MACK FXL

FRONT AXLE AND

STEERING SYSTEM
SERVICE MANUAL
JULY 2007
(REVISED)
12-105
 MACK FXL FRONT AXLE
AND STEERING SYSTEM
SERVICE MANUAL
1




JULY 2007 © MACK TRUCKS, INC. 2007

(REVISED — SUPERSEDES ISSUE DATED 12-105
APRIL 2007)
 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
VISUAL IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
FRONT AXLE AND STEERING IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Pivot Centers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Part Number Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Steering Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
FRONT AXLE AND STEERING INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Steering Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
COMPONENT LOCATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
FRONT AXLE COMPONENT LOCATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
FRONT AXLE AND STEERING TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Troubleshooting Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Hydraulic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
TROUBLESHOOTING CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
POWER STEERING SYSTEM HYDRAULIC TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Power Steering Pump Model Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Steering Gear and Pump Flow Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Fluid Foaming Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Power Steering Pump Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Power Steering Gear Internal Leakage Flow Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
VEHICLE INSPECTIONS AND MEASUREMENTS FOR SHIMMY AND RESONANT RIDE . . . . . 55
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Identify the Complaint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Inspections and Measurements Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Vehicle Inspections and Measurements Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Ride/Handling/Steering Evaluation Worksheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
STEERING SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Steering Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Air in Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Steering Gear Bleed Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Power Steering Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

Page iv
 TABLE OF CONTENTS
REPAIR INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
STEERING SYSTEM GENERAL INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Wheel Hub End Play Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Steering (Turning) Angle and Turning Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Steering Linkage (Cross Steering Tube, Drag Link and Steering Levers) . . . . . . . . . . . . . . . . . 75
Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Steering Knuckle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Axle Center Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Front End Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
FRONT AXLE AND STEERING ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Knuckle Stop Bolt Adjustment (Turning Circle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
STEERING GEAR RELIEF POPPET ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
TRW/TAS Series Power Steering Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Sheppard Power Steering Gear Relief Poppet Adjustment (Manual-Type) . . . . . . . . . . . . . . . . 80
Sheppard Power Steering Gear Relief Poppet Adjustment (Automatic-Type) . . . . . . . . . . . . . . 81
STEERING GEAR ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Steering Gear Adjustments Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Steering Gear Centering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
PITMAN ARM REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
TRW/TAS Steering Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Sheppard Steering Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
PITMAN ARM INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
TRW/TAS Steering Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Sheppard M100P Steering Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Sheppard 292, 392, 492 and 592 Steering Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
STEERING GEAR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Steering Shaft Support Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
STEERING KNUCKLE MEASUREMENTS AND ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . 96
Kingpin Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
STEERING KNUCKLE OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Steering Knuckle Overhaul Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
STEERING GEOMETRY CHECKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
FRONT AXLE AND STEERING SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
FRONT AXLE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Kingpin Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Wheel Bearing End Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
TORQUE REQUIREMENTS AND PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Pitman Arm Retention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Steering Shaft Universal Joint Pinch Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Steering Shaft Bearing Set Screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Steering Wheel Retaining Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Drag Link to Pitman Arm Pinch Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Drag Link, Steering Cross Tube and Booster Cylinder Clamp Pinch Bolts . . . . . . . . . . . . . . . 126
Steering Gear Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
Power Steering Pump Gear Retaining Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Hose Fittings (SAE O-Ring Boss Fittings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
STEERING COMPONENT TORQUE CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128

Page v
 TABLE OF CONTENTS
SPECIAL TOOLS & EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Special Tools for Front Axle and Steering Repairs and Testing . . . . . . . . . . . . . . . . . . . . . . . 132
DISASSEMBLED VIEWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
DISASSEMBLED VIEWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

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.

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.

Aftermarket steering wheels MUST NOT be installed on vehicles equipped with the
MACK RSA (Bendix® ABS-6 Advanced with ESP®). Only OEM supplied
replacement steering wheels should be used. During any service procedure that
involves reinstallation or replacement of the OEM steering wheel, use care not to
crush or damage the steering angle sensor.

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. The reference system
helps 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
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 are shown at the beginning of each
procedure, as necessary, to guide you to specific
component information.
Additionally, a two-character alpha code (i.e., [BF]
BEAM, AXLE CENTER) may be shown with each
operation. This alpha code, in combination with
the three-digit Group number, identifies the
specific assembly, sub-assembly or part, and
directly relates to the first five positions of the
operation code listed in MACK Service Labor
Time Standards.

%8!-0,%3
 "& 6" 
"!3% /0%2!4)/.

&2/.4 !8,% "%!-

"%!- !8,% #%.4%2

&8, &2/.4 !8,%

2%0,!#%

Example of Numerical Code

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 (N•m) 0.11298
Pound Feet (lb-ft) to Newton Meters (N•m) 1.3558
Pound Feet (lb-ft) to Kilograms Force per Meter (kgfm) 0.13825
Newton Meters (N•m) to Pound Inches (lb-in) 8.851
Newton Meters (N•m) to Pound Feet (lb-ft) 0.7376
Newton Meters (N•m) 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 (N•m) 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 is intended to provide the technician
with the information required to properly service
and repair the MACK FXL Series of heavy-duty
front axles and related steering system
components. The information in this manual is
divided into eight major sections: Introduction,
Visual Identification, Description and Operation,
Troubleshooting, Maintenance, Repair
Instructions, Specifications, and Special Tools
and Equipment.
For information concerning chassis alignment
procedures, refer to Frame, Axle and Suspension
Service and Total Vehicle Alignment, 14-103.
Current axle alignment specifications can be
found in the Maintenance and Lubrication
manual, TS494.
This manual should be read carefully before
attempting to overhaul or otherwise handle,
use, or service the product. Failure to follow
the directions and instructions in this manual
could result in severe personal injury or
death, or property damage. This manual is not
all inclusive, and cannot take into account all
unique situations.
Whenever a vehicle is jacked up, use proper
heavy-duty axle stands under the chassis to
prevent serious personal injury, death, or
vehicle damage, in the event of jack
malfunction or vehicle tipping. Be especially
cautious when working on a vehicle having an
air suspension system. If the air is exhausted,
or leaks from the air suspension system while
the parking brake is applied, the front of the
vehicle may 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 and supported with
jackstands.
Certain chassis models may be equipped with the
Bendix® ABS-6 Advanced with ESP® (Electronic
Stability Program) system, the foundation for the
MACK RSA (Road Stability Advantage) System.
This system utilizes information supplied to the
electronic control unit (Bendix® Advanced
EC-60™) from various sensors such as a
steering angle sensor, yaw rate/lateral
acceleration sensor, brake application sensors
and load sensors, to aid the driver in maintaining
vehicle control during potential roll-over or
jack-knife events. Because this system relies on a
specific “parameter set” which is programmed
into the ECU and is based on vehicle design and
componentry, it is important that a steering angle
sensor calibration be performed following such
services as vehicle alignment, or after
replacement of certain components such as the
front springs, front spring hangers, kingpins and
bushings, steering gear, steering column,
steering shafts, drag link, cross steering tube
and/or ball sockets. Additionally, a steering angle
calibration must be performed if the steering
column has been disconnected from the steering
gear or the steering linkage disconnected from
the steering gear. For chassis equipped with this
system, changes MUST NOT be made to the
maximum steering angle, steer axle track width
and/or drive axle track width. For information
concerning this system, refer to the Bendix®
Service Data Sheet SD-13-4869, which can be
obtained online by visiting the Bendix
Commercial Vehicle Systems website at
www.bendix.com.
Page 9
 INTRODUCTION

As a general recommendation, neither Mack The illustrations contained in this publication are
Trucks, Inc. nor the manufacturer of the front typical, and not necessarily exact. They are
axles, recommends the straightening of bent based on current production MACK components.
parts of the front axle. Mack Trucks, Inc. is aware, When working on a vehicle, the technician may
however, that front axles and components are find small differences between the vehicle being
repaired in the field by owners and operators of serviced and the illustrations provided.
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 in this publication, relating to the
repair of front axles and components. The
procedures in this publication, therefore,
represent suggested procedures only. In the
event that repairs to the front axle have been
performed, in the judgment of Mack Trucks, Inc. in
an improper manner, the warranty if any,
applicable to such front axle and components,
may be voided thereby.

