent metal on
both outside and inside, irrespective of whether or
not a bracket or reinforcement is fitted on top of
the weld.
CROSSMEMBER REINFORCEMENTS
On crossmember repairs it is permissible to
secure reinforcements by welding. The
reinforcements should be designed to avoid
stress concentrations and the fillet welds should
always be kept at least 3/8 inch (10 mm) away
from the edges of flanges to avoid any weakening
of the parent material at the edge. For long welds,
use intermittent welding.

Page 44
 REPAIR INSTRUCTIONS
CROSSMEMBER REPLACEMENT
If a crossmember has become damaged to the
extent that repair would become too costly,
replace the crossmember. Remove the damaged
crossmember from the chassis, and discard
existing fasteners. Align new end gussets and
existing holes in the side rails, then ream and
install new bolts in accordance with either the
Bodybound bolt or HUCK® fastener section of
this manual. Be sure that the crossmember has a
forced fit to effect positive contact for good
welding conditions, and is located within the
same position relative to the mounting hole
pattern, as the crossmember that was removed.
Replacement center crossmembers can be either
formed or fabricated.
Bodybound Bolts
Bodybound bolts, both SAE and metric, are
manufactured with closely controlled shank
diameters to effect an interference fit with the
members that they attach. The shank diameter
(B) is approximately 0.031 inch (0.79 mm) larger
than the rolled threads. This type of bolt
eliminates the undesirable condition of having
parts bearing on the threaded portion of the bolt.
47
Figure 47 — Determining Bodybound Bolt Size
1. Crossmember Flange 5. Lock Nut
2. Frame 6. Flat Washer
3. Spring Bracket 7. Bodybound Bolt
4. Ream Holes for
Bodybound Bolts
Before bodybound bolts can be used in engine
and spring supports, the holes in the supports
and frame must be reamed to the proper
diameter so that the bolts can be installed with
the required interference fit.
Reamers must only be used in a clockwise
rotation. Do not reverse rotation to withdraw
reamer. Use a drill with a maximum no-load
speed of 350 rpm. Always use cutting oil. Failure
to follow these instructions leads to premature
reamer damage.
Holes already provided in the frame may be used
if they are not worn to a degree where reaming
them will make them oversized. To ream a hole,
select the correct reamer for the size of bolt to be
used from the accompanying chart. It is
recommended that “Go/No-Go” plug gauges be
used to determine if the reamed holes are kept
within the prescribed tolerances.
Align the existing holes in the frame with those in
the brackets or supports by using drift pins,
locating pins or standard bolts and nuts in two
diagonally opposed holes. Ream the unused
holes to the proper diameter, as listed in the
chart, using a spiral cobalt reamer. Be sure the
reamer is kept 90 degrees to the frame during the
reaming operation. The length of the cutting
surface of the reamer must not exceed 6 inches.
After reaming, clean out any metal chips that may
remain in the holes. Install bodybound bolts with
the necessary washers, and torque the nuts to
the value specified in the chart. Hit the head of
the bolt several times with a brass hammer during
final torquing to ensure proper seating of the
fasteners. Remove drift pins, locating pins, or
bolts and nuts used to align the brackets or
supports. Repeat the reaming and mounting
procedure for the remaining holes.
It is good practice to check the bolts for size
before they are driven into the holes, because it
would be difficult to remove them, if necessary.
Page 45
 REPAIR INSTRUCTIONS
48

Where (Alumalastic®) sealer is used between

aluminum and ferrous surfaces, the threads on
the bolts must be wiped clean after insertion and
before threading the nut onto the bolt.
Alumalastic® acts as an extreme lubricant, and
incorrect torque values will be obtained, with the
possibility of thread stripping if this procedure is
not followed.

To select the proper SAE bodybound bolt, the

parts to be assembled must first be measured to
determine the accumulated thickness (T), so that
the proper bolt shank length (A) can be selected.
A hardened flat washer must be used under each
nut for assemblies with both steel and aluminum
parts. When the bolt head comes in contact with
an aluminum part, a hardened washer must be
used under the bolt head to prevent loosening.
Figure 48 — Determining Bodybound Bolt Size

1. Crossmember Flange 5. Lock Nut

2. Frame 6. Flat Washer
3. Spring Bracket 7. Bodybound Bolt
4. Ream Holes for
Bodybound Bolts

49

Figure 49 — Recommended SAE Bodybound Bolt Installation

1. Elastic Stop Nut (21AX) 5. Bodybound Bolt (3AX)

2. Spring Bracket 6. Hardened Flat Washer (37AX) with Aluminum Bracket
3. Side Rail 7. Hardened Flat Washer (37AX)
4. Engine Bracket

Page 46
 REPAIR INSTRUCTIONS
To select the proper metric bodybound bolt
length, the parts to be assembled must first be
measured to determine the accumulated
thickness of the parts. The shank of the bolt
should extend a minimum of 66 percent into the
last part of the bodybound pack. A hardened flat
washer (271AM) is used under each nut for both
steel and aluminum assemblies to compensate
for minor variations in thickness, to ensure
relatively constant torque values, and to properly
distribute the clamping load. A hardened flat
washer is also used under the bolt head to
properly distribute the clamping load.
Figure 50 — Recommended Metric Bodybound Bolt Installation
1. Hex Nut (171AM)
2. Spring Bracket
3. Side Rail
4. Engine Bracket
Be sure that the shank of the bolt does not
protrude from the hole, or the nut will bottom
against the shank before the proper clamping
force is applied. Too short a bolt will not provide
an adequate bearing surface, reducing the
effectiveness of the bodybound bolt. Use the
correct length bolt and washer thickness, as
required, to obtain ideal conditions.
50
5. Bodybound Bolt (8AM)
6. 66% Minimum
7. Hardened Flat Washers (271AM)
Page 47
 REPAIR INSTRUCTIONS
METRIC BODYBOUND BOLT CHART
Bolt Size Shank Diameter Reamer No. Drill Size Torque
mm mm (Inches) mm N폷m (Lb-Ft)
12 12.70 (0.50) J 34922 (12.6 mm) 11 78 (58)
12.6 (0.496)
16 16.69 (0.657) J 26461 (0.652 inch) 15 225 (166)
16.59 (0.653)
20 20.70 (0.815) J 34679 (20.5 mm) 19 365 (270)
20.60 (0.811)

GRADE 5 AND GRADE 8 BODYBOUND BOLT CHART

Bolt Size Shank Diameter Reamer No. Drill Size Torque
Inches Inches (mm) Inches Lb-Ft (N폷m)
Grade 5
5/8-18 UNF-2A 0.657 (16.69) J 26461 (0.652 inch) 19/32 155–175 (210–237)
0.653 (16.59)
3/4-16 UNF-2A 0.782 (19.86) J 26462 (0.776 inch) 11/16 240–270 (325–366)
0.778 (19.76)
1-14 NS-2A 1.034 (26.26) J 26463 (1.027 inch) 31/32 590–640 (800–868)
1.028 (26.11)
Grade 8
5/8-18 UNF-2A 0.657 (16.69) J 26461 (0.652 inch) 19/32 268–296 (363–401)
0.653 (16.59)
3/4-16 UNF-2A 0.782 (19.96) J 26462 (0.776 inch) 11/16 476–528 (645–716)
0.778 (19.76)

Reamers listed above may be ordered directly

from:

SPX Corporation

Kent-Moore

28635 Mound Rd.

Warren, Michigan 48092-3499

Telephone: 1-800-328-6657 (or 1-810-574-2332)

Fax: 1-800-578-7375 (or 1-810-578-7375)

Internet: www.spxkentmoore.com

Page 48
 REPAIR INSTRUCTIONS
HUCK® Metric Flanged Fasteners
51

HUCK-SPIN® fasteners are used in production to

attach various assemblies to the vehicle frame.
The major advantages of HUCK® fasteners are
consistent clamp value and high resistance to
vibration-induced loosening. A special power
swaging installation tool delivers uniformly high
preloads, independent of the individual operator.
MACK specification HUCK® fasteners prevent
unwanted loss of clamping force, yet permit
subsequent removal with power hand tools. A
simple visual inspection of installed HUCK®
fasteners eliminates costly periodic torque
checking and retorquing of conventional
fasteners.

In the event that HUCK® fasteners are removed

for wheelbase changes, fifth-wheel mounting,
etc., Mack strongly recommends that new
HUCK® fasteners be used for attachment/ Figure 51 — HUCK-SPIN® Fastener Identification
reattachment of components. Superior clamping 52

ability cannot be duplicated with the use of

conventional bolts and nuts.

Never reuse HUCK® fasteners. If reused, they

can loosen and cause frame damage. Use only
new HUCK® fasteners.

IDENTIFICATION AND SELECTION OF HUCK®

FASTENERS
HUCK-SPIN® fasteners are used in production,
whereas HUCK-FIT® fasteners are currently
available through the MACK Parts System for
field service repairs. HUCK-FIT® fasteners are
available in 12 mm, 16 mm and 20 mm pin and
collar diameters, while the 14 mm pins and
collars are available only in the HUCK-SPIN®
configuration. All HUCK® fasteners are metric
property class 10.9. A fastener is selected based
on the thickness of the material to be clamped.
This thickness is called the “GRIP” when working
with HUCK® fasteners. A grip number is stamped
into the head of each HUCK® pin, and represents
the midpoint of the grip range (expressed in
millimeters) for that particular pin.
Figure 52 — HUCK-FIT® Fastener Identification
Most HUCK® pins have a grip range of
approximately 10 millimeters. A pin with a grip
marking of 15, for example, could be used to
clamp material from 10 mm to 20 mm thick. One
with a grip marking of 40 would be used if the
thickness of the parts to be clamped is between
35 mm and 45 mm. The exception to this is a
HUCK® pin with a grip marking of 17. This pin
has a grip range of 10 mm to 24 mm. Only the
16-mm diameter pin is available with this
extended grip, and it can also be identified by the
raised nipple at the center of the pin head.

Page 49
 REPAIR INSTRUCTIONS
MACK PART NUMBERS FOR HUCK® FASTENERS
Following is a list of available HUCK-SPIN® and HUCK-FIT® fastener part numbers for 12 mm, 14 mm,
16 mm and 20 mm diameter pins and collars.
53

Figure 53 — MACK Part Numbers for HUCK® Fasteners

Page 50
 REPAIR INSTRUCTIONS
REMOVAL OF HUCK® FASTENERS
HUCK-SPIN® pins and collars do not have hex
heads and cannot be removed with an air impact
wrench. HUCK-FIT® pins and collars have hex
heads and can be removed with an air impact
wrench. When removing a HUCK-FIT® fastener,
always try to remove the collar with an air impact
wrench first. Should difficulty be encountered,
increase air pressure to the maximum allowable
for the tool to obtain the best results. If the
fastener cannot be removed with an air impact
wrench, the collar must be cut with a torch.
A hydraulic collar splitter is available from Huck
International for removing HUCK-SPIN®
fasteners. If a collar splitter is available, it should
be used. If the splitter is not available or is
impractical to use, the collar should be cut with a
torch.
Use this method of removal only if the fastener
cannot be removed with an air impact wrench or
hydraulic splitter.
54
Figure 54 — HUCK-SPIN® Collar (Transverse Cut
Location)
1. Cut through collar and 2. Swaged Area
pin at this location with a
torch.
If cutting the collar with a torch, make the cut just
above the collar flange. When cutting, use
extreme care to avoid damage to, or excessive
heating of, chassis components in the area. To
help avoid damage to other components, use a
metal shield (1/8-inch thick) with a hole in it which
will fit around the HUCK® collar. When a torch is
used to cut the collar, removal is easier if the
center shank is driven out while the part is still
hot.
In summary, try the impact wrench or hydraulic
collar splitter first. If the fastener cannot be
removed by using these methods first, the collar
can be cut with a torch as described.
INSTALLATION OF HUCK® FASTENERS
To install HUCK® fasteners, first select the proper
diameter and grip range HUCK® pin. To ensure
flush pin seating, the hole size must be as
follows:
— 12-mm pin: 12.8 mm–13.5 mm hole
(use 33/64- or 17/32-inch drill bit)
— 14-mm pin: 14.3 mm–14.8 mm hole
(use 9/16-inch drill bit)
— 16-mm pin: 17.1 mm–17.5 mm hole
(use 11/16-inch drill bit)
— 20-mm pin: 21.6 mm–22.0 mm hole
(use 55/64-inch drill bit)
Holes as small as the nominal diameter of the pin
(e.g., 12-mm hole for 12-mm pin) may be used.
Chamfer the pin head side to ensure proper
seating.
55
Figure 55 — HUCK-SPIN® Pin
Page 51
 REPAIR INSTRUCTIONS
57

Never reuse HUCK® fasteners. If reused, they

can loosen and cause frame damage. Use only
new HUCK® fasteners.

To install the fasteners, select the correct grip

range pin. To ensure flush pin seating, the hole
size for 16 mm pins must be 0.673–0.689 inch
(17.1–17.5 mm) in diameter. An 11/16-inch drill
bit can be used. Holes can be as small as
0.630 inch (16 mm), but must be chamfered on
the head side to ensure proper seating.
1. Insert the pin through the prepared hole.
2. Slide the collar over the pin and hand
tighten.
56

Figure 57 — Swaging Collar (HUCK-FIT® Fastener

Shown)

The tool continues pulling on the pin, moving

the anvil forward and swaging the collar into
the locking grooves of the pin, thereby
achieving clamp.
58

Figure 56 — Threading Collar onto Pin (HUCK-FIT®

Fastener Shown)

3. Place the nose assembly of the hydraulic

installation tool over the pin and squeeze the
trigger to activate the tool. When activated,
the nose assembly pulls on the pin, drawing
the work pieces together. The anvil pushes
on the collar.
Figure 58 — Swaging Completed (HUCK-FIT® Fastener
Shown)
With HUCK-FIT® fasteners, the pintail
breaks off at the breakneck groove when the
tool completes the swage.

Page 52
 REPAIR INSTRUCTIONS
59
Figure 59 — Pintail Break-Off (HUCK-FIT® Fastener
Shown)
4. Release the trigger and remove the tool.
With HUCK-FIT® fasteners, remove the
pintail from the tool.
5. Visually inspect the installed fastener.
Figure 60 — Correctly Installed HUCK-FIT® Fasteners
1. Flush
2. 10.6 mm (0.417 inch) Maximum Protrusion
3. 14.6 mm (0.575 inch) Maximum Protrusion (17 Grip Only)
INSPECTION OF INSTALLED HUCK®
FASTENERS
Visual inspection of installed fasteners consists of
checking for a complete swage, and checking for
proper pin protrusion. Certain types of HUCK®
fasteners installed at the MACK factory may have
greater pin protrusion than that shown here.
There is nothing wrong with these special
factory-installed fasteners. The installation
method is different than that used for service
fasteners. A properly functioning tool with the
correct nose assembly, produces installed
fasteners as shown, as long as the right grip
range HUCK® pin was selected.
If the HUCK-FIT® pin breaks off inside the collar,
or pin protrusion exceeds 10.6 mm (14.6 mm for
17-grip pin), the fastener is improperly installed.
Although visual inspection is generally sufficient,
other measurements can be taken to monitor tool
performance. The following dimensions apply:
60
4. OK Only for 17-Grip HUCK® Pin
5. OK
6. OK
Page 53
 REPAIR INSTRUCTIONS
INSTALLED HUCK® FASTENER DIMENSIONS
61

Fastener
Diameter Installed Dimensions
12 mm A — 13.8 mm (0.543 in.) Minimum
B — 18.3 mm (0.720 in.) Maximum
14 mm A — 16.2 mm (0.638 in.) Minimum
B — 21.9 mm (0.862 in.) Maximum
16 mm A — 17.7 mm (0.697 in.) Minimum
B — 24.1 mm (0.949 in.) Maximum
20 mm A — 21.2 mm (0.835 in.) Minimum
B — 30.3 mm (1.193 in.) Maximum

Figure 61 — Correctly Installed HUCK−SPIN® Fasteners

The 17-grip HUCK® pin has a raised point in the
center of the pin head in addition to the normal
grip mark.
62
If the installed pin protrusion and collar
dimensions noted during inspection are not within
the specified limits, the fastener is installed
incorrectly and must be replaced.

Properly installed HUCK® fasteners provide the

following minimum values in pounds of force:

HUCK® FASTENER STRENGTH (INSTALLED)

Fastener
Diameter Pounds of Force
12 mm Shear: 15,770
Tensile: 19,845
Clamp: 13,725
14 mm Shear: 21,560
Tensile: 26,978
Clamp: 18,660
16 mm Shear: 28,350
Tensile: 36,810
Clamp: 25,515
Figure 62 — Installed HUCK® Fastener Dimensions
20 mm Shear: 44,325
Referring to Figure 62, an “A” dimension less Tensile: 57,465
Clamp: 39,780
than the specified value indicates an incomplete
swage. A “B” dimension greater than the
specified value indicates an incorrect or worn
anvil on the installation tool. The following table
lists the specified dimensions for a properly
installed fastener.

Page 54
 REPAIR INSTRUCTIONS
INSTALLATION EXAMPLES DO NOT mix HUCK® fasteners and flange bolts
(ACCEPTABLE AND UNACCEPTABLE) within a hole pattern (Figure 65) unless a specific
exception is documented.
65
HUCK-SPIN® and HUCK-FIT® fasteners can be
turned inward or outward (Figure 63) as tool
limitations may require.
63

Figure 65 — Flange Bolt and HUCK® Fasteners

Figure 63 — Fastener Facing Inboard
If the collar is scored (Figure 66), the tool anvil is
HUCK-FIT® fastener pin-break is to be flush with worn and should be replaced.
or greater than the collar length (Figure 64). A 66

recessed pin-break less than flush with the collar

is unacceptable.
64

Figure 66 — Scored Collar

Figure 64 — Recessed Pin-Break

Page 55
 REPAIR INSTRUCTIONS
Flange-Head Fasteners FLANGE HEAD HARDWARE TORQUE CHART
Diameter (Inch) Torque Lb-Ft (N폷m)
SAE GRADE 8 TYPE
3/8-16 UNC 25–35 (34–47)*
Some MACK chassis use flange head fasteners
1/2-13 UNC 65–75 (88–102)*
for attachment of certain components (i.e., front
spring front bracket). This hardware is all coarse 85–95 (115–129)**
thread Grade 8 configuration, with zinc-plated 5/8-11 UNC 125–150 (169–203)*
bolts and cadmium-plated, waxed finish locknuts. 3/4-10 UNC 230–270 (312–366)*
(Six dots on bolt head defines Grade 8 fastener.)
The locknuts sustain locking action by * When torquing nut
precision-compressed elliptical upper threads
** When torquing bolt head
that grip the bolt threads to resist back-off.

With the use of flange head hardware, no METRIC TYPE

washers are required, as the heads of both the All metric flange head capscrews used by Mack
bolt and nut are flanged to provide a large surface Trucks, Inc. are zinc or cadmium plated. All metric
area. Included in the flange design is a recess nuts are cadmium plated and waxed. Torque
feature that provides for the same clamp load as should be applied to the nut whenever possible.
conventional fasteners, but at a much lower No lubricant is to be used. Where sealer
torque. The bearing surfaces under the fasteners (Alumalastic®, or equivalent) is used between
must be flat, smooth and dry (no lubricant aluminum and ferrous surfaces, the threads on
present). Tightening values are applicable for the bolt must be wiped clean after insertion, and
fasteners assembled on bare aluminum and/or before threading the nut onto the bolt.
steel, and prime-painted aluminum or steel
bearing surfaces only. TORQUE APPLIED WHEN FLANGED FASTENER SPINS
67
ON STEEL PLATE OR FERROUS CASTINGS
Size Torque
mm N폷m (lb-ft)
*6 13 (9.6)
*8 23 (17)
10 65 (48)
12 110 (81)
16 260 (192)
20 360 (266)
Figure 67 — Typical Flange Head Bolt and Nut
* These values are for property class 9.8 bolts. Other values
Observe the following torque requirements when are for property class 10.9 bolts.
tightening flange head fasteners. The appropriate TORQUE APPLIED WHEN FLANGED FASTENER SPINS
torque may be applied to either the hex flange ON ALUMINUM PLATE, FORGINGS OR CASTINGS
screw or the hex flange locknut, while the other is
held stationary. Tightening the nut is preferred, Size Torque
however. No lubrication should be used. Where mm N폷m (lb-ft)
sealer (Alumalastic®, or equivalent) is used *6 10 (7.4)
between aluminum and ferrous surfaces, the
*8 19 (14)
threads on the bolt must be wiped clean after
insertion, and before threading the nut onto the 10 52 (38)
bolt. 12 85 (63)
16 200 (148)
20 280 (207)

Do not tighten flange head hardware to general

* These values are for property class 9.8 bolts. Other values
Grade 8 specifications. are for property class 10.9 bolts.

Page 56
 REPAIR INSTRUCTIONS
Aluminum Parts Protection Grafo 253

Aluminum parts must be protected when brought Grafo Colloids Corporation

into direct contact with other metals, as corrosion
may be accelerated as a result of this contact in Sharon, Pennsylvania 16146
combination with exposure to moisture and air.
Tower 3364
Aluminum parts to be joined to parts of dissimilar
metal, without benefit of paint or other surface Tower Chemical Corp.
covering, must have all mating surfaces coated
with Alumalastic® compound, or equivalent. 2703 Freemansburg Avenue

Alumalastic® Easton, Pennsylvania 18042

Caulking Compound Grade C B Mailing Address:

The Parr Paint and Color Company P.O. Box 3070

Syracuse and Brussels Road Palmer, Pennsylvania 18043

Cleveland, Ohio 44110 Alodine Coating

Aluminum parts to be press-fitted to parts of Kaiser Aluminum and Chemical Corp.

dissimilar metal must have contacting surfaces
coated with one of the following protective 1015 East 12th Street
agents:
Erie, Pennsylvania 16503

When protective coatings are used between

aluminum and ferrous surfaces, the threads on
bolts and nuts used must be wiped clean before
assembly. These coatings act as lubricants, and
incorrect torque values will be obtained, with the
possibility of thread stripping, if this procedure is
not followed.

Page 57
 REPAIR INSTRUCTIONS
FRAME-MOUNTED These factors are not covered in this section.
Instead, this discussion covers the two major
ACCESSORIES considerations in the mounting of the fifth wheel:
WHERE to mount it, and HOW to mount it.
Fifth Wheel Specification and
Mounting The following illustration provides a description of
nomenclature that is used to properly identify the
GENERAL INFORMATION fifth wheel parts and mounting components. Also
provided is a list of abbreviations commonly used
The following is offered as a guide for installing
and accepted by the Society of Automotive
fifth wheels so that frame or mounting difficulties
Engineers when referring to fifth wheels.
will be avoided. Because of the many different 68
makes and types of fifth wheels available and the
variety of vehicles on which they can be mounted,
it is impossible to give specific instructions.
Instead, general recommendations are given.
Each installation must be made on an individual
basis within these recommendations.

The most important factor to remember about fifth

wheels is that the final mounting location
determines the trailer and payload weight
distribution to the tractor axles. Ride quality,
vehicle stability, steering control, frame integrity
and brake performance are all affected by this
critical placement.

It is assumed that many factors have already

been considered in the preparation of the
specifications for the vehicle ordered. These
factors would typically include the following:
a. Legal restrictions
b. Front and rear axle load limits
Figure 68 — Fifth Wheel Nomenclature
c. Length of trailer
d. Anticipated payload 1. Skid Plate or Top Plate 7. Skid Ramp Stop
2. Base Plate Pivot 8. Pick-Up Ramp
e. Trailer axle location 3. Operating Handle 9. Skid Ramp Tips
4. Base Mounting Bracket 10. Skid Ramp
f. Movable or fixed trailer rear axle(s) 5. Mounting Plate 11. End of Skid Ramp
6. Frame Mounting 12. Throat
g. Kingpin offset Supports 13. Coupler Jaws
h. Front and rear trailer weights (Front
trailer weight is the weight imposed on
the kingpin.)

Page 58
 REPAIR INSTRUCTIONS
TRAILER ABBREVIATIONS TRACTOR ABBREVIATIONS
Refer to Figure 69. Refer to Figure 69.

TL = Trailer Length CFW = Back of Cab to Center Line of Fifth Wheel

SR = Swing Radius (center line of kingpin to BBC = Bumper to Back of Cab

corner of trailer)
BFW = Bumper to Center Line of Fifth Wheel
KP = Front of Trailer to Kingpin
FW = Kingpin to Rear Axle Center Line
LWC = Kingpin to Landing Gear (includes three
inches of clearance) CA = Back of Cab to Center Line of Rear Axle or
Tandem Axle
TH = Trailer Height
BFA = Bumper to Front Axle Center Line
R = Trailer Corner Radius
W = Width

OAL = Overall Length

OH = Overall Height

CL = Clearance Between Rear of Cab and Trailer

Corner (four inches minimum)

CT = Clearance Between Rear of Cab and Trailer

Front in Straight Ahead Position

WB = Wheelbase

TR = Tire Radius

C and L Superimposed = Center Line of Single

Axle or Tandem Axle

Page 59
 REPAIR INSTRUCTIONS
69

Figure 69 — Dimensions Used in Locating Fifth Wheels

Page 60
 REPAIR INSTRUCTIONS
LOCATING A FIFTH WHEEL
Locating the fifth wheel depends on factors such
as wheelbase and desired weight distribution,
frame section, tractor axle capacity, ride quality,
cab clearance, and clearance between the
landing gear and the outer tractor tires.
Fifth wheel offset is defined as the maximum
distance forward of the single/tandem rear axle
center line that a fixed fifth wheel can be
positioned, or where a sliding fifth wheel can be
moved. The fifth wheel offset must be adequate
to comply with maximum overall vehicle length
laws within the state(s) that the vehicle is
operated.
70
Figure 70 — Fixed and Sliding Fifth Wheel Location
1. Fixed 4. Slider Positioned as Far
2. Sliding Forward as Possible
3. Offset
The maximum allowable offset is also determined
by the required amount of landing gear clearance
and the trailer swing clearance. In a sharp turn,
as the trailer corner approaches the chassis
center line, placement of the fifth wheel
determines the clearance between the cab and
trailer. The recommended minimum clearances
are four inches between trailer and back of cab,
and three inches between landing gear and the
rearmost part of the outside dual tire.
When calculating the required clearance between
trailer and back of cab, always consider any
accessories or exhaust components that may
extend further back than the cab itself.
These considerations would then dictate that the
fifth wheel be mounted to the frame between the
required offset, to comply with the overall vehicle
length, and the maximum allowable offset, to
maintain swing clearance.
In addition, engineering experience has
determined that frame section, vehicle application
and axle ratings further limit the mounting
location. The Maximum Fifth Wheel Offset —
Inches chart lists maximum fifth wheel offset
based upon these factors. Based on wheelbase
and other chassis specifications, all chassis
models may not be able to fully use the maximum
available offset.
To avoid unloading the front axle, always mount
the fifth wheel ahead of the center line of the rear
axle or tandem axles. Sliding fifth wheels must be
blocked so that movement is restricted within
these parameters.
The height of the fifth wheel is important to
ensure that the tractor couples with the trailer and
that the legal overall height requirements are
observed.
The height must be such to provide adequate
clearance between the tires and the trailer when
the trailer is fully loaded. This clearance must
allow for tire chains and tractor spring deflection
under bump conditions.
When mounting a slider or a fixed fifth wheel with
a base plate on a chassis with air suspension and
MACK axles, a spacer must be included between
the fifth wheel mounting plate and the top flange
of the frame rail. This is to provide adequate
dynamic clearance for the transverse torque rod.
Steel spacers between the base mounting
bracket and the mounting plate are also
necessary in other applications if additional
height is required and cannot be obtained by
selecting an optional fifth wheel base mounting
bracket.
Page 61
 REPAIR INSTRUCTIONS
71

Tractors shipped from Mack Trucks, Inc.

without fifth wheels are certified as
incomplete vehicles. Any facility that installs
a fifth wheel is considered the final
manufacturer and must certify and accept
responsibility for the completed vehicle.

Figure 71 — Maximum Fifth Wheel Offset (Models Except CXN and CHN)

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 REPAIR INSTRUCTIONS
72

Figure 72 — Maximum Fifth Wheel Offset (CHN Axle Forward)

Page 63
 REPAIR INSTRUCTIONS
73

Figure 73 — Maximum Fifth Wheel Offset (CXN Axle Back)

Page 64
 REPAIR INSTRUCTIONS
MOUNTING FIFTH WHEEL
The method of mounting fifth wheels on the frame
is usually determined by the design of the fifth
wheel. In general, Mack Trucks, Inc. conforms to
the practices explained in SAE publication SP354
and uses either single-angle mounting or
double-angle mounting.
The single-angle, drop-over mount typically has
the fifth wheel assembly welded to structural
angle steel with the horizontal angle leg oriented
over the top of the frame rail flange.
74
Figure 74 — Single-Angle Drop-Over Mount
The single-angle, outboard mount has the fifth
wheel assembly welded or bolted to a base plate.
The base plate is welded or bolted to structural or
formed angle with the horizontal legs oriented
outboard of the frame. This configuration is the
standard mounting method for MACK suspension
vehicles.
75
Figure 75 — Single-Angle Outboard Mount
The double-angle, inboard-outboard mount is
normally used when a fifth wheel assembly is
furnished without a mounting plate, and uses
frame mounting supports on both the inside and
the outside of the frame rail. A spacer plate or
steel spacers are used on the inside frame
mounting support to keep the mounting surfaces
level. The forward edges of the inside and outside
angles must be staggered a minimum of six
inches.
76
Figure 76 — Double-Angle Inboard-Outboard Mount
The following considerations are only general
minimum recommendations for fifth wheel
mounting. The specific fifth wheel
manufacturer instructions may be more
stringent. Always review the manufacturer
requirements before installation.
Mounting Angle Requirements:
앫 Steel type for mounting angles must be
ASTM A-36 minimum strength.
앫 Minimum mounting angle size is 3″ x
3-1/2″ x 3/8″ thick x 36″ long.
앫 Minimum 1/10-inch radius on front and rear
bottom edges of mounting angle horizontal
legs that bear upon the frame is required.
앫 Adhere to a minimum one inch distance from
the front or rear of mounting angle to any
hole.
앫 Any mounting angle cutout must have a
minimum one-inch radius.
Page 65
 REPAIR INSTRUCTIONS
Mounting Procedures:
앫 Bolt, DO NOT WELD, mounting angles to
frame.
앫 Locate fifth wheel according to previously
mentioned guidelines.
앫 Maximum horizontal bolt spacing of bolts
mounting angle to frame is eight inches.
Minimum spacing is four inches.
앫 Use a minimum of six mounting angle to
frame bolts on each side.
앫 Preferably, mounting angle bolts should be
staggered with respect to the horizontal
center line along the length of the mounting
angles.
Figure 77 — Fifth Wheel
Page 66
Fastener Specifications (Minimum Options in
Order of Preference):
1. Class 10.9 metric HUCK® 20 mm fasteners.
Collars are to be on outside of frame where
possible. When mounting angle has slots,
through-hardened washers must be used
under the HUCK® collars.
2. Grade 8 bodybound 3/4″-16 bolts and Grade
C locknuts with through-hardened flat
washers under bolt heads and nuts or Class
10.9 metric bodybound 20 mm bolts and
Class 10 locknuts with through-hardened flat
washers under bolt heads and nuts.
3. Grade 8 hex head 3/4″-16 bolts and Grade C
locknuts with through-hardened flat washers
under bolt heads and nuts or Class 10.9
metric hex head 20 mm bolts and Class 10
locknuts with through-hardened flat washers
under bolt heads and nuts.
4. Grade 8 flange head 3/4″-10 bolts and
Grade C flange head locknuts or Class 10.9
metric flange head 20 mm bolts and Class
10 flange head locknuts.
77
 REPAIR INSTRUCTIONS
FRONT SPRING SERVICE
79

If it has been determined that the front springs

must be removed for any reason, follow the
instructions listed for removal, cleaning,
inspection and installation of the particular type of
vehicle front suspension.

Never jack up a vehicle with a jack placed under a

leaf spring. The impressions made by the gripper
of the jack could damage the surface of the
spring, causing premature spring breakage.

Whenever a vehicle is jacked up, use proper

heavy-duty axle stands under the chassis to
prevent injury or damage caused by vehicle
tipping or jack malfunction.
Figure 79 — Taperleaf Eye and Slipper Springs

1. Front End 7. Shock Absorber

Eye and Slipper Springs 2. Fixed Pin Retaining Bolt
78
and Nut
3. Fixed Pin Seals and
Bushing
4. Alignment Clip
5. Spring Clip
6. Spring Clip Spacer
Mounting Bracket
8. Shock Absorber
9. Caster Plate
10. Axle
11. Spring Clip Nuts
12. Spacer

EYE AND SLIPPER SPRING REMOVAL

1. Using a jack or overhead crane, take the
chassis weight off the springs by lifting at the
frame.
2. Remove the spring clip nuts and spring clips,
and disconnect the shock absorber, if
applicable.
3. Remove the fixed pin retaining nut and bolt,
and remove the fixed pin.

Figure 78 — Multileaf Eye and Slipper Springs

1. Front End
2. Fixed Pin Retaining Bolt
and Nut
3. Fixed Pin Seals and
Bushing
4. Alignment Clip
5. Spring Clip
6. Spring Clip Spacer
Match mark the front axle and caster plate, if
7. Shock Absorber applicable, to ensure proper positioning during
8. Alignment Clip reassembly.
9. Caster Plate
10. Axle
11. Spring Clip Nuts 4. Raise chassis and remove spring from front
12. Shock Absorber axle.
Mounting Bracket
13. Spacer

Page 67
 REPAIR INSTRUCTIONS
EYE AND SLIPPER SPRING CLEANING
Clean all components thoroughly with a suitable
parts cleaning solution. Never use acid wash
solutions or gasoline. After cleaning, dry with
compressed air.
EYE AND SLIPPER SPRING INSPECTION
1. Inspect spring assembly for cracks, broken
leaves or broken center bolts.
2. Inspect fixed pin for cracks, distortion or
excessive wear.
Make sure grease passageways are cleaned and
grease fitting is not blocked prior to reassembly.
3. Inspect main leaf bushing and seals for
wear.
4. Inspect hardware for damaged threads.
5. Repair or replace all defective items.
Spring alignment clips are used basically for
shipping purposes. If damaged, they need not be
serviced or replaced.
Page 68
EYE AND SLIPPER SPRING INSTALLATION
1. With chassis supported by a jack or
overhead crane, position the spring into
place on the front axle.
Be sure that caster plate, spacer, locating pin and
lower shock absorber mounting brackets are
properly positioned, as applicable.
2. Align the main leaf bushing into position and
install the fixed pin. Then, install the fixed pin
retaining bolt and nut.
3. Lower chassis slightly to position spring
assembly.
4. Position shock absorber bracket, when
applicable, and spring clip spacer on top of
spring assembly. Install spring clips.
5. Position towing shackle, if applicable, and
install the spring clip retaining nuts.
6. Tighten and torque the spring clip nuts.
Refer to “Spring Clips (U-Bolts)” on page 25.
7. Reconnect shock absorber, if applicable.
8. Lower chassis. Remove jacks or disconnect
crane.
Check axle alignment following any service on
the springs or suspension.
 REPAIR INSTRUCTIONS
Shackle Springs
80

Figure 80 — Taperleaf Shackle Springs

1. Front End 8. Shackle Pins

2. Fixed Pin Retaining Screw 9. Shackle Retaining Bolts, Nuts and Washers
3. Fixed Pin Seals and Bushing 10. Caster Plate
4. Spring 11. Spring Clips
5. Shock Absorber Bracket 12. Front Axle
6. Shock Absorber 13. Spring Clip Nuts
7. Shackle 14. Spacer

Page 69
 REPAIR INSTRUCTIONS
SHACKLE SPRING REMOVAL
81

1. Using a jack or overhead crane, take the

weight of the chassis off the spring by lifting
at the frame.
2. Remove the spring clip nuts and spring clips.
Disconnect the shock absorber.
3. Remove the fixed pin self-locking capscrew,
and remove the fixed pin.
4. Remove the bolt, nut and washer which
retain the spring shackle pin.