Page 10
VISUAL IDENTIFICATION

VISUAL IDENTIFICATION

Page 11
 VISUAL IDENTIFICATION
FRONT AXLE AND STEERING Part Number Location
IDENTIFICATION
The part number is found on the center front of
the axle beam.
Axles 1

MACK FXL Series axle model designations

reflect the axle rating (in thousands of pounds) in
the designations. The complete letter
designations equal the following:
앫 F = Front axle
앫 XL = Extra heavy-duty unitized maintenance
free Long-life hub

The following is a list of the axle designations.

Axle Model Weight Rating

FXL12 12,000 Lb/5 443 Kg
FXL14.6 14,600 Lb/6 623 Kg  














FXL18 18,000 Lb/8 165 Kg

FXL20 20,000 Lb/9 072 Kg 
FXL23 23,000 Lb/10 433 Kg 



Figure 1 — Part Number Location — FXL12 and

Pivot Centers 14.6 Axles

The dimension between the right- and left-hand 1. Axle Part Number Location
pivot centers depends on the design of the
2
specific axle. The FXL Series of axles have a
pivot center of 69.92 inches (1776 mm).

Figure 2 — Part Number Location — FXL18 and 20 Axles

1. Axle Part Number Location

Page 12
 VISUAL IDENTIFICATION
Steering Systems
4

Power steering is used on all MACK chassis. The

systems used are TRW/TAS or Sheppard integral
power steering gears. The manufacturer's name
is cast into the main housing of the steering gear.

To find the specific steering gear model, refer to

the chassis record (vehicle build record) which is
supplied with each new MACK vehicle. The
markings on the outside of steering gear
housings should not be relied upon to determine
the gear model. This is because the same
housing can be used for more than one model
steering gear.

The power steering systems utilize pumps that

may be either two-line or three-line pumps. The
pump draws fluid from the reservoir and supplies
fluid flow to the steering gear(s). Fluid is then
returned to the reservoir through the gear(s). The
two-line and three-line systems are basically the Figure 4 — Single-Gear System with Three-Line Pump
same, with the three-line system having an
additional bypass return line from the pump to the 1. Steering Gear 5. Bypass Line
2. Pressure Port 6. Power Steering Reservoir
reservoir. Typical single-gear steering systems 3. Power Steering Pump 7. Reservoir Feed Port
with two-line and three-line pumps are shown in 4. Suction Port 8. Reservoir Return Port
Figure 3 and Figure 4.
3


 








Figure 3 — Single-Gear System with Two-Line Pump (No

Bypass)

1. Steering Gear 5. Power Steering Reservoir

2. Pressure Port 6. Reservoir Feed Port
3. Power Steering Pump 7. Reservoir Return Port
4. Suction Port

Page 13
 VISUAL IDENTIFICATION
Chassis may also be equipped with two steering
6

gears; a master gear and a slave gear. The slave

gear assembly differs from the master gear in that
it does not have an input shaft. Like the
single-gear systems, the power steering pumps 
 
can be either two-line or three-line pumps.
Figure 5, Figure 6 and Figure 7 show the different 
two- and three-line systems for the various
steering gear arrangements used on MACK
chassis. 
5

 

 



Figure 6 — Dual-Gear System (Sheppard Steering
Gears) with Two-Line Pump

 
1. Master Steering Gear 6. Power Steering
 2. Slave Gear Reservoir
3. Suction Port 7. Reservoir Return Port
4. Power Steering Pump 8. Reservoir Feed Port
 5. Pressure Port




Figure 5 — Dual-Gear System (TRW Steering Gears) with

Two-Line Pump

1. Slave Gear 6. Power Steering

2. Master Steering Gear Reservoir
3. Pressure Port 7. Reservoir Return Port
4. Power Steering Pump 8. Reservoir Feed Port
5. Suction Port

Figure 7 — Dual-Gear System (TRW Steering Gears) with

Three-Line Pump

1. Slave Gear 6. Power Steering

2. Pressure Port Reservoir
3. Power Steering Pump 7. Reservoir Feed Port
4. Bypass Line 8. Reservoir Return Port
5. Suction Port 9. Master Steering Gear

Page 14
 VISUAL IDENTIFICATION
Some models (typically CV and LE) may utilize a
8

booster cylinder to provide additional steering

assist. Figure 9 and Figure 10 show the
schematic diagrams for systems that utilize a
  booster cylinder.
9

 
 





 




 
 




Figure 8 — Dual-Gear System (Sheppard Steering
Gears) with Three-Line Pump

1. Slave Gear Fluid Return 9. Steering Gear Pressure

2. Slave Gear Port 

3. Pressure Port 10. Steering Gear-to-Slave
4. Suction Port Pressure Port Figure 9 — Steering System (TRW Steering Gear) with
5. Power Steering 11. Master Steering Gear Booster Cylinder and Two-Line Pump
Reservoir 12. Steering Gear Return to
6. Reservoir Feed Port Slave Gear
1. Steering Gear 6. Power Steering
7. Reservoir Return Port 13. Upper Steering Gear to
2. Booster Cylinder Reservoir
8. Bypass Line Lower Slave Gear
3. Power Steering Pump 7. Reservoir Feed Port
4. Suction Port 8. Reservoir Return Port
5. Pressure Port

The difference between the Sheppard and the

TRW dual gear systems is that on the TRW
system the return line from the master gear goes
directly to the reservoir.

Page 15
 VISUAL IDENTIFICATION
10

 



 





Figure 10 — Steering System (Sheppard Steering Gear)

with Booster Cylinder and Two-Line Pump

1. Steering Gear 6. Power Steering

2. Booster Cylinder Reservoir
3. Power Steering Pump 7. Reservoir Feed Port
4. Suction Port 8. Reservoir Return Port
5. Pressure Port

Page 16
DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

Page 17
 DESCRIPTION AND OPERATION
FRONT AXLE AND STEERING
INTRODUCTION
The FXL Series front axle is a drop-forged,
heat-treated l-beam with reverse-Elliott
construction.
Steering is accomplished by mounting a steering
knuckle on the front axle with a steering knuckle
(king) pin so that each steering knuckle is free to
pivot. Steering input to the steering knuckle (and
subsequently the front wheels) is achieved
through a drag link that is attached between the
steering gear lever (pitman arm) and the steering
lever that is rigidly mounted to the steering
knuckle.
While most vehicles have the steering lever
attached to the left knuckle, some vehicles are
built to provide for right-hand steering. In this
case, the linkage and steering lever are mounted
on the right-hand knuckle. In special cases,
Figure 11 — Front Axle Arrangement
1. Steering Knuckle (Left)
2. Steering Lever (Left)
3. Axle Center
4. Steering Lever (Right)
Page 18
vehicles are provided with steering levers on both
the right- and left-hand steering knuckles. On
these vehicles, the steering linkage from the
steering gear is connected to the left-hand
steering knuckle with a power assist slave gear
connected to the right-hand knuckle. The gear
and power assist slave gear are interconnected
hydraulically to provide easier steering.
On all axles, the steering knuckles are connected
by the cross steering levers and cross steering
tube to maintain alignment.
On the FXL front axle assemblies, the steering
knuckles use nylon lower bushings and tapered
roller upper bearings to provide a bearing surface
for the kingpin. Seals are used to exclude dirt and
retain lubrication inside the knuckle assembly.
The front axles are positioned on the vehicle by
the springs that are attached to the frame with
support brackets.
11
5. Steering Knuckle (Right)
6. Cross Steering Lever (Right)
7. Cross Steering Tube Assembly
8. Cross Steering Lever (Left)
 DESCRIPTION AND OPERATION
Stable steering and normal tire life depend upon
maintaining balanced forces in the front end and
steering system. To prevent undesirable effects
from the various forces acting upon the front end,
it is essential that wheel and tire assemblies be
properly aligned and balanced. Additionally, all
components of the front axle, suspension and
steering system must be maintained in good
mechanical condition and proper adjustment.
The information covered in this manual deals with
front axle and steering specifications,
maintenance, troubleshooting, repair instructions,
adjustments (contained in the REPAIR
INSTRUCTIONS section) and special tools.
It must be noted that the steering characteristics
of the vehicle are also dependent upon rear
wheel alignment and frame geometry, as well as
wheels and tires. For additional information, refer
to the MACK service manuals that cover these
items. All information about vehicle alignment can
be found in Frame, Axle and Suspension Service
and Total Vehicle Alignment, 14-103. Other
pertinent information is detailed in Wheels, Rims
and Tires, 15-101, and Wheel Bearings Service
Manual, 15-701. For current alignment
specifications, refer to the Maintenance and
Lubrication Manual, TS494.
The technician performing front axle service
should have sufficient knowledge of the basic
factors that affect the steering system, to allow
logical system diagnosis and correction of
trouble.
All equipment and instruments used for checking
or repairing the vehicle must be inspected and
adjusted at regular intervals to ensure accuracy.
Inaccurate and unsatisfactory work results when
these instruments are carelessly maintained or
handled.
GLOSSARY
The following terms and definitions are used
periodically throughout this manual and are
presented here for clarification.
Steering Components
Ball Socket (Tie Rod End) Assembly — This
assembly is installed on each end of the cross
steering tube. The ball sockets (tie rod ends) are
attached to the cross steering levers on the
steering knuckles.
Cross Steering Lever — These two arms are
attached to the bottom of the right- and left-hand
steering knuckles and are linked together by the
cross steering tube.
Cross Steering Tube (Tie Rod) Assembly —
This tube connects the two cross steering levers
and includes the two cross steering ball socket
assemblies. These ball socket assemblies are
screwed into the cross steering tube ends and
allow the steering tube to be adjusted for length.
Drag Link — This is the mechanical link between
the steering lever and the steering gear lever
(pitman arm).
Knuckle Pins (Kingpins) — These pins (one on
each side) are used to attach the steering
knuckles to the axle center.
Pivot Center — This is the theoretical point on
the knuckle pin axis where it is intersected by the
axis of the steering knuckle spindle.
Steering Gear Lever (Pitman Arm) — This lever
is attached to the steering gear sector shaft and
is connected to the drag link. A timing mark is
scribed on the lever and must be aligned with a
similar mark on the steering gear sector shaft.
Page 19
 DESCRIPTION AND OPERATION
12