Match mark the front axle and caster plate, if

applicable, to ensure proper positioning at
reassembly.

5. Raise the chassis, remove the spring

shackles and remove the spring from the
Figure 81 — Multileaf Shackle Springs front axle.

1. Front End 8. Shackle Retaining Bolts, CLEANING SHACKLE SPRINGS

2. Fixed Pin Seals and Nuts and Washers
Bushing 9. Spring Clip Clean all components thoroughly with a suitable
3. Spring 10. Caster Plate parts cleaning solution. Never use acid wash
4. Shock Absorber Bracket 11. Front Axle
5. Shock Absorber 12. Spring Clip Nut
solutions or gasoline. After cleaning, dry with
6. Shackle 13. Spacer compressed air.
7. Shackle Pins 14. Fixed Pin Retaining
Screw

Page 70
 REPAIR INSTRUCTIONS
SHACKLE SPRING INSPECTION
1. Inspect the spring for cracks or broken
leaves.
2. Inspect the fixed pin and the shackle pin for
cracks, distortion or excessive wear.
Make sure grease passageways are cleaned and
grease fitting is not blocked prior to reassembly.
3. Inspect the main leaf bushings and seals for
wear.
On some models (up to 12,000 lb. front axle),
elastomeric bushings are used, and no seals are
required. Elastomeric bushings must also be
inspected at this point if used.
4. Inspect hardware for damaged threads.
5. Inspect the shackle, rear spring hanger and
shock absorber mounting brackets for cracks
or distortion.
6. Remove the shackle pin from the rear spring
hanger bracket (if lubricated shackle pin),
and inspect the pin, bushing and seals for
cracks, distortion, wear, etc. If equipped with
elastomeric (rubber) spring pin bushings,
inspect condition of elastomer.
7. Repair or replace all defective items.
Spring alignment clips are used basically for
shipping purposes. If damaged, they need not be
serviced or replaced.
SHACKLE SPRING INSTALLATION
1. With the chassis supported by a jack or
overhead crane, position the spring into
place on the front axle.
Be sure that the caster plate, spacer and locating
pin are properly positioned, as applicable.
The shackle pins should already be in the spring
and the spring hanger at this point in the
procedure.
2. Align the front bushing. Install the fixed pin
and the fixed pin self-locking capscrew.
3. Install the spring shackles, shackle pin
retaining capscrews, nuts and washers.
4. Lower the chassis slightly to position spring
assembly.
5. Position the shock absorber bracket and the
spring clip spacer on top of the spring
assembly, and install the spring clips.
6. Position the power steering cylinder anchor
bracket, if applicable, and install the spring
clip retaining nuts.
7. Tighten and torque the spring clip nuts.
Refer to “Spring Clips (U-Bolts)” on page 25.
8. Reconnect the shock absorber.
9. Lower the chassis. Remove the jacks or
disconnect crane.
Check axle alignment following any service on
the springs or suspension.
Page 71
 REPAIR INSTRUCTIONS
REAR SPRING SERVICE
If it has been determined that the rear springs
must be removed for any reason, follow the Never jack up a vehicle with a jack placed under a
instructions listed for the removal, cleaning, leaf spring. The impressions made by the gripper
inspection and installation of the particular type of of the jack could damage the surface of the
rear suspension used on the vehicle. spring, causing premature spring breakage.

Whenever a vehicle is jacked up, use proper

heavy-duty axle stands under the chassis to
prevent injury or damage caused by vehicle
tipping or jack malfunction.

Eye and Slipper Springs

82

Figure 82 — Multileaf Eye and Slipper Springs (Typical for 23,000-Lb. Suspension)

1. Front End 8. Rebound Pin

2. Fixed Pin Retaining Bolt and Nut 9. Caster Plate
3. Fixed Pin 10. Spring Seat
4. Alignment Clip 11. Spring Clip Nuts
5. Spring Clips 12. Clamping Plate
6. Spring Clip Spacer 13. Axle
7. Alignment Clip

Page 72
 REPAIR INSTRUCTIONS
EYE AND SLIPPER SPRING REMOVAL
1. Using a jack or overhead crane, take the
chassis weight off the spring by lifting at the Spring alignment clips are used basically for
frame. shipping purposes. If damaged, they need not be
2. Remove the spring clip nuts and the spring serviced or replaced.
clips. Remove the shock absorbers, if
applicable.
EYE AND SLIPPER SPRING INSTALLATION
3. Remove the helper spring and spacer, if
applicable. 1. With the chassis supported by a jack or
overhead crane, position the spring into
4. Remove the fixed pin bolt, nut and lock
place on the rear axle.
washer, and remove the fixed pin.
5. Remove the rebound pin after removing the
cotter pin.
Be sure the caster plate and spacer, if applicable,
are properly positioned.

Match mark the rear axle and caster plate, if
applicable, to ensure proper positioning at
reassembly.
6. Raise the chassis a little more, and remove
the spring.
EYE AND SLIPPER SPRING CLEANING
Clean all components thoroughly with a suitable
parts cleaning solution. Never use acid wash
solutions or gasoline. After cleaning, dry with
compressed air.
EYE AND SLIPPER SPRING INSPECTION
1. Inspect the spring for cracks or broken
leaves.
2. Inspect the fixed pin and the rebound pin for
cracks, distortion or excessive wear.
10. Lower the chassis. Remove the jacks or
2. Install the fixed pin and secure with bolt, nut
and lockwasher.
3. Install the rebound pin and secure with a
cotter pin.
4. Lower the chassis so the weight of the
vehicle is on the spring assembly.
5. Install the spacer and the helper spring, if
applicable.
6. Install the spring clip spacer on top of the
spring assembly, and install the spring clips.
7. Install the spring clamping plate saddle and
the shock absorber bracket, if applicable,
and secure with the spring clip nuts.
8. Tighten and torque the spring clip nuts.
Refer to “Spring Clips (U-Bolts)” on page 25.
9. Reconnect the shock absorber, if applicable.
disconnect crane.

Make sure grease passageways are cleaned and

grease fitting is not blocked prior to reassembly.
Always check axle alignment following any
service on the springs or suspension.
3. Inspect the main leaf bushing and seals for
wear.
4. Inspect hardware for damaged threads.
5. Repair or replace all defective items.

Page 73
 REPAIR INSTRUCTIONS
Radius Rod Springs
83

Figure 83 — Multileaf Springs with Spring-Type Radius Rod (Typical for 30,000-Lb. Suspension)

1. Front End 9. Caster Plate

2. Fixed Pin Retaining Bolt and Nut 10. Axle
3. Rebound Pin 11. Spring Clip Nuts
4. Alignment Clips 12. Clamping Plate
5. Spring Clips 13. Spring Seat
6. Spring Clip Spacer 14. Radius Rod Arm
7. Alignment Clip 15. Radius Rod Fixed Pin Seals and Bushing
8. Rebound Pin

Page 74
 REPAIR INSTRUCTIONS
RADIUS ROD SPRING REMOVAL
1. Using a jack or overhead crane, take the
weight off the spring by lifting at the frame. Spring alignment clips are used basically for
2. Remove the spring clip nuts and the shock shipping purposes. If damaged, they need not be
absorbers, if applicable. serviced or replaced.
3. Remove the helper spring and the spacer, if
applicable.
RADIUS ROD SPRING INSTALLATION
4. Remove the radius rod fixed pin retaining
1. With the chassis supported by a jack or
bolt and nut.
overhead crane, position spring assembly
5. Use a C-clamp to clamp the main spring leaf into place on rear axle.
and the radius rod together until the load is
off the radius rod pin. Remove the pin.
6. Remove the front and rear rebound pin
cotter pins, and remove the rebound pins. Be sure the caster plate and spacer, as
applicable, are positioned properly.

2. Install the radius rod fixed pin, and secure

Match mark the rear axle and the caster plate, if
applicable, to ensure proper positioning at
reassembly.
7. Raise the chassis a little more, and remove
the spring.
CLEANING RADIUS ROD SPRINGS
Clean all components thoroughly with a suitable
parts cleaning solution. Never use acid wash
solutions or gasoline. After cleaning, dry with
compressed air.
RADIUS ROD SPRING INSPECTION
1. Inspect the spring assembly for cracks or
broken leaves.
2. Inspect the fixed pin and the rebound pin for
cracks, distortion, or excessive wear.
with bolt, nut and lock washer.
3. Install the front and rear rebound pins, and
secure with cotter pins.
4. Lower the chassis so the weight of the
chassis is on the spring assembly.
5. Install the spacer and helper spring, as
applicable.
6. Install the spring clip spacer on top of the
spring assembly, and install the spring clips.
7. Install the spring clamping plate saddle and
the shock absorber bracket, if applicable,
and secure with the spring clip retaining
nuts.
8. Tighten and torque the spring clip nuts.
Refer to “Spring Clips (U-Bolts)” on page 25.
9. Reconnect the shock absorber, if applicable.
10. Lower the chassis. Remove the jacks, or
disconnect the crane.

Make sure grease passageways are cleaned and

grease fitting is not blocked prior to reassembly. Check axle alignment following any service on
the springs or suspension.
3. Inspect the radius rod bushings for wear.
4. Inspect hardware for damaged threads.
5. Repair or replace all defective items.

Page 75
 REPAIR INSTRUCTIONS
TANDEM AXLE SUSPENSION
SERVICE
If it has been determined that the rear axle Whenever a vehicle is jacked up, use proper
suspension must be removed for any reason, heavy-duty axle stands under the chassis to
follow the instructions listed for the removal, prevent injury or damage caused by vehicle
cleaning, inspection and installation of the tipping or jack malfunction.
particular type of suspension used on your
vehicle.

Never jack up a vehicle with a jack placed under a

leaf spring. The impressions made by the gripper
of the jack could damage the surface of the
spring, causing premature spring breakage.

Camelback Springs
84

Figure 84 — Typical Camelback Suspension

1. Front End 5. Trunnion

2. Spring Clip 6. Spring Clip Nuts
3. Upper Rubber Shock Insulator 7. Spring
4. Lower Rubber Shock Insulator 8. Shock Insulator Cap

Page 76
 REPAIR INSTRUCTIONS
CAMELBACK SPRING REMOVAL
1. Chock the front wheels. Jack up both rear
axles and remove the wheels from the side
on which the spring is to be removed.
2. Jack up the chassis until the weight is off the
spring, and support the chassis with
heavy-duty axle stands.
3. Remove the shock absorber, if applicable.
Remove the rubber shock insulator cap
retaining capscrews and nuts, and remove
the shock insulator caps and the lower
rubber insulators.
4. Remove the spring clip retaining nuts, and
remove the spring clips.
Two types of trunnions are used with the
camelback springs. One trunnion is a rubber
bushed split type, and the other is of one-piece
bronze bushed construction.
5. Raise both rear axles until the top rubber
shock insulators can be removed.
6. Remove the spring from the trunnion
housing using a portable crane.
CLEANING CAMELBACK SPRINGS
Clean all components thoroughly with a suitable
parts cleaning solution. Never use acid wash
solutions or gasoline. After cleaning, dry with
compressed air.
CAMELBACK SPRING INSPECTION
1. Inspect the spring for cracks, broken leaves
or a broken center bolt.
Whenever a split trunnion housing is disturbed,
the elastomeric bushing should be replaced. Old
bushings have “taken a set,” and may become
pinched between trunnion halves if reused. This
can cause bushing damage and spring clip
loosening.
2. Replace rubber trunnion bushings with a
split trunnion housing. Bronze trunnion
bushings and rubber bushings used in
one-piece trunnion housings should be
inspected for wear. Refer to “TRUNNION
SERVICE” on page 87.
Always make careful note of the arrangement of
the trunnion retaining hardware. Numerous
variations exist, and remembering the
disassembly order greatly simplifies reassembly.
3. Inspect the rubber shock insulators. Refer to
“Spring Shock Insulators” on page 28.
4. Inspect the shock absorbers, if applicable.
Refer to “Shock Absorbers” on page 24.
5. Inspect hardware for damaged threads.
6. If removing both spring packs, measure the
insulator button registry holes in the main
leaf, from front to rear of leaf. On any pair of
springs, the difference in the measurement
should not exceed 1/4 inch (6.4 mm). Check
the spring camber. This is the height of the
spring “arch” measured from a line running
through the main leaf registry hole centers to
the top of the main leaf at the center bolt.
The difference between the left side spring
pack and the right side spring pack should
not be more than 1/4 inch (6.4 mm). If a
greater variation exists, replace both spring
packs with a matched set.
New spring packs are color-coded at one
end of the longest leaf for matching
purposes, and may be either yellow or
green. Both springs on any one axle must
have the same color code markings.
7. Repair or replace all defective items.
Page 77
 REPAIR INSTRUCTIONS
CAMELBACK SPRING INSTALLATION ST Series Springs (Taperleaf Spring
1. With the chassis supported on heavy-duty with Pinned Ends)
axle stands and both rear axles jacked up,
85
position the spring pack on the trunnion
using a portable crane.

If the trunnion is the split-type, position the top

half on the spindle and lower the spring pack onto
the trunnion. Then align the lower half of the
trunnion.

2. Install the front spring clip, and secure with

nuts and washers.

Be sure that the proper hardened washers are

reinstalled under the spring clip nuts.

3. Install the rear spring clip, and secure with

nuts and washers.
4. Inspect, clean and install the spring shock
Figure 85 — ST Series Suspension
insulators and caps. Refer to “Spring Shock
Insulators” on page 28.
1. Spring Clip 4. Taperleaf Spring
2. Trunnion 5. Eye Bolt and Eccentrics
3. Spring Clip Nuts

Clean the inside of shock insulator caps before

installing shock insulators. Premature wear of
shock insulators occurs if this is not done.
5. Tighten and torque the spring clip nuts.
Refer to “Spring Clips (U-Bolts)” on page 25.
6. Install the shock absorbers, if applicable.
7. Install the wheels on the axles.
8. Remove the axle stands from under the
chassis and lower the chassis.
Check axle alignment following any service on
the springs or suspension.
ST SERIES SPRING REMOVAL
1. Chock the front wheels. Jack up both rear
axles and remove the wheels from the side
on which the spring is to be removed.
2. Using a jack or overhead crane, take the
chassis weight off the spring by lifting at the
frame, and support the chassis with
heavy-duty axle stands.
3. Remove the spring clip retaining nuts and
remove the spring clips and spring clamping
plate saddle.
4. Mark the position of the eccentrics, and
remove the spring bushing eye bolts. If the
eye bolts are seized, refer to “ST Series
Spring Bushing and Eye Bolt Removal” on
page 80.
5. Remove the spring from the trunnion
housing using a portable crane.