Figure 12 — Steering Components Exploded View

1. Steering Lever 8. Snap Ring 15. Lower Cover

2. Steering Lever Ball Stud 9. Lock Plate 16. Cross Steering Lever Ball Socket
3. Kingpin Nut 10. “D” Washer 17. Cross Steering Tube Assembly
4. Upper Seal 11. O-Ring 18. Cross Steering Lever
5. Knuckle Upper Cover 12. Lower Seal 19. Axle Center
6. Kingpin Bearing 13. Nylon Bushing 20. Stop Bolt Nut
7. Hub Nut 14. Kingpin 21. Stop Bolt

Steering Gear Sector Shaft — This is the output Steering Knuckle Spindle — This is the part of
shaft of the steering gear to which the steering the steering knuckle that supports the hub
gear lever (pitman arm) is attached. assembly, wheel and tire.

Steering Knuckle — This is the movable portion Steering Lever — This lever is attached to the
of the axle that pivots on the knuckle pins top of the steering knuckle and is used to transmit
(kingpins). force from the drag link to the steering knuckle, in
order to turn the wheels.

Page 20
COMPONENT LOCATOR

COMPONENT LOCATOR

Page 21
 COMPONENT LOCATOR
FRONT AXLE COMPONENT LOCATOR
13

Figure 13 — Exploded View of Front Knuckle Assembly

1. Knuckle Upper Cover 6. Steering Knuckle

2. Kingpin Nut 7. Lower Seal
3. Kingpin Bearing (Cone) 8. Nylon Bushing
4. Kingpin Bearing (Cup) 9. Kingpin
5. Upper Seal 10. Knuckle Lower Cover

Page 22
 COMPONENT LOCATOR
14





Figure 14 — Exploded View of Front Hub Assembly — Disc Wheel

1. Wheel Hub O-Ring 6. Hub Nut

2. Wheel Hub Stud 7. Lock Plate
3. Wheel Hub 8. Snap Ring
4. Brake Drum 9. Hubcap
5. “D” Shaped Washer

Page 23
 COMPONENT LOCATOR
15






 






Figure 15 — Exploded View of Front Hub Assembly — Spoke Wheel

1. Wheel Hub O-Ring 6. Hub Nut

2. Wheel Hub Stud 7. Lock Plate
3. Brake Drum 8. Snap Ring
4. Spoke Wheel Hub 9. Hubcap
5. “D” Shaped Washer

Page 24
TROUBLESHOOTING

TROUBLESHOOTING

Page 25
 TROUBLESHOOTING
FRONT AXLE AND STEERING
TROUBLESHOOTING
Troubleshooting Terms
Chatter — Rapid, intermittent noise or vibration.
Diving or Darting — Tendency of the vehicle to
suddenly dive or dart from the direction of travel;
particularly when a tire runs over a hole or
obstruction.
Resonant Ride — This condition is similar to
shimmy in that it occurs spontaneously at certain
vehicle speeds or in response to striking a bump.
Changing vehicle speed might cause resonant
ride to stop. Resonant ride, like shimmy, can be
present on smooth or rough roads. However, this
vibration is felt through the cab or seat instead of
the steering wheel.
Road Shock (Wheel Kick) — A kick felt in the
steering wheel as the front wheels travel on
uneven roads. It is not noticeable on smooth
roads.
Leading — The tendency of the vehicle to pull in
the same direction at all times.
Shimmy — Steer axle shimmy is described as
prolonged steering wheel vibration which occurs
spontaneously at certain vehicle speeds or in
response to striking a bump. Changing vehicle
speed might cause shimmy to stop. Shimmy can
be present on smooth or rough roads.
Tramp — A rhythmic and alternate bouncing of
the front wheels. Usually noticeable at higher
speeds.
Wandering — Straying indiscriminately from side
to side. Can occur at both low and high speeds.
Wheel Fight — A continuous jerking of the
steering wheel in either direction on rough roads
at all speeds. Not violent, but annoying and tiring
to the driver.
Page 26
Preliminary Checks
When a customer comes to you with a problem
related to the vehicle steering, you can save a lot
of time and work if you first verify the problem.
Make sure you are both talking the same
language about the same problem. If the
customer says that the truck is “hard to steer,” find
out exactly what “hard to steer” means. Is it hard
steering into a right- or left-hand turn? Is it difficult
only when turning the steering wheel while the
truck is sitting still? Is the power steering
intermittent, or is there no power assist at all?
If at all possible, and if it is safe to do so, test drive
the truck. If you’re not familiar with the vehicle, let
the customer drive it while you ride along. Most
driving is done with the truck hauling a load.
Arrange for a load if one is required to reproduce
the steering problem.
Once you have determined the problem or its
symptoms, don’t jump right in to tear apart the
steering gear or pump. In most cases, the
steering gear should be the last component
checked. There are many other components in
the steering system that could be causing the
problem. You should check these first.
Begin by checking the steered wheels: Make sure
that the tires are at the correct pressure, are
properly sized, and are not worn or damaged.
Make sure the wheels are not bent or damaged
and the wheel nuts are not loose.
Look for abnormal looseness or tightness in the
steering linkage, ball sockets and kingpins, and
then have the front end alignment checked.
A service replacement hose or fluid line might be
misrouted or be too small in diameter, or might be
restricted in some way. Reroute any hose that is
kinked or sharply bent. Replace any hoses that
are not the same as original equipment.
 TROUBLESHOOTING
Continue by checking the power steering fluid
reservoir to make sure that oil is up to the correct
level.
These are just some of the checks you should
make before you turn to the steering gear or
pump.
Refer to the section “TROUBLESHOOTING
CHARTS” on page 28 that explains what to
diagnose for a particular steering problem. Match
the trouble symptom against the chart and follow
the recommended troubleshooting sequence.
Doing so will save you time and can prevent
unnecessary repairs.
Hydraulic Tests
If the checks described thus far all prove
satisfactory, it is possible that the cause of the
steering problem can be traced to a lack of power
steering pressure or insufficient hydraulic flow. In
this case, you might have to do more detailed
troubleshooting that involves conducting hydraulic
tests. These tests are explained in the section
“POWER STEERING SYSTEM HYDRAULIC
TESTS.”
Page 27
 TROUBLESHOOTING
TROUBLESHOOTING CHARTS
HARD STEERING TROUBLESHOOTING CHART