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 REPAIR INSTRUCTIONS
Always make careful note of the arrangement of
the trunnion and bushing retaining hardware.
Variations exist, and remembering the
disassembly order greatly simplifies reassembly.
CLEANING ST SERIES SPRINGS
Clean all components thoroughly with a suitable
parts cleaning solution. Never use acid wash
solutions or gasoline. After cleaning, dry with
compressed air.
ST SERIES SPRING INSPECTION
1. Inspect the spring for cracks, broken leaves
or a broken center bolt.
2. Replace the rubber trunnion bushings. Refer
to “TRUNNION SERVICE” on page 87.
Whenever a split trunnion housing is disturbed,
the elastomeric bushing should be replaced. Old
bushings have “taken a set,” and can become
pinched between trunnion halves if reused. This
can cause bushing damage and spring clip
loosening.
3. Inspect the spring clamping plate saddle for
cracks or wear.
4. Inspect the spring eye bushings for wear.
5. Inspect the hanger bracket leg bolt holes for
cracks, wear and elongation. Wear must not
exceed 1/32 inch (0.8 mm).
6. Inspect hardware for damaged threads.
7. Repair or replace all defective items.
ST SERIES SPRING INSTALLATION
1. With the chassis supported on heavy-duty
axle stands and both rear axles jacked up,
position the spring pack on the top half of the
trunnion using a portable crane. The spring
eye bushings should already be installed in
the spring.
2. Apply a liberal coating of NEVER-SEIZE® to
the full shank and threaded area of the
spring eye bolts. Install the spring eye bolts
and eccentrics, aligning the eccentrics with
the marks made at disassembly. Torque the
spring eye bolts according to the following
chart.
ST SUSPENSION SPRING EYE BOLT TORQUE
Torquing Bolt
Bolt Size Head Torquing Nut
1-1/4 inch 776 lb-ft 725 lb-ft
(1051 N폷m) (983 N폷m)
1 inch 650 lb-ft 500 lb-ft
(881 N폷m) (678 N폷m)
3. Lower the axles to seat the spring on the
trunnion. Position the spring clamping plate
saddle, and install the lower half of the
trunnion, the spring clips and spring clip
nuts. Tighten and torque the spring clip nuts.
Refer to “Spring Clips (U-Bolts)” on page 25.
4. Reinstall the wheels. Remove supporting
axle stands, crane or jacks, and lower the
chassis.
Check axle alignment following any service on
the springs or suspension.
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 REPAIR INSTRUCTIONS
ST Series Spring Bushing and Eye
Bolt Removal
In the event that the spring bushing eye bolts on a
ST Series suspension are seized to the bushing
case hardened sleeve, either a hydraulic pulling
device or a mechanical cutting method may be
used to extract the bolt.
HYDRAULIC REMOVAL METHOD (CHASSIS
RIGHT SIDE)
1. Remove the tire and rim assemblies
adjacent to the bolt and bushing to be
removed. This step provides extra working
room.
2. Support the chassis and axles in order to
unload the spring and to remove as much
tension as possible from the eye bolt.
3. Remove the nut from the end of the eye bolt,
or cut the nut with a cutting torch to remove.
The use of a cutting torch normally reduces
the job time since there is usually insufficient
clearance between the nut and the brake
drum to allow the use of an air impact
wrench.
Avoid cutting or heating the spring hanger with
the torch. This would adversely affect its strength.
4. Turn the eccentric adjusting nuts to free any
rust, etc., that may exist between the
eccentric and the spring hanger.
5. Weld a 7/8-inch UNF deep nut (spring U-bolt
nut) to the head of the eye bolt.
Page 80
6. Obtain the following equipment:
Key Description
A Hydraulic ram and pump (liner puller)
B Threaded hardened steel rod
— Threads: 7/8 in. UNF
— Length: 2 ft.
C Steel pipe
— Inside diameter: 3 in.
— Outside diameter: 3-1/2 in.
— Length: 8 in.
D Nut — Threads: 7/8 in. UNF
E Steel washer
— Inside diameter: 7/8 in.
— Outside diameter: 2-5/8 in.
— Thickness: 3/4 in.
F Steel spacer
— Inside diameter: 0.906 in.
— Outside diameter: 3.2 in.
— Thickness: 0.5 in.
G Steel spacer
— Inside diameter: 7/8 in.
— Outside diameter: 3-1/2 in.
— Thickness: 3/4 in.
H Steel pipe
— Inside diameter: 1 in.
— Outside diameter: 1-5/16 in.
— Length: 7-1/2 in.
7. Weld steel spacer G to one end of steel pipe
C. After this is completed, weld steel spacer
F to one end of steel pipe H. This completes
the fabrication operation for the puller base
and spacer section (refer to Figure 86).
8. Thread rod B (with base and spacer slid
over rod) into the nut that was welded to the
eye bolt. Slide the hydraulic ram over the
rod, and attach washer E and nut D. At this
time, you are ready to extract the bolt, using
the hydraulic pump and ram in the normal
manner (refer to Figure 87).
 REPAIR INSTRUCTIONS
86

Figure 86 — Puller Base and Spacer Section

1. Puller Base (Weld G to 2. Spacer Section (Weld F 87

end of C.) to end of H.)

Figure 87 — Spring Eye Bolt Puller Installed

1. Left Side of Chassis 4. Axle Housing

2. Carrier Oil Sump 5. Spring Hangers
3. Right Side of Chassis 6. Spring

HYDRAULIC REMOVAL METHOD (CHASSIS

LEFT SIDE)
To remove a seized bolt from the left side of the
chassis, the puller spacer section is not required.
To pull the bolt, repeat all the steps in the
procedure for the right side except those that
refer to the spacer section of the puller (parts F
and H).

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 REPAIR INSTRUCTIONS
MECHANICAL REMOVAL METHOD 4. Turn the eccentric adjusting nuts to free any
rust, etc., that may exist between the
1. Remove the tire and rim assemblies
eccentric, the hanger or the bolt. After the
adjacent to the bolt and bushing to be
eccentrics are free, there should be a visible
removed. This step provides extra working
clearance between the spring hanger and
room.
the inner sleeve of the spring eye bolt
2. Support the chassis and axles in order to bushings. A minimum clearance of
unload the spring and to remove as much approximately 0.030-inch is required for the
tension as possible from the eye bolt. hacksaw blade that is used to cut the bolt
(refer to Figure 89). If the minimum
3. Cut the eye bolt head and nut completely off
clearance is not obtained, the spring and/or
with a cutting torch in order to release the
hanger will have to be pried over slightly.
clamp load between the spring hanger and
the bushing.

Do not attempt to cut the inner sleeve of the

Avoid cutting or heating the spring hanger with
the torch, as this would adversely affect its
strength.
bushing. The sleeve is case-hardened, and will
dull a conventional hacksaw blade.
88

Figure 88 — Spring Eye Bolt Arrangement

1. Spring Hanger 6. Remove Nut with Cutting Torch

2. Serrated Inner Sleeve 7. Eccentric Adjustment Nut
3. Spring 8. Spring Bushing Insulator Material
4. 0.030-Inch Minimum Clearance for Saw Blade 9. Remove Bolt Head with Cutting Torch
5. Area to be Cut with Saw

Page 82
 REPAIR INSTRUCTIONS
89

Figure 89 — Hacksaw Installed for Use

1. Blade Teeth 5. Eccentric Adjustment

2. Hacksaw Blade 6. Eye Bolt
3. Up 7. Bolt Shank
4. Spring Hanger 8. Hacksaw

5. Obtain a power hacksaw, or a conventional 6. Remove the spring from the chassis
hand-operated hacksaw if a power unit is not following the procedures in this manual, and
available. Cut the spring eye bolt between press the spring eye bushing out of the
the spring eye bolt and the inner sleeve of spring using a hydraulic floor press.
the bushing. If a conventional hand-operated
hacksaw is used, remove the hacksaw blade
from the frame of the saw. Insert the
hacksaw blade between the hanger and the
bushing sleeve, and engage the blade teeth
with the upper diameter of the eye bolt (refer
to Figure 89). Invert the frame of the
hacksaw, and attach the blade to the frame.
Use the hacksaw in the normal fashion, and
repeat the procedure on the opposite side of
the spring.

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 REPAIR INSTRUCTIONS
Walking Beam Service
90

Figure 90 — Typical Walking Beam with Tubular Rubber Bushing

1. Front End 4. Walking Beam Assembly

2. Lower Rubber Shock Insulator 5. Shock Insulator Cap
3. Upper Rubber Shock Insulator

Page 84
 REPAIR INSTRUCTIONS
91
Figure 91 — Typical Walking Beam with Bronze Bushing
1. Front End
2. Shock Insulator Cap
3. Walking Beam Assembly
WALKING BEAM REMOVAL
1. Chock the front wheels. Jack up both axles
and remove the wheels from the side on
which the walking beam is to be removed.
Whenever a vehicle is jacked up, use proper
heavy-duty axle stands under the chassis to
prevent injury or damage caused by vehicle
tipping or jack malfunction.
2. Jack up the chassis until the weight is off the
walking beam, and support the chassis with
heavy-duty axle stands.
3. Remove the rubber shock insulator cap
retaining capscrews and nuts. Remove the
caps and the lower rubber shock insulators.
4. Trunnion Cap
5. Lower Rubber Shock Insulator
6. Upper Rubber Shock Insulator
4. Raise both rear axles until the top rubber
shock insulators can be removed.
5. The walking beam takes the place of the
trunnion housing which is used on leaf
spring type tandem axles. Refer to
“TRUNNION SERVICE” on page 87 for
instructions on removal of the walking beam
from the trunnion.
Some walking beams are installed with an offset
to the bottom of the center line of the trunnion,
and others are installed with an offset to the top
of the center line of the trunnion. Mark the
walking beam before removal from the trunnion to
ensure proper reassembly.
Page 85
 REPAIR INSTRUCTIONS
WALKING BEAM INSPECTION
Three types of trunnions are used with MACK
suspension walking beams. One type uses a
solid rubber bushing, while the other two use
bronze bushings. The type of bronze bushing
used is determined by the rating of the
suspension. One is for applications of 44,000 lbs.
and under, while the other is for suspensions
rated at 50,000 lbs. or higher.
Always make careful note of the arrangement of
the walking beam retaining hardware. Numerous
variations exist, and remembering the
disassembly order greatly simplifies reassembly.
1. Inspect the walking beam for cracks,
damage or broken welds.
2. Inspect the rubber shock insulators. Refer to
“Spring Shock Insulators” on page 28.
3. Inspect the trunnion bushing for deformation
or wear. If the walking beam is to be
replaced, always replace the bushing.
4. Inspect hardware for damaged threads.
5. Because of the simplicity of design of the
walking beam suspension, service
requirements are minimal. However, the
walking beam bushing and the rubber shock
insulators should be inspected for wear that
would cause looseness of the walking beam.
6. Repair or replace all defective items.

6. Remove the walking beam from the trunnion

WALKING BEAM INSTALLATION
housing using a portable crane.
1. Refer to “TRUNNION SERVICE” on page 87
for installation of the walking beam onto the
WALKING BEAM CLEANING
trunnion.
Clean all components thoroughly with a suitable
2. Inspect, clean and install the spring shock
parts cleaning solution. Never use acid wash
insulators and caps. Refer to “Spring Shock
solutions or gasoline. After cleaning, dry with
Insulators” on page 28.
compressed air.

Clean the inside of shock insulator caps before

installing shock insulators. Premature wear of
shock insulators occurs if this is not done.

3. Install wheels on axles.

4. Remove axle stands from under chassis and
lower chassis.

Check axle alignment following any service on

the springs or suspension.

Page 86
 REPAIR INSTRUCTIONS
TRUNNION SERVICE
Split Trunnion (Elastomeric Rubber Whenever a split trunnion housing is disturbed,
Bushing) the elastomeric bushing should be replaced. Old
bushings have “taken a set,” and can become
92
pinched between trunnion halves if reused. This
causes bushing damage and spring clip
loosening.

3. Remove the bushing retaining hardware and

the elastomeric bushing. If necessary, the
bushing may be cut off with a sharp knife,
but care must be taken not to score the
spindle if this is done.

TRUNNION INSPECTION AND CLEANING

1. Clean all components thoroughly with a
suitable parts cleaning solution. Never use
acid wash solutions or gasoline. After
cleaning, dry with compressed air.
2. Inspect the spindle and the trunnion housing
for cracks or damage.
3. Inspect the bushing retaining hardware for
nicks, deformation or damaged threads.
4. Repair or replace all damaged items.
Figure 92 — Split Trunnion with Rubber Bushing

1. Capscrew 4. Inner Spindle TRUNNION AND BUSHING INSTALLATION

2. Outer Spacer 5. Rubber Bushing
3. Inner Spacer 6. Self-Locking Nut
TRUNNION REMOVAL
1. Remove the springs according to the
instructions for your particular type of spring.
Refer to “TANDEM AXLE SUSPENSION
SERVICE” on page 76. The spring clips are
used to hold the split trunnion housing
together.
2. Remove the trunnion housing, exposing the
tubular elastomeric (rubber) bushing.
Always make careful note of the arrangement of
the bushing retaining hardware. Variations exist,
and remembering the disassembly order greatly
simplifies reassembly.
1. With the chassis supported on heavy-duty
axle stands and both axles jacked up, lightly
coat the spindle, the entire new bushing,
and the trunnion halves where they contact
the bushing with edible mutton tallow.
2. Position the inner spacer(s) over the spindle.
3. Slide the bushing over the spindle, and
position it so it will be centered inside the
upper and lower halves of the trunnion
housing, usually about 3-3/8 inches (86 mm)
from the end of the spindle.
4. Install the outer spacer over the spindle, and
align the hole in the spacer with the hole in
the spindle.
5. Install the capscrew and self-locking nut.
Torque to 225–275 lb-ft (305–373 N폷m).
6. Reinstall the springs and trunnion housing
according to the instructions for your
particular type of spring. Refer to “TANDEM
AXLE SUSPENSION SERVICE” on page
76.

Page 87
 REPAIR INSTRUCTIONS
TRUNNION REMOVAL
1. Remove the springs according to the
Check axle alignment following any service on instructions for your particular type of spring
the springs or suspension. (refer to “TANDEM AXLE SUSPENSION
SERVICE” on page 76). On walking beams,
remove the shock insulator caps and rubber
shock insulators.
One-Piece Trunnion Housing or
2. Remove the trunnion housing or walking
Walking Beam (Rubber Bushing) beam retaining hardware.
93

Always make careful note of the arrangement of

the bushing retaining hardware. Variations exist,
and remembering the disassembly order greatly
simplifies reassembly.

3. Remove the trunnion housing or walking

beam along with the tubular elastomeric
(rubber) bushing. A portable crane is
needed to support the weight of a walking
beam.
4. If it is to be replaced, remove the rubber
bushing from the trunnion or walking beam.
Figure 93 — One-Piece Trunnion with Rubber Bushing
TRUNNION INSPECTION AND CLEANING
1. Capscrew 4. Self-Locking Nut
2. Tubular Rubber Bushing 5. Spindle 1. Clean all components thoroughly with a
3. Trunnion suitable parts cleaning solution. Never use
acid wash solutions or gasoline. After
94
cleaning, dry with compressed air.
2. Inspect the spindle and trunnion housing or
walking beam for scoring, cracks or damage.
3. Inspect the rubber bushing for damage or
deformation.
4. Inspect the trunnion or walking beam
retaining hardware and spacers for nicks,
deformation or damaged threads.
5. Repair or replace all damaged items.

TRUNNION AND BUSHING INSTALLATION

1. With the chassis supported on heavy-duty
axle stands and both axles jacked up, lightly
coat the spindle with rustproofing
compound.
Figure 94 — Walking Beam with Rubber Bushing 2. If a new bushing is being installed, coat the
outside of the bushing with molybdenum
1. Socket Head Capscrew 4. Tubular Rubber Bushing disulfide powder, and install into the trunnion
2. Walking Beam 5. Self-Locking Nut housing or walking beam.
3. Spindle

Page 88
 REPAIR INSTRUCTIONS
Be certain that the walking beam offset, when
applicable, is in the proper direction.
3. Slide the trunnion housing (or walking beam)
and bushing onto the spindle.
4. Align the hole in the bushing with the hole in
the spindle, and install the capscrew and
self-locking nut. Torque to 476–528 lb-ft
(645–716 N폷m).
5. Reinstall the springs according to the
instructions for your particular type of spring
(refer to “TANDEM AXLE SUSPENSION
SERVICE” on page 76). On walking beams,
reinstall the rubber shock insulators and
shock insulator caps.
Check axle alignment following any service on
the springs or suspension.

One-Piece Trunnion or Walking Beam (44,000 Lb. and Under with Bronze
Bushing)
95

Figure 95 — Typical Bronze Bushing Arrangement (44,000-Pound and Lighter Rated Suspensions)

1. Cap 5. Clamp Bolt and Nut

2. Spacers 6. Secondary Lockscrew
3. Seal 7. Adjusting Nut
4. Trunnion

Page 89
 REPAIR INSTRUCTIONS
TRUNNION REMOVAL 3. If the bronze bushing is to be replaced,
install the new bushing into the trunnion
1. Remove the springs according to the
housing or walking beam.
instructions for your particular type of spring
(refer to “TANDEM AXLE SUSPENSION
SERVICE” on page 76). On walking beams,
remove the shock insulator caps and rubber
shock insulators. Be certain that the walking beam offset, when
applicable, is in the proper direction.

4. Slide the trunnion housing (or walking beam)

Always make careful note of the arrangement of
the trunnion housing or walking beam retaining
hardware. Variations exist, and remembering the
disassembly order greatly simplifies reassembly.
2. Remove the trunnion housing or walking
beam retaining hardware.
3. Remove the trunnion housing or walking
beam along with the bronze bushing. A
portable crane is needed to support the
weight of a walking beam.
4. If it is to be replaced, remove the bronze
bushing from the trunnion or walking beam.
TRUNNION INSPECTION AND CLEANING
1. Clean all components thoroughly with a
suitable parts cleaning solution. Never use
acid wash solutions or gasoline. After
cleaning, dry with compressed air.
2. Inspect the trunnion housing or walking
beam and the spindle for scoring, cracks or
damage.
3. Inspect the bronze bushing for damage or
deformation.
4. Inspect the trunnion or walking beam
retaining hardware, shims and spacers for
nicks, deformation or damaged threads.
5. Repair or replace all damaged items.
TRUNNION AND BUSHING INSTALLATION
1. With the chassis supported on heavy-duty
axle stands and both axles jacked up, lightly
coat the spindle with rustproofing
compound.
2. Position the inner thrust collar, thrust
washers and oil seals on spindle, as
required.
and bushing onto the spindle.
5. Position the outer thrust washers, and the
“D” washer, if applicable, and install the
adjusting nut.
6. Turn the adjusting nut until all clearances are
taken up and the trunnion is tight. Back off
1/6 turn and check articulation. From
0.010 to 0.020-inch (0.25 to 0.5 mm)
clearance is adequate. When this
measurement has been verified, lock the
adjusting nut in place by tightening the
clamping bolt and nut that passes through
the adjusting nut. Torque this clamping bolt
to 28–31 Ib-ft (38–42 N폷m). The secondary
lock screw (Phillips head) torque is 20 Ib-in
(2.25 N폷m).
7. Coat the mating surfaces of both the
trunnion cap and trunnion (or walking beam)
with Permatex®, and secure with capscrews
and lock washers.
8. Reinstall the springs according to the
instructions for your particular type of spring
(refer to “TANDEM AXLE SUSPENSION
SERVICE” on page 76). On walking beams,
reinstall the rubber shock insulators and
shock insulator caps.
Check axle alignment following any service on
the springs or suspension.

Page 90
 REPAIR INSTRUCTIONS
One-Piece Trunnion or Walking Beam (50,000 Lb. and Over with Bronze
Bushing)
96

Figure 96 — Typical Bronze Bushing Arrangement (50,000-Pound and Heavier Rated Suspensions)

1. Cap 4. Seal
2. Spacers 5. Clamp Bolt and Nut
3. Trunnion 6. Adjusting Nut

TRUNNION REMOVAL 2. Remove the trunnion housing or walking

1. Remove the springs according to the
instructions for your particular type of spring
(refer to “TANDEM AXLE SUSPENSION
SERVICE” on page 76). On walking beams,
remove the shock insulator caps and rubber
shock insulators.
beam retaining hardware.
3. Remove the trunnion housing or walking
beam along with the bronze bushing. A
portable crane is needed to support the
weight of a walking beam.
4. If it is to be replaced, remove the bronze
bushing from the trunnion or walking beam.

Always make careful note of the arrangement of

the trunnion housing or walking beam retaining
hardware. Variations exist, and remembering the
disassembly order greatly simplifies reassembly.

Page 91
 REPAIR INSTRUCTIONS
TRUNNION INSPECTION AND CLEANING
1. Clean all components thoroughly with a
suitable parts cleaning solution. Never use
acid wash solutions or gasoline. After
cleaning, dry with compressed air.
2. Inspect the trunnion housing or walking
beam and the spindle for scoring, cracks or
damage.
3. Inspect the bronze bushing for damage or
deformation.
4. Inspect the trunnion or walking beam
retaining hardware, shims, and spacers for
nicks, deformation or damaged threads.
5. Repair or replace all damaged items.
TRUNNION AND BUSHING INSTALLATION
1. With the chassis supported on heavy-duty
axle stands and both axles jacked up, lightly
coat the spindle with rustproofing
compound.
Install inner and outer thrust washers with
grooved side toward trunnion housing or walking
beam.
2. Position the inner thrust collar, thrust
washers and oil seals on spindle, as
required.
3. If bronze bushing is to be replaced, install
the new bushing into the trunnion housing or
walking beam.
6. Turn the adjusting nut until all clearances are
taken up and the trunnion is tight.
7. Place the retainer plate against the end of
the shaft, and temporarily bolt in place.
Determine the amount of shims required by
measuring the gap between the plate and
the nut. The shim stack must be 0.005 to
0.020 inch (0.127 to 0.508 mm) less than the
gap.
8. Remove the retainer plate and reassemble
with shims. Torque the bolts to 200–250 lb-ft
(271–339 N폷m).
9. Back off the adjusting nut, and tighten the
clamp bolt and nut that passes through the
adjusting nut until there is noticeable
resistance to turning the adjusting nut.
10. Back off the adjusting nut tight against the
shims to approximately 150 lb-ft (203 N폷m).
The trunnion or walking beam must be free
to rotate with a maximum of 0.020-inch
(0.5-mm) clearance. When this
measurement has been verified, lock the
adjusting nut in place by tightening the
clamping bolt and nut that passes through
the adjusting nut. Torque this clamping bolt
to 120–130 lb-ft (162–176 N폷m).
11. Coat the mating surfaces of both the
trunnion cap and the trunnion (or walking
beam) with Permatex®, and secure with
capscrews and lockwashers.
12. Reinstall the springs according to the
instructions for your particular type of spring
(refer to “TANDEM AXLE SUSPENSION
SERVICE” on page 76). On walking beams,
reinstall the rubber shock insulators and
shock insulator caps.

Be certain that the walking beam offset, when

applicable, is in the proper direction.
Always check axle alignment following any
service on the springs or suspension.
4. Slide the trunnion housing (or walking beam)
and bushing onto the spindle.
5. Position the outer thrust washers, and the
“D” washer, if applicable, and install the
adjusting nut.

Page 92
 REPAIR INSTRUCTIONS
LITEFLEX® FIBERGLASS
COMPOSITE LEAF SPRINGS
Introduction
The Liteflex® fiberglass composite leaf springs
manufactured by Delphi Chassis Systems offer a
low-weight, high reliability alternative to steel leaf
springs for heavy truck suspensions. Liteflex®
springs are available for the 12,000 lb. rated steer
axle suspension on the CH model, as well as for
the Reyco 102W tandem drive axle suspension,
rated at 34,000 lb. The springs can be easily
recognized, since they are a single leaf design. A
label that identifies the Liteflex® springs can be
found on both the left- and right-side frame rails,
adjacent to the suspension.
Construction
The Liteflex® spring consists of glass fibers,
impregnated with epoxy, then filament wound
around a mold. The mold is closed under
pressure and the spring cured at high
temperature. The glass fibers run along the
length of the spring and are continuous from end
to end.
Operation and Maintenance
Liteflex® springs are strong and durable on the
vehicle when loaded as designed. However, they
can be damaged easily by contact with hard and/
or sharp objects, such as chains, jacks, tools, a
concrete floor, or storage racks with sharp edges.
Any scratch or scrape on the spring surface, deep
enough to expose the white glass fibers, may
produce broken fibers and splintering.
앫 Never wrap a chain around a Liteflex® spring
for any reason.
앫 Never jack against the Liteflex® spring.
앫 Protect the Liteflex® spring from being
damaged by hard and/or sharp objects.
Springs can be damaged by engine degreasers,
wheel cleaners, and aluminum cleaners that
contain phosphoric or hydrofluoric acids. These
chemicals attack the glass fibers and the epoxy/
glass bonds in the spring, resulting in rapid
splintering and breakage.

The center clamp area of the Liteflex® springs

consists of rubber pads bonded to the fiberglass
flex member. The rubber pads are in turn bonded
to a metal overclamp with an inverted “U” shaped
cross section, and to a flat metal base plate.
U-bolts are used to clamp the Liteflex® spring to
the axle, as with steel leaf springs. U-bolt nut
torque values are the same as those specified for
steel springs. As the U-bolts are tightened, the
overclamp and base plate limit the amount of
crush on the rubber pads.
Do not expose a Liteflex® spring to cleaners or
degreasers containing acids.
Springs can be damaged by exposure to high
temperatures. Heat shields are sometimes
installed on exhaust system components to
protect the spring from heat.

Liteflex® springs for the CH model steer axle Make sure that exhaust system heat shields are
suspension have aluminum eyes fastened to the in place, prior to operating the vehicle.
front and rear of the fiberglass flex member. Two
HUCK® bolts are used to fasten each eye to the
flex member. Elastomeric bushings are pressed
into the eyes.

Liteflex® springs for the Reyco 102W tandem

drive axle suspension have steel slipper plates
fastened to the front and rear of the fiberglass flex
member. These plates provide a wear surface
where the spring contacts the frame hanger
brackets and center equalizer. Each plate is
attached to the flex member using two HUCK®
fasteners.

Page 93
 REPAIR INSTRUCTIONS
Daily Inspection
As with steel springs, the Liteflex® springs should
be inspected daily during the walk around pretrip
inspection. The inspection should include the
following items:
CH MODEL STEER AXLE SUSPENSION
앫 SPRING EYES — Check for any cracks in
the aluminum spring eye. If any cracks are
found, the vehicle should not be driven until
the spring is replaced.
앫 HUCK® FASTENERS — Check for any
HUCK® fastener that is loose or missing
from the spring. If a problem is found, the
vehicle should not be driven until the spring
is replaced. Do not attempt to service the
faulty HUCK® fastener by installing a new
HUCK® or threaded fastener.
앫 SPLINTERING — Small isolated splinters
have no effect on the function of the spring
and should be left alone, or, if desired,
clipped off with a pair of wire cutters.
앫 CRACKING — Check the spring for cracks.
Cracks will run from front to back. If a crack
is visible on the side of the spring, at
mid-thickness, the vehicle should not be
driven until the spring is replaced. These
cracks usually start at the center of the
spring, near the U-bolts.
앫 DELAMINATION — Delamination is a
separation of the surface of the spring in
layers. Inspect the top and bottom surfaces
of the spring for delamination. If
delamination has extended to more than half
the width of the leaf, then the vehicle should
not be driven until the spring is replaced.
Also, if delamination has reached a depth of
half the leaf thickness or more, then the
vehicle should not be driven until the spring
is replaced.
앫 HEAT SHIELDS — Make sure that all
factory-installed heat shields are in place.
앫 SPRING MOUNTING AND CLAMPING —
As with a steel spring suspension, the spring
pins, bushings, shackles and spring brackets
should be inspected for signs of looseness
or wear. Also, the U-bolts and clamped joint
at the center of the spring should be
inspected for looseness or shifting. Out of
service requirements for these components
are the same as for a steel spring.
Page 94
REYCO 102W TANDEM AXLE SUSPENSION
앫 SPRING SLIPPER PLATES — Check for
cracked, missing or worn slipper plates. The
plates are considered defective if they are
worn to less than half their original
thickness, or if they are cracked. If plates are
defective or missing, the vehicle should not
be driven until the spring is replaced.
앫 HUCK FASTENERS — Check for any
HUCK® fastener that is loose or missing
from the spring. If a problem is found, the
vehicle should not be driven until the spring
is replaced. Do not attempt to service the
faulty HUCK® fastener by installing a new
HUCK® or threaded fastener.
앫 SPLINTERING — Small isolated splinters
have no effect on the function of the spring
and should be left alone, or if desired,
clipped off with a pair of wire cutters.
앫 CRACKING — Check the spring for cracks.
Cracks will run from front to back. If a crack
is visible on both sides of the spring, and
extends for more than 3/4 of the length of the
spring, then the vehicle should not be driven
until the spring is replaced. If a crack is
visible on the top and bottom of the spring,
and extends for more than 3/4 of the length
of the spring, then the vehicle should not be
driven until the spring is replaced. If a crack
is visible on either side and the top or bottom
of the spring, then the vehicle should not be
driven until the spring is replaced.
앫 HEAT SHIELDS — Make sure that all
factory-installed heat shields are in place.
앫 SPRING MOUNTING AND CLAMPING —
As with a steel spring suspension, the
torque rods, bushings, equalizer, and spring
brackets should be inspected for signs of
looseness or wear. Also, the U-bolts and
clamped joint at the center of the spring
should be inspected for looseness or
shifting. Out of service requirements for
these components are the same as for a
steel spring.
As a crack or delamination develops in a Liteflex®
spring, the spring gradually begins to sag. The
driver may notice the vehicle beginning to lean to
one side, or the steering may begin to pull to one
side. The driver may notice a change in the way
the vehicle responds to bumps in the road. If
these conditions are noticed, the springs and
other chassis components should be inspected
as outlined above.
 REPAIR INSTRUCTIONS
Towing
97

Liteflex® springs can be easily damaged by

contact with hard and/or sharp objects, such as
chains, jacks or tools. When towing a vehicle with
Liteflex® springs, do not attach chains or other
parts of a towing rig directly to the Liteflex®
springs. Make sure that the chains do not rub
against the Liteflex® springs.

FRAME ALIGNMENT
The frame must be checked at all Schedule C
and D inspections for fractures in the side rails,
crossmembers or brackets. The hardware
attaching the crossmembers and brackets should Figure 97 — Method of Hanging Plumb Bob
also be inspected for looseness. If it is known that
the vehicle has been overloaded or involved in an 1. Frame Rail
accident, the frame should also be checked for
misalignment in addition to the regular
inspections. Refer to the Maintenance and Use the exact same bolt on each rail. If for any
Lubrication manual for MACK® Diesel Powered reason a plumb bob cannot be used at the
Trucks, TS494. reference points indicated, use the next nearest
bolt location on both sides.
Special tools and gauges are available at most
wheel and alignment shops that permit rapid Place a piece of tape on the floor under the
checking of the frame and component alignment. plumb bob, and accurately mark the location with
The following instructions are given to permit the a pencil. Reference points must be accurately
checking of the frame alignment by an ordinary located and marked if the check is to be
shop without these specialized tools and gauges. dependable; consequently, this is a two-person
To make these checks, a plumb bob, a chalk line, operation.
98
and tape or paper are needed.

Alignment Reference Points

Frame alignment is checked by transferring
vehicle reference points to a level floor with a
plumb bob. This is done by hanging the plumb
bob string from the center of specified frame rail
bolts.

Do not run the plumb bob string over the nut. This
will give you an incorrect reading. The bolt
location must also be consistent from side to side.

Figure 98 — Marking Alignment Reference Point

1. Frame Rail

Page 95
 REPAIR INSTRUCTIONS
Frame Layout
Three types of side rails are found on MACK
vehicles. Before proceeding, check to see which
type of side rail is used.
The first type has straight side rails. Another type
has side rails which are equally offset from the
vehicle center line. The third type has side rails
that are unequally offset from the vehicle center
line.
When checking the alignment of a frame
assembly with an equal offset, the same layout
procedures may be used as for a vehicle that has
straight frame rails.
The side rails used on MH model frame
assemblies are formed to allow for the powertrain
to be installed lower in the frame. The frame
assembly used is offset equally from the vehicle
center line.
To check the frame alignment of a frame
assembly with an unequal offset, new reference
points must be used. The difference in the side
rails will be compensated for by using the lower,
outer edge of the front spring front and rear
mounting brackets as reference points. The rest
of the frame layout may then be checked
normally.
99
Figure 99 — Unequal Offset Side Rail Frame Alignment
Reference Points
Page 96
Select the following reference points and project
them to the floor with a plumb bob. These points
are labeled M in the accompanying drawings.
These points must be accurately located and
marked.
a. Outer front bolts of front spring front
bracket
b. Outer rear bolts of front spring front
bracket
c. Outer front bolts of middle
crossmember
d. Outer rear bolts of rear crossmember
For vehicles with a wheelbase over 184 inches
(4674 mm), it may become necessary to
establish additional reference points. Identify
additional reference points as N.
Any additional reference points must be located
at a common position on both side rails. Every
precaution must be taken to ensure that any new
reference points be in exact relationship.
Otherwise, the alignment check is adversely
affected.
100
Figure 100 — Straight Side Rail Frame Alignment
Reference Points
Move the vehicle away from the points marked on
the floor.
 REPAIR INSTRUCTIONS
Connect the points as shown in the following
diagram. Connecting lines can be marked by
locating the ends of a chalk line on the floor and
snapping it.
101
Figure 101 — Connecting Alignment Reference Points
Bisect the line between the points described in
“a,” thus locating point U.
Bisect the line between the points described in
“d,” thus locating point V.
With a chalk line, connect the center points U
and V.
102
Figure 102 — Locating Chassis Center Line
If the frame is true, the center line between U and
V will come within 1/4 inch (6 mm) of passing
through all intersections X, Y, and Z.
103
Figure 103 — Checking Center Line Intersections
Variations of greater than 1/4 inch (6 mm)
indicate misalignment in that area. The damaged
area may be located by comparing lengths of the
pairs of diagonals, and noting the variation at the
intersection of the center line.
The lengths of each pair of diagonals should not
vary more than 1/4 inch (6 mm), and they should
intersect within 1/4 inch (6 mm) of the center line.
104
Figure 104 — Comparing Lengths of a Pair of Diagonals
Page 97
 REPAIR INSTRUCTIONS
AXLE ALIGNMENT
106

The following specifications have been

established for axle alignment on a MACK vehicle
under chassis-only conditions in order to achieve
total vehicle alignment and the optimum in tire
wear and subsequent customer satisfaction.
Before taking measurements, always drive the
vehicle back and forth in a straight line four or five
times. Where distance is limited, at least the
length of the chassis should be traveled. This
operation must be performed to ensure that the
suspension has not taken a set.

Centering Rear Axles (Chassis

Equipped with SS Suspension)
The first step in axle alignment is the centering of
rear axles. To accomplish this, a measurement
must be made between the frame and the rims on
each axle. A convenient extension straightedge
can be made of square aluminum tubing. Use Figure 106 — Rim to Straightedge Measurement (Right
C-clamps to attach the tubing to the side rail as Side Versus Left Side)
shown in the following illustration. With a tape
measure, measure from the straightedge to the 1. Maximum allowable difference between left and right
tire rim at the three designated points. side of same axle, front or rear, is 1/2 inch (12.7 mm)
105 with transverse torque rod and 1/4 inch (6.4 mm)
without transverse torque rod.

The difference between the right side rim to

straightedge measurement and the left side rim to
straightedge measurement when measured on
the same axle, must not exceed 1/4 inch
(6.35 mm) if the chassis is equipped with a
transverse torque rod, or 1/2 inch (12.7 mm) if the
chassis is not equipped with a transverse torque
rod.

Figure 105 — Straightedge to Tire Rim Measuring Points
The difference between the front-rear rim to
straightedge measurement and corresponding
points on the rear-rear rim to straightedge
measurement must not exceed 1/4 inch
(6.35 mm), whether or not the chassis is
equipped with a transverse torque rod.
Perpendicular Datum
Next, a perpendicular datum must be established
at some location along the frame rails. For MACK
tandem axles, the trunnion spindle may be used,
providing adequate controls are employed to
ensure that the trunnion spindle is perpendicular
to the chassis center line.
At no time is it permissible to use the tandem
axles as a reference datum.