Condition Possible Cause Correction

Hard Steering Lack of Lubrication
Steering gear, axle, steering system and Thoroughly lubricate all points.
chassis.
Fifth Wheel
Damaged or galled. Repair or replace.
Poor lubrication. Lubricate as required.
Improperly positioned. Reposition. (Should be forward of rear axle on single
drive units and forward of tandem axle center line on
tandem drive units. Front axle should be loaded
80% to 100% of rated capacity.)
Front Tires
Improper air pressure. Inflate to specification.
Unequal size or type. Match tires.
Poor condition or uneven wear. Replace as necessary. (Refer to manufacturer
recommendations for front end corrections.)
Caster
Too high. Set caster to specification.
Steering Gear Adjustment (Causing
Binding)
Worm bearing preload too high. Check and adjust worm bearing preload.
Total mesh preload too high. Check and adjust total mesh preload (center gear as
specified).
Steering Gear Problems The following items require dismantling and repair of
the steering gear. Refer to the manufacturer service
manual.
Roller gear binding in output shaft yoke. Check by backdriving the steering gear by the
pitman arm. Failure to backdrive indicates binding.
Input shaft or bearings worn. When checking worm bearing preload, torque
wrench will give an erratic reading. Correct as
required.
Output shaft binding. Felt as a drag when input shaft is driving output
shaft in the backlash area. Drag also felt by
oscillating output shaft in the backlash area.
Steering Wheel, Shaft, Splines, U-Joints and
Column
Binding. Inspect for proper lubrication, binding and excessive
looseness.
U-joints out of phase, felt every 180 degrees. Rephase. (Align arrows on male and female spline.)
Misphased steering shafts are due to an incorrect
combination of shafts, incorrect assembly of the
shafts on the vehicle or shafts with phasing angles
that are out of specifications.
Steering Gear Mounting
Steering gear mounting causing a bind in gear Check preloads while gear is mounted on frame.
housing. Systematically loosen fasteners to detect uneven
mounting surface.

Page 28
 TROUBLESHOOTING
HARD STEERING TROUBLESHOOTING CHART

Condition Possible Cause Correction

Hard Steering Drag Link Ends
(Continued)
Binding.
Axle U-Bolts
Loose axle shifts on front springs.
Wheel Lug Nuts Loose
Loose Ball Socket (Tie Rod End) Joints,
Cross Steering Lever, Steering Lever
Vehicle Loaded Unevenly
Excessive Front Wheel Brake Drag
Power Steering Components
Insufficient pump pressure.
Defective pressure relief valve.
Low fluid level.
Control valve sticking.
Defective booster cylinder or slave gear.
Incorrect installation of reservoir.
Front Axle
Wheel bearings worn.
Kingpin or thrust bearing loose, binding or
seized.
Bent.
Toe adjustment improper.
If horizontal type, check ball for flat spot. If vertical
type, rotate stud to detect for binding.
Check spring center tie bolt and center pin to make
sure they are properly seated. Torque U-bolts to
specification.
Torque to specification.
Replace as required. Torque to specification.
Redistribute load.
Adjust brakes.
Check pump. Replace as necessary.
Replace as necessary.
Fill power steering reservoir to correct level.
Repair or replace as necessary.
Repair or replace as necessary.
Check positioning of reservoir.
Replace as necessary.
Repair or replace as necessary.
Replace axle.
Set toe to specification.

Page 29
 TROUBLESHOOTING
DARTING TROUBLESHOOTING CHART

Condition Possible Cause Correction

Darting Lack of Lubrication
Steering gear, axle, steering system and Thoroughly lubricate all points.
chassis.
Steering Gear Mounting
Loose at frame or pitman arm, loose at output Torque fasteners to specification.
shaft.
Steering gear causing a bind in gear housing. Check preloads while gear is mounted on frame.
Systematically loosen fasteners to detect uneven
mounting surface.
Drag Link Ends
Binding or loose. If horizontal type, check ball for flat spot. If vertical
type, rotate stud to detect for binding or looseness.
Drag Link Length
Too long or too short causing steering gear to Center steering gear, set front wheels straight
operate off center. ahead, adjust drag link length.
Note: Non-adjustable drag links are used on certain
MACK chassis.
Toe Adjustment Improper Set toe to specification.
Axle U-Bolts
Loose axle shifts on front springs. Check spring center tie bolt to make sure it enters
axle. Torque U-bolts to specification.
Suspension (Front and Rear)
Weak or broken springs, or damaged air bags. Replace springs or replace air bags.
Worn shackle/spring pins and bushings. Replace as necessary.
Wheel Lug Nuts Loose Torque to specification.
Frame
Twisted, sprung, diamond-shaped. Have frame checked by specialist.
Loose Ball Socket (Tie Rod End) Joints, Replace as required. Torque to specification.
Cross Steering Lever, Steering Lever
Engine Mounts Broken or Loose Repair or replace as necessary.
Vehicle Loaded Unevenly Redistribute load.
Tandem
Out of alignment. Check and align to specification. (Refer to the
Maintenance and Lubrication manual, TS494, for
most current alignment specifications.)
Worn wheel bearings. Replace and adjust as necessary.
Excessive Front Wheel Brake Drag Adjust brakes.
Front Axle
Wheel bearings worn. Replace as necessary.
Kingpin or bearing/bushing binding or seized. Repair or replace as necessary.
Bent. Replace axle.
Toe adjustment improper. Set toe to specification.
Inadequate knuckle-to-beam clearance (worn Measure knuckle vertical play. Replace worn parts
kingpin upper bearing or lower bushing). as required.

Page 30
 TROUBLESHOOTING
WANDERING TROUBLESHOOTING CHART

Condition Possible Cause Correction

Wandering Fifth Wheel
Damaged or galled. Repair or replace as necessary.
Poor lubrication. Lubricate as necessary.
Improperly positioned. Reposition. (Should be forward of rear axle on single
drive units and forward of tandem axle center line on
tandem drive units. Front axle should be loaded
80% to 100% of rated capacity.)
Front Tires
Improper air pressure. Inflate to specification.
Unequal size or type. Match tires.
Poor condition or uneven wear. Replace as necessary. (Refer to manufacturer
recommendations for front end corrections.)
Caster
Too low. Set caster to specification.
Steering Gear Adjustments
Worm bearing preload too low permitting end Check and adjust worm bearing preload.
play.
Total mesh preload too low resulting in gear Check and adjust total mesh preload and center the
backlash. steering gear as specified.
Steering Gear Problems The following items require dismantling and repair of
the steering gear. Refer to the manufacturer service
manual.
Roller gear binding in output shaft yoke. Check by backdriving the steering gear by the
pitman arm. Failure to backdrive indicates binding.
Input shaft or bearings worn. When checking worm bearing preload, torque
wrench will give an erratic reading. Correct as
required.
Output shaft binding. Felt as a drag when input shaft is driving output
shaft in the backlash area. Drag also felt by
oscillating output shaft in the backlash area.
Steering Wheel, Shaft, Splines, U-Joints and
Column
Loose. Check for proper lubrication, binding and excessive
looseness. Replace as specified by the
manufacturer.
U-joints worn, felt every 180 degrees. Replace as necessary.
Steering Gear Mounting
Loose at frame or pitman arm, loose at output Torque fasteners to specification.
shaft.
Drag Link Ends
Loose. If horizontal type, check ball for flat spot. If vertical
type, rotate stud to detect for binding or looseness.