Page 98
 REPAIR INSTRUCTIONS
Measuring Points
Measuring points are located at the extreme ends
of each axle along the axle center line.
On drive axles, the center of the axle shaft flange
or center of the drive hub can be used.
Tandem Axle Wheelbase
Tandem axle wheelbase side-to-side variation of
1/8 inch is to be held on MACK taperleaf
suspensions (ST34 and ST38), all four spring
suspensions, Neway and MACK air suspensions,
and Chalmers suspensions.
A tolerance of 1/4 inch tandem axle wheelbase
side-to-side variation is to be held on all MACK
SS/SW suspensions with camelback springs or
Chassis Wheelbase
6 X 4 CHASSIS
107
Figure 107 — A1 = A2, B1 = B2 Within a 1/8 inch (3.2 mm) Tolerance
1. Front Axle
2. Frame Rail
walking beams equipped with rubber shock
insulators. This tolerance also includes
Hendrickson beam and Ridewell suspensions.
Tandem axle wheelbase variation may be caused
by a broken spring leaf. Before proceeding, very
carefully inspect all spring leaves to ensure that
none are cracked or broken. Be especially careful
to inspect behind the spring clips (U-Bolts). Rust
streaks originating from this area are an indicator
of broken spring leaves. Also, wear at the shock
insulator caps in the T-slot area would be a sign
of broken leaves. If a cracked or broken leaf is
found, replace the spring assembly before
making any additional measurements.
3. Chassis Center Line
4. Perpendicular Datum
Page 99
 REPAIR INSTRUCTIONS
4 X 2 CHASSIS
108

Figure 108 — A1 = A2 Within a 1/8 inch (3.2 mm) Tolerance

1. Front Axle 3. Chassis Center Line

2. Frame Rail 4. Perpendicular Datum

Page 100
 REPAIR INSTRUCTIONS
Hunter Alignment Equipment
If Hunter alignment equipment is used to check
axle alignment, the following information applies:
When measuring thrust and scrub angles on
Hunter alignment equipment, the symbol (−)
denotes left and (+) means right.
Older Hunter equipment measures set back, rear
axle thrust angle, and rear-rear axle thrust angle.
The technician must then compare the two thrust
angles of the rear axles to determine the tandem
axle scrub angle.
Tolerances when using this equipment are:
Thrust Angle: (MACK ST34 and ST38 taperleaf
suspensions, all four spring suspensions, Neway
and MACK air suspensions, and Chalmers
suspensions) — 0° ± 0.08°
Thrust Angle: (MACK SS/SW suspensions with
camelback springs or walking beams equipped
with rubber shock insulators. Also Hendrickson
beam and Ridewell suspensions) — 0° ± 0.16°
To maintain side-to-side tandem axle wheelbase
(Bogie Scrub Angle) within 1/8 inch, (MACK
taperleaf suspensions, all four spring
suspensions, Neway and MACK air suspensions,
and Chalmers suspensions), the thrust angle of
both rear axles must be within 0.08° of each
other.
To maintain side-to-side tandem axle wheelbase
(Bogie Scrub Angle) within 1/4 inch (MACK
SS/SW suspensions with camelback springs or
walking beams equipped with rubber shock
insulators. Also Hendrickson beam and Ridewell
suspensions), the thrust angle of both rear axles
must be within 0.16° of each other.
For Example:
1. Front-rear axle thrust angle of 0.02° and
rear-rear axle thrust angle of 0.05° =
difference of 0.03 = (Bogie Scrub Angle of
0.03°).
2. Front-rear axle thrust angle of 0.02° and
rear-rear axle thrust angle of −0.04° =
difference of 0.06 = (Bogie Scrub Angle of
0.06°).
3. Front-rear axle thrust angle of −0.02° and
rear-rear axle thrust angle of −0.04° =
difference of 0.02 = (Bogie Scrub Angle of
0.02°).
Newer Hunter equipment measures set back,
thrust angle, and bogie (tandem axle) scrub
angle. Scrub angle is calculated for the
technician, and is the measurement of the bogie
(tandem axle) wheelbase.
Tolerances when using this equipment are:
Thrust Angle: (MACK ST34 and ST38 taperleaf
suspensions, all four spring suspensions, Neway
and MACK air suspensions, and Chalmers
suspensions) — 0° ± 0.08°
Thrust Angle: (Mack SS/SW suspensions with
camelback springs or walking beams equipped
with rubber shock insulators. Also Hendrickson
beam and Ridewell suspensions) — 0° ± 0.16°
Scrub Angle: (Mack ST34 and ST38 taperleaf
suspensions, all four spring suspensions, Neway
and MACK air suspensions, and Chalmers
suspensions) — 0° ± 0.08°
Scrub Angle: (Mack SS/SW suspensions with
camelback springs or walking beams equipped
with rubber shock insulators. Also Hendrickson
beam and Ridewell suspensions) — 0° ± 0.16°
Josam Alignment Equipment
If Josam alignment equipment is used to check
axle alignment, the following information applies:
The measurement for parallelism (scrub), toe and
out of square (thrust) are expressed in millimeter
per meter units based on target spacing.
Josam equipment uses the frame center line as
its reference point to intersect the center of the
two Josam frame gauges that are installed on the
chassis.
Because different types of alignment equipment
measure from different reference points, different
readings result. Direct comparisons between
measurements taken with different types of
alignment equipment are not meaningful.
Page 101
 REPAIR INSTRUCTIONS
TANDEM AXLE WHEELBASE
110

ADJUSTMENT
On tandem axles equipped with shock
insulator-type spring mountings, wheelbase
variations can be corrected by using special
shock insulators having offset locating pins.

On tandem axles with anchor bolt-mounted

springs, the wheelbase is adjusted by rotating
eccentric spring anchors.

MACK air suspension wheelbase adjustment

procedures are explained in MACK AL and AL II
Air Suspension Service and Repair, 14-101,
MAXAIR™ 40 (AL-405) Air Suspension Service
and Repair, 14-102 and MAXLITE™ 20–40 Rear
Air Suspension Service Manual, 14-104.
Adjusting the eccentrics or installing special
shock insulators should not be used as a
corrective measure for worn parts or poor
maintenance practices. Special shock insulators
and eccentric spring anchors are designed to
facilitate correcting unequal tandem axle
wheelbases, only if the left and right wheelbases
of the axles cannot produce the specified
tolerances using normal maintenance and repair
procedures.
109
Figure 110 — Eccentric Spring Anchors
The goal of tandem axle wheelbase adjustment is
to make both rear axles perpendicular to the
center line of the chassis. This is done most
effectively by:
1. Measuring to determine which of the two
rear axles is closest to perpendicular to the
chassis center line.
2. Adjusting that axle to make it perpendicular
to the chassis center line.
3. Adjusting the remaining axle to equalize the
distance between it and the properly aligned
axle (measured at the wheels on both
sides).

Figure 109 — Special Service Shock Insulator

Page 102
 REPAIR INSTRUCTIONS
To accomplish this in an efficient manner, be
aware of exactly what changes occur when an
adjustment is made. These changes, if not
anticipated, make wheelbase adjustment seem
frustrating and the adjustment process becomes
hit-or-miss. However, with proper knowledge and
planning, tandem axle wheelbase adjustment is
not a difficult task.
Since adjustments are made at the spring, and
measurements are taken at a different point (the
wheels), an adjustment of 1/8 inch at the spring
does not translate into a 1/8-inch change at the
wheels. The points of adjustment at the springs
are pivot points for the axle. The amount of
change at the wheels on the side that is being
adjusted is greater than the adjustment made at
the spring.
When an adjustment is made at a spring anchor
(shock insulator or eccentric) on one side of the
chassis, the axle pivots at the spring anchor on
the other side. This causes the measurement at
the wheels to change on both sides of the
chassis. As a general rule, if change is made to
the distance between spring anchors on one side
of a chassis, expect to get about 1-1/2 times this
adjustment at the wheels on that side, and about
1/2 the amount of adjustment (the opposite way)
at the wheels on the other side.
Various examples are shown which detail the
adjustments that can be made in certain
situations. Although the measurements started
with may differ, the principles remain the same.
Determine which axle is closest to perpendicular
to the chassis center line. Then, equalize the
tandem axle wheelbase by adjusting the other
axle. And remember that when one side is
adjusted, the other side changes as well.
Page 103
 REPAIR INSTRUCTIONS
111

Figure 111 — Tandem Axle Wheelbase Adjustment

1. Before adjustment 4. Make adjustment at this corner

2. Designed with 50-inch tandem wheelbase 5. After adjustment with special shock insulators or eccentrics
3. This axle is perpendicular to chassis center line

Page 104
 REPAIR INSTRUCTIONS
112

Figure 112 — Tandem Axle Wheelbase Adjustment

1. Before adjustment 4. This axle is perpendicular to chassis center line

2. Designed with 50-inch tandem wheelbase 5. After adjustment with special shock insulators or eccentrics
3. Make adjustment at these two corners

Page 105
 REPAIR INSTRUCTIONS
113

Figure 113 — Tandem Axle Wheelbase Adjustment

1. Before adjustment 4. Make adjustment at these two corners

2. Designed with 50-inch tandem wheelbase 5. Both axles now perpendicular to chassis center line
3. Neither axle is perpendicular to chassis center line 6. After adjustment with special shock insulators or eccentrics

Page 106
 REPAIR INSTRUCTIONS
Wheelbase Adjustment with Special If the wheelbase needs to be shortened on the
side where the special shock insulator is to be
Shock Insulators installed, position the SHORT side of the insulator
When the side-to-side tandem axle wheelbase toward the T-slot of the shock insulator cap
variation exceeds 1/4 inch (6.4 mm) on tandem (Figure 115).
115
axles with shock insulator type spring mountings,
and no spring problems are found, the use of
special shock insulators is required to equalize
the wheelbase. Each special shock insulator
moves the spring anchor point approximately
1/8 inch. This 1/8 inch translates into about
3/16 inch of change at the wheels on the side of
the adjustment, and about 1/16 inch of change in
the opposite direction at the wheels on the other
side of the chassis.

Once it has been determined where adjustments

need to be made by checking axles for
perpendicularity to the chassis center line, and
measuring the tandem axle wheelbase on each
side, the special service shock insulator(s) must
be installed. The service insulators have the
locating pin located 0.125 inch (3.175 mm) off
center as shown in Figure 114. This feature
makes it possible to lengthen or shorten the
tandem axle wheelbase, depending on which way
the offset is located. The insulators are marked to
show “short” and “long” sides.
114

Figure 115 — Shock Insulator Installed for Shortened

Wheelbase

1. Cap T-Slot 3. Long Side

2. Short Side

Figure 114 — Special Service Shock Insulator

1. Locating Pin 3. Long Side

2. Insulator 4. Short Side

Page 107
 REPAIR INSTRUCTIONS
If the wheelbase needs to be lengthened on that In review, if the wheelbase is to be:
side, position the LONG side of the insulator
앫 Shortened — position the side marked
toward the T-slot of the shock insulator cap
SHORT toward the spring end.
(Figure 116).
116
앫 Lengthened — position the side marked
LONG toward the spring end.

PARTS AVAILABILITY
Two versions of the special offset insulators are
available, standard-duty insulators made of
rubber and heavy-duty insulators made of
urethane. These insulators are available for use
with S34, S38, SB38, S40, S440, S501, S441,
S462, S582 and S652 suspensions. Part
numbers for both the non-offset as well as the
offset insulators are shown in the following chart.

Figure 116 — Shock Insulator Installed for Lengthened

Wheelbase

1. Cap T-Slot 3. Short Side

2. Long Side

Standard Upper/Lower Shock Insulator Standard Upper/Offset Lower Shock Insulator

Configurations Configurations
Axle Housing
Model Rubber Urethane Rubber Urethane
S34, S38, S40, 10QK365A, upper N/A 10QK365A, upper N/A
S440, S501,
10QK36B, lower 10QK388, lower 10QK48, lower 10QK48P2, lower
S52
S441, S462 10QK370, upper N/A 10QK370, upper N/A
10QK36B, lower 10QK388, lower 10QK48, lower 10QK48P2, lower
S582, S652 10QK32B, upper N/A 10QK32B, upper N/A
10QK372, lower 10QK389, lower N/A 10QK49P2, lower

The standard rubber upper insulators can be

used with any of the available lower insulators
(standard rubber or urethane, and offset rubber
or urethane) as applicable to the axle housing
model.

Page 108
 REPAIR INSTRUCTIONS
CHECKING AND ADJUSTING THE
WHEELBASE
On chassis equipped with a transverse torque
rod, it may be necessary to disconnect the torque
rod from the frame in order to obtain an accurate
thrust measurement on the axle.
1. Check the axles for perpendicularity to the
chassis center line and measure the tandem
rear axle wheelbase at the spring mounts on
each side of the chassis.
2. Determine the wheelbase variation by
subtracting the shortest side measurement
from the longest side measurement.
앫 If the variation is within the maximum
variation allowed, 0.250 inch (6.4 mm),
no adjustment is required.
앫 If the variation exceeds 0.0250 inch
(6.4 mm), an adjustment is required.
Proceed with the next step.
3. Next, determine which of the axles
(forward-rear or rear-rear) is closest to being
perpendicular to the center line of the
chassis. Starting with the axle closest to
perpendicular, install the special offset
insulator(s), as necessary, to make it
perpendicular to the center line.
4. Next, adjust the remaining axle to equalize
the left- and right-side wheelbase
measurements with the aligned axle.
Determine on which side the wheelbase
measurement is farther off the nominal
wheelbase dimension (50, 52, 54 inches,
etc.), either shorter or longer. Typically, this
will be the side on which the adjustment is
made.
On the side where the wheelbase
measurement is farther off the nominal
wheelbase dimension, install the special
offset insulators as follows:
앫 Measurement exceeds nominal
dimension — Install the insulators with
the “long” side toward the T-slot of the
insulator cap.
앫 Measurement less than nominal
dimension — Install the insulators with
the “short” side toward the T-slot of the
insulator cap.
5. After completing the adjustment, make a
final check of the tandem axle wheelbase.
Move the chassis back and forth several
times to normalize the suspension
components before doing the check.
EXAMPLE OF ADJUSTMENT PROCEDURE
An example showing how to use the special
shock insulators follows. This example covers just
one situation and is offered as a guide only. Other
conditions will require a different solution.
Refer to Figure 117 for reference points given in
this example.
앫 Determine the wheelbase variation by
subtracting the shortest side from the
longest side (dimension C minus dimension
A). In this case, the difference is 0.625 inch
(15.875 mm).
앫 The maximum allowable variation is
0.250 inch (6.4 mm); therefore, an
adjustment is required to equalize the
wheelbase. Because the right side exceeds
the nominal wheelbase dimension
(50 inches), it should be shortened.
앫 Any change in axle location at the insulators,
which changes dimensions E and F, will also
cause a combined change at the axle ends
of approximately twice as much. In this
example, a 0.250-inch (6.350 mm)
difference between dimensions E and F
results in a 0.50-inch (12.7 mm) difference at
the axle ends, A–B and C–D. The A–B
dimension is lengthened by 0.125 inch and
the C–D dimension is shortened by
0.375 inch for a combined change of
0.50 inch.
앫 By installing two offset insulators with the
short side away from the tandem axle center
line as shown in Figure 117, the right side at
the insulators, dimension F will be shortened
0.250 inch (6.350 mm), i.e., 0.125 inch
(3.175 mm) per insulator. The right-side
wheelbase will now be 50.250 inches
(1276 mm) for dimension D and the left side
wheelbase will now be 50.125 inches
(1273 mm) for dimension B; the difference is
0.125 inch (3.175 mm).
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 REPAIR INSTRUCTIONS
117

Figure 117 — Example for Correcting Unequal Wheelbase with Offset Insulators

1. Standard Insulators, Front and Rear
2. Offset Insulator (enlarged) Installed with “Long Side”
Toward Rear
3. Center Line of Front-Rear Axle
4. Tandem Axle Wheelbase with Standard Insulators.
5. Tandem Axle Wheelbase with Offset (2) Insulators
6. Center Line of Rear-Rear Axle
7. Offset Insulator (enlarged) Installed with “Long Side”
Toward Front

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 REPAIR INSTRUCTIONS
Wheelbase Adjustment with Measure the wheelbase again, and if correct,
torque the nut to 500–550 lb-ft (678–746 N폷m).
Eccentric Spring Anchors 119

On tandem axles with anchor bolt-type spring

mountings (ST series), correct excessive
side-to-side wheelbase variation by rotating
eccentric spring anchors. Maximum allowable
wheelbase variation is 1/8 inch.
118

Figure 118 — Tandem Axles with Anchor Bolt-Mounted

Springs

1. Trunnion 6. Taperleaf Spring

2. Shock Absorbers 7. Spring Clip Nuts
3. Spacer 8. Spring Mounting Bolt
4. Spring Clip Front
5. Spring Mounting Bolt
Rear Figure 119 — Eccentric Spring Anchors Installed on
Anchor Bolt-Mounted Springs

Eccentric spring anchors provide approximately a

1/4-inch range of adjustment at each end of the
spring, for a total adjustment of 1/2 inch per side.
Coat threads liberally with NEVER-SEIZE®, or This range at the springs provides an
equivalent, before tightening, in order to obtain approximate maximum adjustment of one inch at
proper torque and clamp loads. the wheels. As discussed previously, remember
that making an adjustment to one side of the
Eccentrics are manufactured with a notch on the wheelbase also affects the opposite side.
thick side of the eccentric to provide a reference
point in maintaining the anchors in the same
relative position. When adjustments are
necessary, loosen the anchor bolt nut so that the
eccentrics can be rotated. Always keep the two
eccentrics at each spring anchor in the same
relative position. Tighten the anchor bolt nut until
snug after making adjustments, but not up to full
torque.

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 REPAIR INSTRUCTIONS
Transverse Torque Rod Adjustment
120

(MACK AL and MAXAIR™ 40 Series

Air Suspensions Only)

Not applicable to MAXLITE™ series rear air

suspensions.

GENERAL INFORMATION
Beginning May 1, 2001, adjustable transverse
torque rods were implemented into production on Figure 120 — Adjustable Transverse Torque Rod
all chassis equipped with MACK AL suspensions;
fixed-length torques were used prior to May 1, 1. Pinch Bolt — Tighten to 2. Adjusting Nut
2001. The adjustable transverse torque rod is 171–185 lb-ft
adjusted by loosening the pinch bolt and rotating (232–251 N폷m).
the adjusting nut until proper axle centering is
achieved.

When adjusting the transverse torque rod, the rod

must NOT be lengthened beyond the “Maximum
Length Visual Indicator.” The maximum length
visual indicator is a line that will appear in the
threads of the rod if it is lengthened too far (refer
to Figure 121). If adjusted past the maximum
length indicator, the torque rod will not function
properly and may fail.
121

Figure 121 — Adjustable Torque Rod Maximum Length Visual Indicator

1. Maximum Length Indicator 2. Movable End (DO NOT adjust past indicator.)

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 REPAIR INSTRUCTIONS
The adjustable torque rod can be adjusted, and If it is desired to replace an existing fixed length
the pinch bolt retorqued a maximum of three torque rod with an adjustable torque rod, the
times. A label is affixed at the center of the following table provides a part number
movable end of the torque rod where a record of cross-reference.
adjustment must be maintained. After each
adjustment, remove a tab or mark a circle in the
label to designate that an adjustment has been
performed. If the torque rod is adjusted a fourth
time and used, failure may occur.

DO NOT use an adjustable torque rod that has

been adjusted more than three times; replace it
with a new torque rod. If adjustment history
cannot be determined when adjusting a torque
rod, replace the torque rod with a new one.
Inspect for any signs of fretting or looseness at
the adjustment joint. Signs of a loose adjustable
torque rod are:
앫 Rust weeping from threaded joint
앫 Worn adjustment threads
앫 Ability to move joint by hand
If the adjustable joint has loosened, the torque
rod must be replaced and rear axle lateral
positioning must be readjusted.

Adjustable Transverse Nominal Length Fixed Length Torque

Torque Rod Part No. Application Inches (mm)* Rod Part No.
17QF474P243 MACK AL II suspension with Eaton axles 24.25 (615.95) 17QF473M4
17QF474P223 MACK AL II suspension with ArvinMeritor™ 22.25 (565.15) 17QF460P223
rear axles
17QF474P221 MACK AL suspension, 6 or 8 mm frame 22.05 (560.07) 17QF460P220 (Eaton
rails and Eaton or ArvinMeritor™ rear rear axles)
axles
17QF460P220
(ArvinMeritor™ rear
axles)
17QF474P217 MACK AL suspension, 10 mm frame rails 21.65 (549.91) 17QF460P220 (Eaton
and Eaton or ArvinMeritor™ rear axles rear axles)
17QF460P220
(ArvinMeritor™ rear
axles)
17QF474P209 MACK AL suspension, 6 or 8 mm frame 20.90 (530.86) 17QF460P210
rails and MACK rear axles
17QF474P205 MACK AL suspension, 10 mm frame rails 20.50 (520.70) 17QF460P205
and MACK rear axles
* Adjustment ±0.50 inch (12.7 mm)

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 REPAIR INSTRUCTIONS
CENTERING REAR AXLES
(TORQUE ROD ADJUSTMENT)
On air suspension-equipped chassis having
adjustable torque rods, procedures for centering
the rear axles are as follows:
1. Drive the vehicle back and forth in a straight
line several times to allow the suspension to
move into its normal operating position.
2. Measure the ride height. Ride height
dimensions are as follows:
앫 4-1/4 ± 1/4 inches (107.95 ±
6.35 mm) — AL, AL II, AL-401LH
앫 5-1/4 ± 1/4 inches (133.35 ±
6.35 mm) — MAXAIR™ 40, early
suspensions prior to “X” marking on
spring cap
앫 4-7/8 ± 1/4 inches (123.8 ± 6.35 mm) —
MAXAIR™ 40, later production with “X”
marking on spring cap
Figure 122 — Rear Axle Alignment — All MACK Air Suspensions
1. Spring Clip (U-Bolt)
2. Adjusting Nut — Rotate to obtain necessary axle
alignment.
Page 114
Beginning approximately March 19, 2001, a
change in the spring seat and spacer resulted in
a ride height dimension change from 5-1/4 inches
to 4-7/8 inches on MAXAIR™ 40 air suspensions.
Suspensions having a ride height of 4-7/8 inches
are identified by an “X” marking located on the
spring cap. Always look for the “X” marking before
adjusting ride height.
3. After measuring and adjusting (if necessary)
the ride height, determine if the axles are
centered by measuring from the outside of
the frame rail to the inside edge of the spring
clip (U-bolt). Dimension A (Figure 122)
should NOT vary more than 1/4 inch
(6.35 mm) from side to side.
122
3. Pinch Bolt Pinch Bolt — Tighten to 171–185 lb-ft
(232–251 N폷m).
4. Frame Rail
 REPAIR INSTRUCTIONS
To obtain proper axle positioning, adjust the b. On chassis manufactured prior to
adjustable transverse torque rod as follows: March 2002, ensure that the movable
end of the torque rod is perpendicular
a. Loosen the pinch bolt and rotate the
to the barpin within ± 1.5 degrees (refer
adjusting nut to adjust torque rod length
to Figure 123) after the axle has been
in order to obtain proper axle centering
centered. If not, rotate the movable end
as described in step 3 above. When
of rod to obtain 90 ± 1.5 degrees
facing the frame rail to which the torque
perpendicularity between the vertical
rod is attached, rotating the adjusting
center line of the torque rod and the
nut counterclockwise lengthens the
horizontal center line of the barpin.
torque rod. Rotating the adjusting nut 123
clockwise shortens the torque rod.

Figure 123 — Checking Movable End of Torque Rod for Perpendicularity

1. Moveable End 2. Bar Pin (Viewed in direction of arrow A)

c. Tighten the pinch bolt to 171–185 lb-ft 4. Exhaust the air from the suspension and
(232–251 N폷m) verify that there is no interference between
the frame rail and any of the spring clips
(U-bolts).

The adjustable torque rod shown in Figure 123

was used in production between April 2001 and
March 2002. This style torque rod has a sliding
bushing in the end of the rod that is secured to
the frame rail. With this style torque rod,
perpendicularity between the vertical center line
of the rod and the horizontal center line of the
barpin must be 90 degrees ± 1.5 degrees.
Adjustable torque rods used in production after
March 2002 do not have this requirement.

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 REPAIR INSTRUCTIONS
CHASSIS LEAN
The standard springs used on all MACK chassis
are designed to give the operator the smoothest
ride possible. In achieving this, however, the
chassis becomes susceptible to changes in
weight (which may occur after the chassis is
manufactured) that affects chassis height and
may result in chassis lean. In most instances,
chassis lean can be corrected by replacing the
existing front spring spacer blocks with blocks of
a different size. The following guidelines will aid in
correcting chassis lean:
Check the chassis build records to determine the
existing spring spacer block and spring part
numbers.
Before taking any measurements, ensure that the
chassis is equipped with all customer-required
accessories (such as PTOs, extra fuel tanks, tool
boxes, etc.), and that all fuel tanks are filled with
equal amounts of fuel.
To ensure that the chassis lean is not a result of a
weight difference between the left- and right-hand
sides, weigh both sides of the chassis separately.
If a significant difference in weight exists, the load
must be redistributed before making any changes
to the spring spacer blocks.
A 1/4 inch or less difference in frame height
between the left- and right-hand sides of the
chassis is acceptable. A difference greater than
1/4 inch indicates the need to replace the existing
spring spacer blocks.
If the main beam members are not contacting the
wear surfaces of the spring hangers on chassis
equipped with an AL suspension, loosen, then
retorque the spring clips (U-bolts). This, in some
instances, may correct a chassis lean.
Chassis are built with both equal and unequal
spring spacer blocks. When correcting chassis
lean, select a spacer from the chart below. Use a
spacer with the smallest dimension necessary to
correct the lean.
Spacer Part No. Dimension
13QK244AP9 2.00 in. (50.8 mm)
13QK244AP21 2.10 in. (53.3 mm)
13QK244AP24 1.69 in. (43.0 mm)
13QK244AP25 1.81 in. (46.0 mm)
124

With the chassis parked on a level surface,

measure the frame height on both sides of the
chassis at the front and at the rear as follows:

At the rear, measure the frame height from the

bottom of the frame flange to the floor. If the
chassis is equipped with a Reyco suspension,
ensure that the spring seats are the same on both
the left- and right-hand sides. If the chassis is
equipped with an AL suspension, ensure that the
chassis is set to the correct ride height (for
procedures on measuring and adjusting ride
height, refer to MACK AL and AL II Air
Suspension Service and Repair, 14-101, Figure 124 — Multileaf Spring Suspension with Spacer
MAXAIR™ 40 (AL-405) Air Suspension Service
and Repair, 14-102 and MAXLITE™ 20–40 Rear 1. Spacer 3. Axle
2. Spring Clip Nut 4. Spring Clip Nut
Air Suspension Service Manual, 14-104) and that
all main beam members are contacting the wear
surfaces of the spring hanger.

At the front, measure the frame height from the

bottom of the frame flange to the floor. Take this
measurement from behind the front bumper.

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 REPAIR INSTRUCTIONS
When correcting a chassis lean, always make
changes on the right-hand side of the chassis
first, then determine if the lean is corrected.
Changing the left-front spring spacer can affect
steering geometry and may cause additional
problems. If changing the right-hand spacer
cannot correct the lean, then replace the
left-hand spacer.
After adjusting the chassis to an acceptable
height, it may be necessary to adjust the front
bumper to compensate for any changes. A
1/4-inch difference at the frame can result in a
3/4-inch to 1-1/4-inch difference at the extreme
top outside edge of the bumper.
Under rated load, the springs may appear flat or
slightly negative arched. Also, a gap may be
noticed between the spring blades. These are
design characteristics of the springs, not an
indication of a “weak spring”, and not a reason for
replacement. Replacing the springs has no effect
on chassis lean.
FRONT WHEEL ALIGNMENT
Keeping the steering system in good mechanical
condition is of paramount importance to safe
operation and front wheel alignment. Observe all
recommendations for maintenance intervals, and
perform necessary repairs immediately. Follow
the procedures outlined in the Maintenance and
Lubrication manual for MACK® Diesel Powered
Trucks, TS494.
Before attempting to align a front end by checking
caster, camber and other settings, perform the
following preliminary inspections. Do not, under
any conditions, improvise substitute measures to
take care of front end trouble. Correcting the most
obvious fault may not completely remedy the
problem. By adhering to the procedures outlined,
all potential problem areas are addressed, and
the required work is identified and accomplished
correctly the first time.
Proper alignment equipment is required to obtain
correct measurements. The floor or alignment
rack must be level transversely and longitudinally,
and the top of the turning angle plates must be
level with the floor or rack. Caster and camber
gauges do not give correct readings with the
vehicle standing on a sloping floor. Do a complete
and total vehicle alignment check in all cases.
Pre-Alignment Checks
Before beginning a vehicle alignment or
disassembling any parts, the following items must
be checked and, if necessary, adjusted:
앫 Tire inflation
앫 Proper wheel and tire balance
앫 No visual frame damage or bent axles or
axle housings
앫 Proper steering knuckle pin adjustment and
clearances
앫 Tires and rims must be of the proper size
and type with no mismatching.
앫 On disc wheel assemblies, the disc should
be the same on all wheels.
Sufficient knowledge of the basic factors that
affect alignment allows logical tracing of the
cause of any misalignment. A clean, efficient,
well-arranged shop, with a level area is also a
prerequisite for proper alignment service.
All equipment and instruments used for checking
or adjusting alignment must be inspected and
adjusted at regular intervals to ensure accuracy.
Even the most expensive and accurate
instruments carelessly handled or maintained,
results in inaccurate and unsatisfactory work.
Page 117
 REPAIR INSTRUCTIONS
125

Figure 125 — Total Vehicle Alignment

1. Axles Out of Alignment 2. Axles Properly Aligned

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 REPAIR INSTRUCTIONS
Tires, Rims and Wheels Inspection
127

Both front tires should be of the same size, have

the same number of plies, have the same amount
of wear, and be inflated to the correct pressure.

The rear tires should be of the same size, have

the same number of plies, have the same amount
of wear, and be inflated to the correct pressure.

Check the tread depth and check for any

irregular, unusual or fast wear patterns on all
tires. (Feel the tires for cupping or feathering.)

Inspect the tread surface. Rub across the tread, if Figure 127 — Checking Rims
smooth toward the inside and sharp toward the 128

outside, the steering has toe-in. The opposite is

then toe-out.

Rims must be of the same size and type.

The size of tires from front to rear may vary. Refer

to the Wheels, Rims and Tires Service Manual,
15-101.
126

Figure 128 — Checking Size of Rear Tires

129

Figure 126 — Checking Front Tires for Tire Wear

Figure 129 — Checking Rear Tires for Tire Wear

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 REPAIR INSTRUCTIONS
Wheel, hub, drum and tire assemblies (rear also)
131

should be balanced on a dynamic balancer.

Wheel bearings must be inspected and properly
adjusted. Refer to the Wheel Bearings Service
Manual, 15-701.

Springs
Vehicle stability suffers if the springs do not retain
the front and rear axles in alignment. Check for
broken or sagging springs, loose spring clips,
rebound clips, loose axle clamping plates, and
front spring center bolt wear indicated by the
loose fit of the bolt. Check spring for fore and aft
movement at the front spring pin, spring bushing Figure 131 — Torquing Spring Clips
132
and spring wrapper. If movement is detected,
clean and inspect the spring wrapper and the
bushing. If the wrapper is broken, replace the
spring. If the bushing is worn, replace the
bushing. Refer to “SUSPENSION
MAINTENANCE” on page 24 for more
information.

Refer to “Spring Clips (U-Bolts)” on page 25 for

recommended torque of spring clips.
130

Figure 132 — Checking Axle Clamp Plates

Shock insulators must not have more than

Figure 130 — Checking for Broken or Sagging Springs
1/8 inch (3 mm) permanent set, and there must
be at least 3/8 inch (9.5 mm) take-up after the cap
contacts the rubber insulator, under static chassis
load. This is important on the fixed end of the
springs with shock insulators. If measurements
vary, the insulators must be replaced. Check
carefully to see that no attempt has been made to
correct the condition by chocking the insulator
with brake lining or other temporary measures.

Excessive side clearance on the shackle end of

the spring may result in shimmy. Be sure that the
pin and bushing at the fixed end of the spring are
a good fit. Clearance should not exceed
0.030 inch (0.8 mm). Looseness in this area
contributes to increased tire wear and tramp.

Page 120
 REPAIR INSTRUCTIONS
Checking Toe
133

Before performing any alignment checks, position

the vehicle in the alignment area by driving
straight ahead while using minimal braking and
throttle. Do not back or turn into alignment
position without moving straight ahead for at least
one complete tire revolution as the last
movement.

Check toe using the axle manufacturer-

Figure 133 — Checking for Excessive Side Clearance
Linkage (Cross Steering Tube, Drag
Link and Steering Levers)
Inspection
Inspect all steering linkage for loose ball sockets,
bends, dents and wear. Lubricate according to
the specifications in the Maintenance and
Lubrication manual for MACK® Diesel Powered
Trucks, TS494.
134
recommended specifications. Toe must always be
adjusted after front axle repairs, such as steering
knuckle, knuckle pin or cross steering lever
replacement.
If an alignment rack is not used, the rear wheels
must be raised to the same height as the portable
turntables being used. Position the turntables on
a level floor making certain that the turntables are
parallel and square with each other. The
recommended AMMCO Model 2475 or the BEE
LINE Model FPT8000 Portable Turning Aligner
ramp-style truck turntables are designed to allow
the vehicle to be driven onto the turntables.
Position the vehicle to be checked by driving it
onto the plates so that the tires are located in the
center of the turntables.

Whenever a vehicle is jacked up, use proper

heavy-duty axle stands under the chassis to
prevent personal injury or vehicle damage in
the event of jack malfunction or vehicle
tipping.

Using a jack or overhead crane, take the chassis

weight off the front axle by lifting at the frame.
Position the axle stands under the frame.

Use light-colored paint or a piece of chalk, and

coat the center area of both front tires around the
entire circumference. This makes the scribe line
Figure 134 — Check Steering Linkage easier to see and ensures a more accurate toe
adjustment.
1. Steering Lever 3. Cross Steering Tube
2. Drag Link

Page 121
 REPAIR INSTRUCTIONS
135 136

Figure 135 — Coating Center Area of Tire

Wheels must be straight ahead.

On vehicles with spoke wheels, check wheel

runout. This check may be made using a heavy
wooden block and a piece of chalk. Position the
block on the floor approximately 1/2 inch (13 mm)
from the tire. Rotate the wheel slowly and
observe the amount of runout. If the runout is
greater than 1/8 inch (3 mm), rotate the wheel
and advance the chalk, steadied against the Figure 136 — Method of Checking Tire Runout
block, toward the tire, just enough to mark a point
on the tire when it is closest to the block. Slightly 1. Rim Clamping Lug 3. Wooden Block
loosen rim clamping nuts on the wheel 2. Rim 4. Chalk
180 degrees from the chalk mark. Tighten nuts on
the chalk marked side of the tire, making certain Position an AMMCO Tire Scriber/Toe Gauge
to keep within the wheel stud torque limits. Model 2645, BEE LINE model 1790 Tire Scribe,
or equivalent pointed instrument, against the
coated center portion of each tire and rotate the
tires. The scriber must be held firmly in place so
that a single straight line is scribed all the way
around the tire.