Page 31
 TROUBLESHOOTING
WANDERING TROUBLESHOOTING CHART

Condition Possible Cause Correction

Wandering Drag Link Length
(Continued)
Too long or too short causing steering gear to Center steering gear, set front wheels straight
operate off center. ahead, adjust drag link length.
Note: Non-adjustable drag links are used on certain
MACK chassis.
Suspension (Front and Rear)
Weak or broken springs or damaged air bags. Replace springs or replace air bags.
Worn shackle/spring pins and bushings. Replace as necessary.
Wheel Lug Nuts Loose Torque to specification.
Loose Ball Socket (Tie Rod) Joints, Cross Replace as required. Torque to specification.
Steering Lever, Steering Lever
Engine Mounts Broken or Loose Repair or replace as necessary.
Vehicle Loaded Unevenly Redistribute load.
Excessive Front Wheel Brake Drag Adjust brakes.
Frame
Twisted, sprung, diamond-shaped. Have frame checked by specialist.
Front Axle
Wheel bearings worn. Replace as necessary.
Kingpin or bearing/bushing binding or seized. Repair or replace as necessary.
Bent. Replace axle.
Toe adjustment improper. Set toe to specification.

Page 32
 TROUBLESHOOTING
TOO MUCH FREE PLAY TROUBLESHOOTING CHART

Condition Possible Cause Correction

Too Much Free Fifth Wheel
Play
Damaged or galled. Repair or replace.
Poor lubrication. Lubricate as required.
Improperly positioned. Reposition. (Should be forward of rear axle on single
drive units and forward of tandem axle center line on
tandem drive units. Front axle should be loaded
80% to 100% of rated capacity.)
Front Tires
Improper air pressure. Inflate to specification.
Unequal size or type. Match tires.
Poor condition or uneven wear. Replace as necessary. (Refer to manufacturer
recommendations for front end corrections.)
Caster
Too low or too high. Set caster to specification.
Steering Gear Adjustment (Causing
Binding)
Worm bearing preload too low. Check and adjust worm bearing preload.
Total mesh preload too low. Check and adjust total mesh preload. (Center gear
as specified.)
Steering Gear Problems The following items require dismantling and repair of
the steering gear. Refer to the manufacturer service
manual.
Input shaft or bearings worn. When checking worm bearing preload, torque
wrench will give an erratic reading. Correct as
required.
Steering Wheel, Shaft, Splines, U-Joints and
Column
Loose. Inspect for proper lubrication, binding and excessive
looseness. Replace as specified by the
manufacturer.
U-joints worn, felt every 180 degrees. Replace.
Steering Gear Mounting
Loose at frame or pitman arm, loose at output Torque fasteners to specification.
shaft.
Drag Link Ends
Loose. If horizontal type, check ball for flat spot. If vertical
type, rotate stud to detect for binding or looseness.
Drag Link Length
Too long or too short causing steering gear to Center steering gear, set front wheels straight
operate off center. ahead and adjust drag link length.
Note: Non-adjustable drag links are used on certain
MACK chassis.

Page 33
 TROUBLESHOOTING
TOO MUCH FREE PLAY TROUBLESHOOTING CHART

Condition Possible Cause Correction

Too Much Free Wheel Lug Nuts Loose Torque to specification.
Play (Continued)
Loose Ball Socket (Tie Rod) Joints, Cross Replace as required. Torque to specification.
Steering Lever, Steering Lever
Vehicle Loaded Unevenly Redistribute load.
Front Axle
Wheel bearings worn. Replace as necessary.
Kingpin or bearing/bushing binding or seized. Repair or replace as necessary.
Bent. Replace axle.
Toe adjustment improper. Set toe to specification.

Page 34
 TROUBLESHOOTING
LEADING (PULL) TROUBLESHOOTING CHART

Condition Possible Cause Correction

Leading (Pull) Fifth Wheel
Damaged or galled. Repair or replace.
Poor lubrication. Lubricate as required.
Improperly positioned. Reposition. (Should be forward of rear axle on single
drive units and forward of tandem axle center line on
tandem drive units. Front axle should be loaded
80% to 100% of rated capacity.)
Front Tires
Improper air pressure. Inflate to specification.
Unequal size or type. Match tires.
Poor condition or uneven wear. Replace as necessary. (Refer to manufacturer
recommendations for front end corrections.)
Caster
Unequal. (More than 1/2 degree difference Check for bent or twisted axle. Replace as
between right and left sides.) necessary. Set caster to specification.
Toe Adjustment Improper Set toe to specification.
Axle U-Bolts
Loose axle shifts on front springs. Check spring center tie bolt to make sure it enters
axle. Torque U-bolts to specification.
Suspension (Front and Rear)
Weak or broken springs, or damaged air bags. Replace springs or replace air bags.
Worn shackle/spring pins and bushings. Replace as necessary.
Wheel Lug Nuts Loose Torque to specification.
Loose Ball Socket (Tie Rod) Joints, Cross Replace as required. Torque to specification.
Steering Lever, Steering Lever
Engine Mounts Broken or Loose Repair or replace as necessary.
Vehicle Loaded Unevenly Redistribute load.
Tandem
Out of alignment. Set alignment to specification. (Refer to the
Maintenance and Lubrication manual, TS494, for
most current alignment specifications.)
Worn wheel bearings. Replace and adjust as necessary.
Excessive Front Wheel Brake Drag Adjust brakes.
Frame
Twisted, sprung, diamond-shaped. Have frame checked by specialist.
Front Axle
Wheel bearings worn. Replace as necessary.
Kingpin or bearing/bushing binding or seized. Repair or replace as necessary.
Bent. Replace axle.
Toe adjustment improper. Set toe to specification.

Page 35
 TROUBLESHOOTING
NO WHEEL RECOVERY TROUBLESHOOTING CHART

Condition Possible Cause Correction

No Wheel Lack of Lubrication
Recovery
Steering gear. Inspect lubricant for metal shavings, water or
excessive thickness. Fill or replace with proper
lubricant.
Axle, steering system and chassis. Thoroughly lubricate all points.
Fifth Wheel
Damaged or galled. Repair or replace.
Poor lubrication. Lubricate as required.
Improperly positioned. Reposition. (Should be forward of rear axle on single
drive units and forward of tandem axle center line on
tandem drive units. Front axle should be loaded
80% to 100% of rated capacity.)
Front Tires
Improper air pressure. Inflate to specification.
Unequal size or type. Match tires.
Poor condition or uneven wear. Replace as necessary. (Refer to manufacturer
recommendations for front end corrections.)
Caster
Too low. Set caster to specification.
Steering Gear Adjustment (Causing
Binding)
Worm bearing preload too high. Check and adjust worm bearing preload.
Total mesh preload too high. Check and adjust total mesh preload. (Center gear
as specified.)
Steering Gear Problems The following items require dismantling and repair of
the steering gear. Refer to the manufacturer service
manual.
Roller gear binding in output shaft yoke. Check by backdriving the steering gear by the
pitman arm. Failure to backdrive indicates binding.
Input shaft or bearings worn. When checking worm bearing preload, torque
wrench will give an erratic reading. Correct as
required.
Output shaft binding. Felt as a drag when input shaft is driving output
shaft in the backlash area. Drag also felt by
oscillating output shaft in the backlash area.
Bent worm gear. Felt as an erratic torque reading every 360 degrees
through mesh.
Steering gear bottoming. Turn steering wheel lock-to-lock and check for
bottoming. Adjust wheel stops to limit turns before
steering gear bottoms.
Control valve sticking and not centering. Repair or replace as necessary.

Page 36
 TROUBLESHOOTING
NO WHEEL RECOVERY TROUBLESHOOTING CHART

Condition Possible Cause Correction

No Wheel Steering Wheel, Shaft, Splines, U-Joints and
Recovery Column
(Continued)
Binding. Inspect for proper lubrication, binding and excessive
looseness.
Steering Gear Mounting
Steering gear mounting causing a bind in gear Check preloads while gear is mounted on frame.
housing. Systematically loosen fasteners to detect uneven
mounting surface.
Drag Link Ends
Binding. If horizontal type, check ball for flat spot. If vertical
type, rotate stud to detect for binding.
Wheel Lug Nuts Loose Tighten to specification.
Excessive Front Wheel Brake Drag Adjust brakes.
Front Axle
Wheel bearings worn. Replace as necessary.
Kingpin or bearing/bushing binding or seized. Repair or replace as necessary.
Bent. Replace axle.
Toe adjustment improper. Set toe to specification.