Page 122
 REPAIR INSTRUCTIONS
137
Figure 137 — Position Tire Scribe Against Coated Part
of Tire
Lower the vehicle. Back the chassis up at least
20 feet, and then drive the vehicle straight ahead
before measuring toe.
Toe must be measured when the front wheels are
in a straight ahead position because the front
wheels are forced to travel at a different turning
radius when the vehicle is making a turn.
138
Figure 138 — Front Wheel Travel in a Turn
Drive the vehicle onto a set of turning plates if
available. Minimal braking should be used when
stopping the vehicle. Set the parking brake.
Remove the pins in the turning plates and
measure the toe with an AMMCO Tire Scriber/
Toe Gauge Model 2645, BEE LINE Model 2300
Toe-in Gauge, or equivalent, or a tape measure
and assistant. Measurements must be taken at
both the front and rear horizontal center line of
the tires. Toe is the difference between these two
measurements.
If toe is not within specifications, minor
corrections can be made by adjusting the length
of the cross steering tube. If toe varies greatly
from the specified measurement, check for either
bent cross steering levers and/or cross steering
tube before adjusting.
139
Figure 139 — Setting Toe Gauge Pointers for Height
140
Figure 140 — Checking Toe (Front of Tires)
Page 123
 REPAIR INSTRUCTIONS
141
Figure 141 — Checking Toe (Rear of Tires)
142
Figure 142 — Loosening Cross Steering Tube Clamp in
Preparation for Adjustment
If toe adjustment is required, loosen the cross
steering tube end clamps, and turn the tube with
a pipe wrench to change its length until obtaining
the required toe measurement.
Due to each end of the cross steering tube having
threads of different pitch, or right-hand thread on
one end and left-hand thread on the other end,
the length of the cross steering tube changes as it
is turned. Many tubes have a 16-pitch thread on
the left side and a 12-pitch thread on the right
side. When the tube has this combination of
thread pitches, one complete turn of the tube
changes length approximately 0.020 inch
(0.5 mm). Lengthen the cross steering tube to
increase toe-in; shorten it to decrease toe-in.
Page 124
After adjusting the cross steering tube, tighten the
clamp bolts and recheck toe.
Move vehicle backward and then forward about
20 feet prior to rechecking toe.
When the correct toe measurement is obtained,
tighten the clamp bolts, and roll the vehicle back
and forth several times to normalize all parts.
Recheck toe before releasing the vehicle.
143
Figure 143 — Rechecking Toe
Checking Camber
Before performing any alignment checks, position
the vehicle in the alignment area by driving
straight ahead while using minimal braking and
throttle. Do not back or turn into alignment
position without moving straight ahead for at least
one complete tire revolution as the last
movement.
Check for the specified camber reading using
AMMCO Camber/Caster/Steering Axis Inclination
Gauge Model 2535, BEE LINE 19305 Caster/
Camber Gauge, or equivalent. Camber is not
adjustable and is a built-in characteristic of the
axle, but is interrelated with the adjustable
characteristics, and is therefore listed in this
section. Incorrect camber indicates some
deformity of the axle center, knuckles, spindles,
or wheels, and usually requires parts
replacement.
 REPAIR INSTRUCTIONS
DO NOT attempt to correct camber by
bending the axle. Contact your nearest MACK
branch or distributor if a camber problem is
encountered.
It is recommended that camber be checked with
the vehicle positioned on turntables after
checking toe.
Tires must be inflated equally and wheels
adjusted for runout. A 1/8-inch runout in a wheel
causes about a 1/2-degree error in the camber
reading.
Wheels must be straight ahead.
Attach the gauge legs PARALLEL to the gauge
body. Use the long set of legs to clear the hubs.
144
Figure 144 — Gauge Attached to Wheel for Camber and
Caster Readings
1. AMMCO Gauge Model 2. Legs parallel to gauge
2535 body
Use the red knob to center the caster index on
the gauge.
Rotate the wheel so that the points of zero lateral
runout are straight up and down, and attach the
gauge to the wheel. Set the lower (double) leg
against the lower rim of the wheel. Slide the
upright member in the leg (after loosening the
setscrew) until the bubble level is even with the
wheel spindle.
Set the upper leg so that by depressing it slightly,
it will snap onto the rim and hold the entire gauge
in an upright position on the wheel.
Check to see that the three leg cutouts are fully in
contact with the wheel rim.
Turn the blue knob on the gauge until the bubble
in the level is centered. Read camber at the blue
camber arrow.
Checking Caster
Before performing any alignment checks, position
the vehicle in the alignment area by driving
straight ahead while using minimal braking and
throttle. Do not back or turn into alignment
position without moving straight ahead for at least
one complete tire revolution as the last
movement.
Caster readings should be taken with the brakes
locked. Lock the brakes with a pedal depressor.
With the wheels straight ahead, the turntables
should be on zero. If they are not, raise the
vehicle front wheels, insert zeroing pins in the
turntables, lower the vehicle and pull the pins.
Install AMMCO Camber/Caster/Steering Axis
Inclination Gauge Model 2535 as described
under “Checking Camber.”
Turn the front of the wheel inward 20 degrees as
indicated on the turntable scale.
Adjust the blue knob until the gauge pointer reads
zero.
Adjust the red knob to center the bubble.
Turn the front wheel outward (past zero)
20 degrees as indicated on the turntable scale.
Page 125
 REPAIR INSTRUCTIONS
Adjust the blue knob to center the bubble. Read
caster at the red caster arrow.
Caster adjustments, if necessary, are made by
installing a different thickness wedge shaped
caster plate between the spring and the axle.
Some vehicles require the thick end of the plate
toward the front, others toward the back, and
some do not require any plate. Be sure to note
this feature before removing the plate.
Never stack caster plates. Use only one caster
plate per side.
145
Figure 145 — Caster Plate
When a large correction is indicated, the springs
or axle center may be the cause. Repair or
replace the defective part as necessary.
Page 126
Checking Knuckle Pin Inclination
Before performing any alignment checks, position
the vehicle in the alignment area by driving
straight ahead while using minimal braking and
throttle. Do not back or turn into alignment
position without moving straight ahead for at least
one complete tire revolution as the last
movement.
Knuckle pin inclination on MACK axles, like
camber, is not adjustable. It is a built-in
characteristic of the axle. It should be equal on
both sides. Incorrect knuckle pin inclination
indicates some deformity of the axle, knuckles or
spindles and usually requires parts replacement.
Knuckle pin inclination readings must be taken
with the brakes locked. Lock the brakes with a
pedal depressor. The following instructions
assume the use of AMMCO Camber/Caster/
Steering Axis Inclination Gauge Model 2535.
To obtain accurate knuckle pin inclination
measurements, camber must be at factory
specifications.
Attach the gauge legs perpendicular to the
gauge body for these measurements.
 REPAIR INSTRUCTIONS
Steering Knuckle (Wear)
146

Wear can occur between the knuckle bushing

and/or needle bearing and knuckle pin. If during
inspection or adjustment, it is determined that
wear between the knuckle bushing and/or needle
bearing and knuckle pin is excessive, or proper
clearances cannot be obtained, the steering
knuckle must be overhauled. Excessive
clearance affects steering and increases tire
wear. Repairs must be made by replacing the
knuckle pin, bushings or bearings as required.
Refer to the Front Axle and Steering System
Service Manual, 12-101.

Axle Center Section (Straightness)

The axle must be without bends or twists, and
steering knuckle pin inclination should be at
specification. The axle straightness is checked
with the axle and knuckles removed from the
chassis. No service is required, or possible.
Figure 146 — Gauge Attached to Wheel for Knuckle Pin
Inclination Readings

1. AMMCO Gauge Model 2. Legs perpendicular to

2535 gauge body

Use the red knob to center the caster index.

Set the gauge pointer at zero with the blue knob.

Turn the front of the wheel inward 20 degrees as

indicated on the turntable scale.

Position the gauge on the wheel rim so that the

bubble is exactly centered in the vial when the
legs are snapped into place.

Turn the front wheel outward (past zero)

20 degrees as indicated on the turntable scale.

Adjust the blue knob to re-center the bubble.

Read the knuckle pin inclination at the red

(caster) arrow. Read only the degrees of
inclination, disregard the positive or negative
sign.

Page 127
 NOTES

Page 128
SPECIAL TOOLS & EQUIPMENT

SPECIAL TOOLS & EQUIPMENT

Page 129
 SPECIAL TOOLS & EQUIPMENT
SPECIAL TOOLS
Frame Tools
The tools listed in the following table are used for
installation of HUCK® fasteners.

Tool Description Model No.

POWERIG® Hydraulic Unit 940 Large Rig — Swages one fastener in
4 seconds
964 Small Rig — Swages one fastener in
42 seconds
Installation Tool 2620 — 12 mm Fasteners
2624HS — 14 mm Fasteners
2628 — 16 and 20 mm Fasteners
Installation Nose 99-5404 — 12 mm HUCK-FIT® Fasteners
99-5301 — 16 mm HUCK-FIT® Fasteners
99-5403 — 20 mm HUCK-FIT® Fasteners

99-7511 — 14 mm HUCK-SPIN® Fasteners

Collar Cutters (HUCK-SPIN® Only)
99-7501 — 16 mm HUCK-SPIN® Fasteners
99-7512 — 20 mm HUCK-SPIN® Fasteners
99-7511CC — 14 mm HUCK-SPIN® Collars
99-7501CC — 16 mm HUCK-SPIN® Collars
99-7512CC — 20 mm HUCK-SPIN® Collars

Page 130
 SPECIAL TOOLS & EQUIPMENT
Purchase directly from:
147

Huck International, Inc. (or from any of the

company's authorized distributors)

Figure 147 — POWERIG® and Installation Tool (HUCK-FIT® Tool and Nose Shown)

Page 131
 SPECIAL TOOLS & EQUIPMENT
Alignment Tools
These tools, or their equivalent, are
recommended for checking alignment.

Tool Description BEE LINE Model No. AMMCO Model No.

Truck Turntables FPT8000 2475
Camber/Caster/Steering Axis Inclination Gauge 2535
Tire Scriber/Toe Gauge 2645
Tire Scribe 1790
Camber/Caster Gauge 19305
Toe Gauge 2300

Purchase directly from: Purchase directly from:

HENNESSY INDUSTRIES, INC. Hunter Engineering Company

(For AMMCO Automotive Service Equipment and 11250 Hunter Drive
Tools) Bridgeton, MO 63044
P.O. Box 3002 Telephone: 1-800-448-6848 or 1-314-731-3020
1601 J.P. Hennessy Drive FAX: 1-314-731-1776
LaVergne, TN 37086-1982 Web Address: http://www.hunter.com
Telephone: 1-800-688-6496 or 1-615-641-7533
JOSAM
Tool Description Model No. 8849 Exchange Drive
Hunter Computerized Alignment Various Orlando, FL 32809
Equipment Telephone: 407-438-7020
Fax: 407-438-9281
Web Address: www.josam.se

BEE LINE Company

P.O. Box 130
Bettendorf, IA
Telephone: 319-332-4066
Toll Free (within USA): 1-800-728-7828
Fax: 319-332-6517
Web Address: www.beeline.com

Page 132
INDEX

INDEX

Page 133
 INDEX
A FRAME SIDE RAIL DRILLING . . . . . . . . . . . . 43
ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . .9 FRAME SIDE RAIL WELDING . . . . . . . . . . . . 41
ADVISORY LABELS . . . . . . . . . . . . . . . . . . . . .2 FRAME TOOLS . . . . . . . . . . . . . . . . . . . . . . . 130
ALIGNMENT FACTORS . . . . . . . . . . . . . . . . .22 FRAME-MOUNTED ACCESSORIES . . . . . . . 58
ALIGNMENT GEOMETRY . . . . . . . . . . . . . . .14 FRONT SPRING SERVICE . . . . . . . . . . . . . . 67
ALIGNMENT REFERENCE POINTS . . . . . . .95 FRONT WHEEL ALIGNMENT . . . . . . . . . . . 117
ALIGNMENT TOOLS . . . . . . . . . . . . . . . . . . .132
G
ALUMINUM PARTS PROTECTION . . . . . . . .57
AXLE ALIGNMENT . . . . . . . . . . . . . . . . . . . . .98 GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
AXLE CENTER SECTION
(STRAIGHTNESS) . . . . . . . . . . . . . . . . .127 H
®
HUCK METRIC FLANGED FASTENERS . . . 49
B HUNTER ALIGNMENT EQUIPMENT . . . . . . 101
BODYBOUND BOLTS . . . . . . . . . . . . . . . . . . .45
I
C INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . 93
CAMBER . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
CAMELBACK SPRINGS . . . . . . . . . . . . . . . . .76 J
CASTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15 JOSAM ALIGNMENT EQUIPMENT . . . . . . . 101
CENTERING REAR AXLES (CHASSIS
EQUIPPED WITH SS SUSPENSION) . . . .98 K
CHASSIS LEAN . . . . . . . . . . . . . . . . . . . . . . .116 KNUCKLE PIN INCLINATION . . . . . . . . . . . . . 16
CHASSIS WHEELBASE . . . . . . . . . . . . . . . . .99
CHECKING CAMBER . . . . . . . . . . . . . . . . . .124 L
CHECKING CASTER . . . . . . . . . . . . . . . . . .125
LINKAGE (CROSS STEERING TUBE, DRAG
CHECKING KNUCKLE PIN
LINK AND STEERING LEVERS)
INCLINATION . . . . . . . . . . . . . . . . . . . . .126
INSPECTION . . . . . . . . . . . . . . . . . . . . . 121
CHECKING TOE . . . . . . . . . . . . . . . . . . . . . .121
LITEFLEX® FIBERGLASS COMPOSITE
CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . .93
LEAF SPRINGS . . . . . . . . . . . . . . . . . . . . 93
CONVERSION CHART . . . . . . . . . . . . . . . . . . .6
CROSSMEMBER REPAIR . . . . . . . . . . . . . . .44 M
D MEASURING POINTS . . . . . . . . . . . . . . . . . . 99
DAILY INSPECTION . . . . . . . . . . . . . . . . . . . .94 O
E ONE-PIECE TRUNNION HOUSING OR
WALKING BEAM (RUBBER
EXPLANATION OF NUMERICAL CODE . . . . .5
BUSHING) . . . . . . . . . . . . . . . . . . . . . . . . . 88
EYE AND SLIPPER SPRINGS . . . . . . . . .67, 72
ONE-PIECE TRUNNION OR WALKING
F BEAM (44,000 LB. AND UNDER WITH
BRONZE BUSHING) . . . . . . . . . . . . . . . . . 89
FACTORS AFFECTING TREAD WEAR . . . . .18 ONE-PIECE TRUNNION OR WALKING
FIFTH WHEEL SPECIFICATION AND BEAM (50,000 LB. AND OVER WITH
MOUNTING . . . . . . . . . . . . . . . . . . . . . . . .58 BRONZE BUSHING) . . . . . . . . . . . . . . . . . 91
FLANGE-HEAD FASTENERS . . . . . . . . . . . . .56 OPERATION AND MAINTENANCE . . . . . . . . 93
FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
FRAME ALIGNMENT . . . . . . . . . . . . . . . . . . .95 P
FRAME DEFINITIONS . . . . . . . . . . . . . . . . . .21
PERPENDICULAR DATUM . . . . . . . . . . . . . . 98
FRAME DESCRIPTION . . . . . . . . . . . . . . . . . .12
PRE-ALIGNMENT CHECKS . . . . . . . . . . . . . 117
FRAME LAYOUT . . . . . . . . . . . . . . . . . . . . . . .96
FRAME RAIL ELEMENTS . . . . . . . . . . . . . . . .13

Page 134
 INDEX
R T
RADIUS ROD SPRINGS . . . . . . . . . . . . . . . . .74
REAR AXLE ALIGNMENT GEOMETRY . . . . .35
REAR SPRING SERVICE . . . . . . . . . . . . . . . .72
REPAIR OF FRAME SIDE RAILS AND
CROSSMEMBERS . . . . . . . . . . . . . . . . . .38
S TOE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
SAFETY INFORMATION . . . . . . . . . . . . . . . . . .2
SERVICE PROCEDURES AND TOOL
USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
SHACKLE SPRINGS . . . . . . . . . . . . . . . . . . . .69
SHOCK ABSORBERS . . . . . . . . . . . . . . . . . . .24
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . .130
SPLIT TRUNNION (ELASTOMERIC
RUBBER BUSHING) . . . . . . . . . . . . . . . . .87
SPRING CLIPS (U-BOLTS) . . . . . . . . . . . . . . .25
SPRING SHOCK INSULATORS . . . . . . . . . . .28
SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . .24, 120
ST SERIES SPRING BUSHING AND
EYE BOLT REMOVAL . . . . . . . . . . . . . . . .80
ST SERIES SPRINGS (TAPERLEAF SPRING
WITH PINNED ENDS) . . . . . . . . . . . . . . . .78
STEERING KNUCKLE (WEAR) . . . . . . . . . .127
SUSPENSION DESCRIPTION . . . . . . . . . . . .14
SUSPENSION MAINTENANCE . . . . . . . . . . .24
SUSPENSION LUBRICATION . . . . . . . . . . . .32
TANDEM AXLE SUSPENSION SERVICE . . . 76
TANDEM AXLE WHEELBASE . . . . . . . . . . . . 99
TANDEM AXLE WHEELBASE
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . 102
TIRES, RIMS AND WHEELS
INSPECTION . . . . . . . . . . . . . . . . . . . . . . 119
TOTAL VEHICLE ALIGNMENT . . . . . . . . . . . 35
TOTAL VEHICLE ALIGNMENT AND
PREVENTIVE MAINTENANCE . . . . . . . . . 35
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
TRANSVERSE TORQUE ROD
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . 112
TRANSVERSE TORQUE ROD AREA
REPAIRS . . . . . . . . . . . . . . . . . . . . . . . . . . 41
TRUNNION SERVICE . . . . . . . . . . . . . . . . . . . 87
W
WALKING BEAM SERVICE . . . . . . . . . . . . . . 84
WHEELBASE ADJUSTMENT WITH
ECCENTRIC SPRING ANCHORS . . . . . 111
WHEELBASE ADJUSTMENT WITH SPECIAL
SHOCK INSULATORS . . . . . . . . . . . . . . 107
Page 135
 NOTES

Page 136
 FRAME, AXLE
AND
SUSPENSION
SERVICE
AND
TOTAL VEHICLE
ALIGNMENT
PRINTED IN U.S.A.
14-103 © MACK TRUCKS, INC. 2007