SHIMMY AT HIGH SPEED TROUBLESHOOTING CHART

Condition Possible Cause Correction

Shimmy at High Front Wheels and Tires
Speed
Out of balance. Have balanced by specialist.
Shock Absorbers Worn Inspect and replace as necessary.
Tandem
Out of alignment. Check and set to specification. (Refer to the
Maintenance and Lubrication manual, TS494, for
most current alignment specifications.)
Worn wheel bearings. Replace and adjust as necessary.
Frame
Twisted, sprung, diamond-shaped. Have frame checked by specialist.

Page 37
 TROUBLESHOOTING
SHIMMY AT LOW SPEED TROUBLESHOOTING CHART

Condition Possible Cause Correction

Shimmy at Low Front Tires
Speed
Improper air pressure. Inflate to specification.
Unequal size or type. Match tires.
Poor condition or uneven wear. Replace as necessary. (Refer to manufacturer
recommendations for front end corrections.)
Caster
Too high. Set caster to specification.
Steering Gear Adjustment
Worm bearing preload too low, permitting end Check and adjust worm bearing preload.
play.
Total mesh preload too low, resulting in gear Check and adjust total mesh preload (center gear as
backlash. specified).
Air in hydraulic system. Bleed system and check pump seal.
Steering Gear Problems The following items require dismantling and repair of
the steering gear. Refer to the manufacturer service
manual.
Input shaft or bearings worn. When checking worm bearing preload, torque
wrench will give an erratic reading. Correct as
required.
Defective control valve. Replace control valve as necessary.
Steering Wheel, Shaft, Splines, U-Joints and
Column
Loose. Inspect for proper lubrication, binding, and
excessive looseness. Replace as specified by the
manufacturer.
U-joints worn, felt every 180 degrees. Replace.
Steering Gear Mounting
Loose at frame or pitman arm, loose at output Torque fasteners to specification.
shaft.
Drag Link Ends
Loose. If horizontal type, check ball for flat spot. If vertical
type, rotate stud to detect for binding or looseness.
Drag Link Length
Too long or too short, causing steering gear to Center steering gear, set front wheels straight
operate off center. ahead and adjust drag link length.
Note: Non-adjustable drag links are used on certain
MACK chassis.
Axle U-Bolts
Loose axle shifts on front springs. Check spring center tie bolt to make sure it enters
axle. Torque U-bolts to specification.

Page 38
 TROUBLESHOOTING
SHIMMY AT LOW SPEED TROUBLESHOOTING CHART

Condition Possible Cause Correction

Shimmy at Low Wheel Lug Nuts Loose Torque to specification
Speed (Continued)
Loose Ball Socket (Tie Rod) Joints, Cross Replace as required. Torque to specification.
Steering Lever, Steering Lever
Tandem
Worn wheel bearings. Replace and adjust as required.
Front Axle
Wheel bearings worn. Replace as necessary.
Kingpin or bearing/bushing loose, binding or Repair or replace as necessary.
seized.
Bent. Replace axle.
Toe adjustment improper. Set toe to specification.

KNOTTY FEEL TROUBLESHOOTING CHART

Condition Possible Cause Correction

Knotty Feel Lack of Lubrication
Steering gear. Inspect lubricant for metal shavings, water or
excessive thickness. Fill or replace with proper
lubricant.
Axle, steering system and chassis. Thoroughly lubricate all points.
Steering Gear Problems The following items require dismantling and repair of
the steering gear. Refer to the manufacturer service
manual.
Input shaft or bearings worn. When checking worm bearing preload, torque
wrench will give an erratic reading. Correct as
required.
Bent worm gear. Felt as an erratic torque reading every 360 degrees
through mesh.
Steering Wheel, Shaft, Splines, U-Joints and
Column
Binding. Inspect for proper lubrication, binding and excessive
looseness.
U-joints worn, felt every 180 degrees. Replace as necessary.
U-joints out of phase, felt every 90 degrees. Rephase. (Align arrows on male and female
splines.)
Steering Gear Mounting
Loose at frame or pitman arm, loose at output Torque fasteners to specification.
shaft.
Steering gear mounting causing a bind in gear Check preloads while gear is mounted on frame.
housing. Systematically loosen fasteners to detect uneven
mounting surface.
Drag Link Ends
Binding. If horizontal type, check ball for flat spot. If vertical
type, rotate stud to detect for binding.

Page 39
 TROUBLESHOOTING
MISCELLANEOUS CONDITIONS TROUBLESHOOTING CHART

Condition Possible Cause Correction

Direction of Lines connected incorrectly. Check for proper line connections.
Steering Reversed
Incorrect steering gear used (if just replaced). Check for use of proper steering gear.
Lack of Assist Inadequate output from pump, particularly at Check and replace pump as necessary.
When Turning idle speed (flow).
Steering Wheel
Rapidly
Intermittent Power Fluid level low. Fill power steering reservoir with approved fluid.
Steering
Air in system. Bleed system and check pump seal.
Relief valve sticking. Repair or replace valve assembly as necessary.
Noisy Pump Pump inlet restricted. Investigate to relieve restriction.
Fluid level low. Fill power steering reservoir with approved fluid.
Air in system. Bleed system and check pump seal.
Relief valve sticking. Repair or replace valve assembly as necessary.
Pump worn. Replace pump.
Oil Foaming Fluid level low. Fill power steering reservoir with approved fluid.
Air in system. Bleed system and check pump seal.
Sucking air. Check pump seals and replace as necessary.
Power Steering in Control valve malfunction. Adjust or replace control valve assembly as
One Direction Only necessary.

Page 40
 TROUBLESHOOTING
POWER STEERING SYSTEM
HYDRAULIC TESTS
[411]
Once the possibility of external mechanical
problems in the steering linkage and components
has been eliminated, the hydraulic system should
be checked.
The recommended method for troubleshooting
the power steering system is by using special
hydraulic system testers such as Kent-Moore
Power Steering Analyzer J 26487-C, or
equivalent. These testers or analyzers measure
pressure, flow rate in gallons per minute (gpm),
fluid temperature, and incorporate a restriction
(load) valve that permits loading the system to
determine pressure relief. Basically, the test
procedures consist of checking the system in a
loaded and an unloaded condition, and then
comparing flow and pressure while isolating each
component.
If a special hydraulic circuit tester is not available,
the steering system can be checked with a
standard pressure gauge of at least 3,000 psi
(20 685 kPa) capacity, a regulator valve to permit
loading the system and a thermometer.
Testing of the steering system should be done in
the sequence specified, unless a particular test
does not apply. If this is the case, skip the
unneeded test and proceed to the next test. Refer
to the proper vendor information for specific
steering gear or pump information not covered in
this section.
When troubleshooting a power steering system,
always fill out Form PV771-500-05 “Power
Steering Troubleshooting Report.” A copy of this
form must be attached to any replaced steering
component, and the form must be retained at the
repair facility for subsequent review by a MACK
District Service Representative.
Page 41
 TROUBLESHOOTING
Fill out this form when troubleshooting power steering systems.
16

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Figure 16 — Power Steering Troubleshooting Report

Page 42
 TROUBLESHOOTING
Power Steering Pump Model Codes
MACK chassis use either Vickers, LUK, TRW or
ZF power steering pumps. On Vickers and TRW
pumps, maximum flow rate of the pump can be
determined by referring to the model code
stamped on the pump identification plate. On
LUK and ZF pumps, the pressure relief valve
setting is stamped on the pump ID plate.
VICKERS
On Vickers pumps, the model code is located on
the pump nameplate. It consists of several groups
of letters and/or numbers as shown in Figure 17
and Figure 18. Asterisks are used in the following
figures to indicate characters in the code that do
not apply. Only the items that apply to flow rate
and relief valve settings are shown. Be guided by
number groups rather than number of characters,
since the number of characters in a group can
vary. Breakdowns are given for V20 series and
V10 series pumps.
17











 






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+
#4*-)#
,+)5
,0&#.
$),3 

 
-/'

(
.0#/
.#
2') )# 


-/'
 
(
,+0.,))#"
),3
0# #)'#$
)2#
#00'+%

































 

 
-/'
 
(




 

 
-/'
 
(




 

 
-/'

(




 


-/'
 
(
.'$'!#
,
6
),3
0# #)'#$
)2#
#00'+%

 !

Figure 17 — Model Code Breakdown for Vickers V10 and V20 Series Pumps

Page 43
 TROUBLESHOOTING
TRW PUMPS second group of characters in the model code
identifies the pump flow, and the third group of
On TRW pumps, the model code which is
characters identifies the relief valve setting (refer
stamped on the identification plate, consists of
to Figure 18).
several groups of letters and numbers that 18
identify different characteristics of the pump. The


0

0


0


0

0

0


0


')/ #'&#$
!'.#
#--&(% )-!-&)(






 

 
*,&
 
"!+ 

 






 

 
*,&
 
"!+ 

 





 


*,&
 
"!+


 




 !

Figure 18 — TRW Power Steering Pump Model Code

LUK
On LUK pumps, the pump pressure relief setting
(in bars) is stamped on the identification plate.
LUK pumps are available with the following three
pressure relief settings:
앫 140 bar = 2,031 psi (14 187 kPa)
앫 150 bar = 2,176 psi (15 004 kPa)
앫 163 bar = 2,364 psi (16 300 kPa)

The LUK pump is also available with a maximum

flow rating of either 5 gpm or 4 gpm. The MACK
part number, also found on the pump
identification plate, can be used to determine the
maximum flow rating. Pumps that have a part
number ending with M, M2, M3, M4 or M6 are
rated at 5 gpm flow. Pumps that have a part
number ending with M5 are rated at 4 gpm flow.

Page 44
 TROUBLESHOOTING
ZF PUMPS
19

The power steering pump used on MACK MP

engines is a tandem pump where the power
steering pump and the fuel supply pump are 
bolted together and driven by the same drive
gear. The pressure relief setting is stamped on
the identification plate. The pumps are available
with the following pressure relief settings:
앫 2002 psi (138 bar)
앫 2176 psi (150 bar)
앫 2321 psi (160 bar)


앫 2611 psi (180 bar)
앫 2756 psi (190 bar)
앫 2901 psi (200 bar)

The ZF pump is available with the following

maximum flow ratings:
앫 3.7 gpm (14 lpm)
앫 4.2 gpm (16 lpm)
앫 5.3 gpm (20 lpm)
앫 5.6 gpm (21 lpm)


앫 6.3 gpm (24 lpm)
Figure 19 — ZF Tandem (Power Steering/Fuel Supply)
앫 6.6 gpm (25 lpm) Pump

1. Power Steering Pump 3. Pump ID Plate

2. Fuel Supply Pump

Page 45
 TROUBLESHOOTING
Steering Gear and Pump Flow power steering pump. The following table lists the
required pump flow and maximum operating
Requirements pressures for the specific steering gears used on
MACK chassis.
Power steering gears are designed to operate at
a specific maximum pressure, and require a
minimum and maximum flow range from the

Single Steering Gear System

Maximum Minimum
Front Axle Pressure PSI Flow Flow Range
Chassis Model Weight Rating Steering Gear (Bar) GPM (LPM) GPM (LPM)
CXN, CXP 12,000 lbs TAS65 (TRW)
(5 443.1 kg) 20.4:1 gear ratio 2,175 (150) 3.1 (11.7) 3.1–4.2 (11.7–15.9)
18.4:1 gear ratio 2,175 (150) 3.3 (12.5) 3.3–4.2 (12.5–15.9)
CV7 12,000 and TAS65 (TRW)
14,600 lbs 20.4:1 gear ratio 2,175 (150) 3.1 (11.7) 3.1–4.2 (11.7–15.9)
(5 443.1 and 18.4:1 gear ratio 2,175 (150) 3.3 (12.5) 3.3–4.2 (12.5–15.9)
6 622.5 kg)
CXN, CXP 12,000 lbs TAS65 (TRW)
(5 443.1 kg) 20.4:1 gear ratio 2,175 (150) 3.1 (11.7) 3.1–4.2 (11.8–15.9)
18.4:1 gear ratio 2,175 (150) 3.3 (12.5) 3.3–4.2 (12.5–15.9)
CXN, CXP 14,600 lbs TAS66 (TRW)
(6 622.5 kg) 18.4:1 gear ratio 2,320 (160) 3.3 (12.5) 3.3–4.2 (12.5–15.9)
CT7, CTP axle 12,000 and TAS66 (TRW)
back 14,600 lbs 18.4:1 gear ratio 2,320 (160) 3.3 (12.5) 3.3–4.2 (12.5–15.9)
(5 443.1 and
6 622.5 kg)
CT7, CTP axle 12,000 and M100P
back 14,600 lbs (Sheppard) 2,349 (162) 3.0 (11.4) 3.0–4.5 (11.4–17.0)
(5 443.1 and
6 622.5 kg)
CXN, CXP 12,000 lbs M100P 2,175 (150) 3.0 (11.4) 3.0–4.5 (11.4–17.0)
(5 443.1 kg) (Sheppard)
CXN, CXP 14,600 lbs M100P 2,320 (160) 3.0 (11.4) 3.0–4.5 (11.4–17.0)
(6 622.5 kg) (Sheppard)
CV7 18,000 lbs M110P 2,175 (150) 3.5 (13.3) 3.5–5.0 (13.3–18.9)
(8 164.7 kg) (Sheppard)
CTP axle forward 12,000 and SD110 (Sheppard) 2,175 (150) 3.9 (4.8) 3.9–5.5 (14.8–20.8)
14,600 lbs
(5 443.1 and
6 622.5 kg)
CTP axle forward 18,000 lbs SD110 (Sheppard) 2,755 (190) 3.9 (4.8) 3.9–5.5 (14.8–20.8)
(8 164.7 kg)
MR 12,000 and 392S (Sheppard) 2,000 (138) 3.3 (12.5) 3.3–5.0 (12.5–18.9)
14,600 lbs
(5 443.1 and
6 622.5 kg)
MR 18,000 lbs 492S (Sheppard) 2,000 (138) 4.3 (16.3) 4.3–6.0 (16.3–22.7)
(8 164.7 kg)
MR 18,000 and 592S (Sheppard) 2,000 (138) 5.7 (21.6) 5.7–7.0 (21.6–26.5)
22,000 lbs
(8 164.7 and
9 979 kg)

Page 46
 TROUBLESHOOTING
Single Steering Gear with Booster Cylinder System
Maximum Minimum
Front Axle Pressure PSI Flow GPM Flow Range GPM
Chassis Model Weight Rating Steering Gear (Bar) (LPM) (LPM)
CV5 20,000 lbs TAS65 (TRW) with
(9 071.9 kg) booster cylinder
20.4:1 gear ratio 2,175 (150) 3.1 (11.7) 3.1–4.2 (11.7–15.9)
18.4:1 gear ratio 2,175 (150) 3.3 (12.5) 3.3–4.2 (12.5–15.9)
LE 20,000 lbs TAS65 (TRW) with
(9 071.9 kg) booster cylinder
20.4:1 gear ratio 2,175 (150) 3.1 (11.7) 3.1–4.2 (11.7–15.9)
18.4:1 gear ratio 2,175 (150) 3.3 (12.5) 3.3–4.2 (12.5–15.9)
LE 20,000 lbs M100P 2,175 (150) 3.0 (11.4) 3.0–4.5 (11.4–17.0)
(9 071.9 kg) (Sheppard) with
booster cylinder

Dual Steering Gear System

Maximum Minimum
Front Axle Pressure PSI Flow Flow Range
Chassis Model Weight Rating Steering Gear (Bar) GPM (LPM) GPM (LPM)
CT7, CTP axle 18,000 and TAS66/RCH60 2,320 (160) 5.9 (22.3) 5.9–7.0 (22.3–26.5)
back 23,000 lbs (TRW)
(8 164.7 and
10 432.6 kg)
CT7, CTP axle 18,000 and M100P/M90 2,349 (162) 5.5 (20.8) 5.5–6.5 (20.8–24.6)
back 23,000 lbs (Sheppard)
(8 164.7 and
10 432.6 kg)
CV7 20,000 and M100P/M90 2,349 (162) 5.5 (20.8) 5.5–6.5 (20.8–24.6)
23,000 lbs (Sheppard)
(9 071.8 and
10 432.6 kg)
CTP axle forward 20,000 and SD110/HD94 2,610 (180) 6.5 (24.6) 6.5–8.0 (24.6–30.3)
23,000 lbs
(9 071.8 and
10 432.6 kg)

The maximum pressures given in the last column

of the chart above are maximum pressure ratings
of the steering gears. For actual steering system
pressures, refer to the pressure relief valve
setting stamped on the pump.

Page 47
 TROUBLESHOOTING
Fluid Foaming Check
1. Check the level and condition of the fluid in
the power steering reservoir. If required, fill
the reservoir to the proper level using the
specified fluid. Any system with indications
of “scorched” fluid or fluid contaminated with
either water or abrasive must be drained and
refilled. The filter should also be changed at
the same time.
20
Figure 20 — Checking Reservoir Fluid Level
Page 48
DO NOT operate the power steering pump at
maximum pressure for more than 10 seconds.
Doing this can overheat the fluid and damage the
pump and/or other steering system components.
2. Insert thermometer J 5421-02, or equivalent,
into the reservoir.
3. Start the engine. Turn the steering wheel
from stop-to-stop for approximately
10 minutes to bring the system up to normal
operating temperature. Operating
temperature range should be between
160°F (71°C) and 170°F (77°C). The
temperature must never exceed 235°F
(113°C). High temperatures break down the
fluid, and damage seals, hoses, control
valves and relief valves.
4. Check for foaming through the filler hole in
the reservoir. If foaming occurs, check for air
leaks on the inlet (suction) side of the pump.
Make sure that all fittings are tight. Install a
new pump inlet hose, if the hose is leaking.
21
Figure 21 — Checking for Fluid Foaming
 TROUBLESHOOTING
22 23

Figure 22 — Pump Inlet Connection

Figure 23 — Connections for Pump Performance Test
5. If foaming is still present, stop engine and
drain and refill the system with the specified 1. Pressure Line to Test 4. Return Line to Reservoir
fluid. Hose Connection 5. Power Steering Analyzer
2. Pressure Line from Pump J 26487-C
6. If foaming persists, replace the pump shaft 3. Steering Gear Inlet
seal. Plugged

24

Power Steering Pump Performance

Test
Power steering pump performance can be tested
by measuring pump flow and comparing it to the
maximum flow rating of the pump. To perform this
test, the pump is isolated from the steering
system. Do this by disconnecting the pressure
line at the steering gear and reconnecting this
pressure line to a power steering analyzer, such
as Kent-Moore J 26487-C, or equivalent. The
outlet line of the analyzer is inserted into the
power steering reservoir. All power steering fluid
is pumped directly through the analyzer and
returned to the reservoir.
1. Disconnect the power steering pump
pressure line from the steering gear inlet.
Plug the steering gear inlet. Connect one
end of a hose required for testing to the
pressure line of the pump and the other end Figure 24 — Return Line to Reservoir
to the analyzer. Connect another hose from
the analyzer outlet to the reservoir. 1. Return Line from Power 2. Thermometer J 5421-02
Steering Analyzer

Page 49
 TROUBLESHOOTING
2. Open the load valve on the power steering
analyzer and then, start the engine.
Make sure the analyzer load valve is fully open.
25
4. Slowly close the analyzer load valve until the
pressure gauge indicates approximately
1,500 psi. This places a load on the pump to
help bring the power steering fluid to
operating temperature. Run the pump until
the steering system fluid temperature
reaches approximately 160°F–170°F
(71°C–77°C). Do not allow the system fluid
temperature to exceed 235°F (113°C).

Do not place a load on the pump equal to, or

greater than, the operating pressure of the
steering system. Refer to the steering system
tables following “Steering Gear and Pump Flow
Requirements” on page 46, for maximum system
pressure.

5. After the power steering fluid temperature

reaches normal operating range, open the
analyzer load valve until the pressure gauge
Figure 25 — Opening Analyzer J 26487-C Load Valve indicates 0 psi.
3. Run the engine at a speed that operates the
power steering pump at 1,200 rpm. Refer to
the following table.
With the analyzer load valve fully opened, there
PUMP-TO-ENGINE RPM RATIO may be a reading slightly greater than 0 psi due
to back pressure in the system.
Engine
Engine ID Location Ratio Speed
6. Check the operation of the pressure relief
MACK E6 End of Air 1:1 1200 valve in the pump by slowly closing the
(Early) Compressor analyzer load valve until the valve opens.
MACK E6 and End of Auxiliary Shaft 1:1 1200 Pressure relief valve opening occurs when
(Later) the flow reading on the analyzer drops to 0.
MACK E7 Flow reading drops to 0 because power
MACK E9 Front of Engine 1:1 1200 steering fluid flow is diverted. On chassis
(12 O'Clock Position) equipped with three-line power steering
MACK End of Auxiliary Shaft 1.22:1 985 pumps, fluid flow is diverted back to the
E-Tech™ and (Spline Driven) or reservoir. With two-line pumps, however,
ASET™ Back of Compressor fluid recirculates inside the pump.
MACK E5 Left Rear Side of 1.41:1 850 The pressure relief valve should open at
Engine (Gear Driven maximum system pressure. Note the
Off Crankshaft Idler) pressure at which the relief valve opens as
Cummins ISC End of Air 1:1 1200 indicated on the analyzer pressure gauge.
and ISX Compressor (Spline Open the load valve and repeat this
Driven)
procedure several times to ensure
MACK MP7 Lower Left Rear Side 1.74:1 700 consistent relief valve operation.
of Engine (Gear
Driven Off Timing
Gear Idler)

Do not allow the pump to operate at maximum

pressure (relief valve open) for longer than
10 seconds. Damage to the pump can occur.

Page 50
 TROUBLESHOOTING
7. Pump flow should be checked to verify that
the pump is the correct pump for the steering
gear used in the system. With the power
steering pump operating at 1,200 rpm and
the analyzer load valve fully open, compare
the actual pump flow indicated on the
analyzer, to the flow specifications in the
steering system tables following “Steering
Gear and Pump Flow Requirements” on
page 46. If the flow rate at 1,200 rpm and
0 psi is not as specified for the steering gear
model found in the table, check to see if the
model of the power steering pump is correct
for the vehicle application. If the pump is the
incorrect model, replace the pump.
8. To test pump flow, slowly close the analyzer
load valve in 500 psi increments. Note the
flow at each increment, up to the point at
which the pump pressure relief valve opens.
Do not run the pump at maximum pressure (relief
valve open) for longer than 10 seconds. Damage
to the pump can occur. Closing the load valve
causes the pump to operate at relief pressure and
the fluid temperature to increase rapidly. Allow
Power Steering Gear Internal
Leakage Flow Test
Sheppard and TRW steering gears used on
vocational chassis utilize an internal pressure
relief valve. This valve must be removed and
replaced with a test plug when performing
steering gear internal leakage flow tests. If the
internal pressure relief valve is not removed and
the test plug installed in its place, the valve will
open during the test, resulting in a false indication
of excessive internal leakage. Part numbers for
the test plugs are as follows:
앫 Sheppard steering gears — 8148-3331812K
앫 TRW steering gears — J 37130
On Sheppard steering gears, the pressure relief
valve is located on the side of the steering gear
bearing cap and looks like a 1-1/2″ nut.
On TRW steering gears, the pressure relief valve
is located on the inboard side of the rotary valve
housing.
26

fluid to cool to between 160°F (71°C) and 170°F

(77°C) before you resume with the other tests.

9. Pump flow should be the same, or close to

the same, from 0 psi up to maximum pump
pressure (just before relief valve opens). If
pump flow drops off significantly at higher
pressures, the pump is worn and should be
rebuilt or replaced in accordance with the

pump manufacturer specifications.

If the power steering pump has failed, make sure

to check and verify correct power steering gear
relief poppet adjustment. If the steering gear relief
poppet adjustment is incorrect, this could cause
the power steering pump to run at maximum
pressure (relief valve open) when the steering is 

at full-left or full-right stops. Without correction to
the relief poppet adjustment, damage to the Figure 26 — Sheppard Steering Gear Pressure Relief
replacement power steering pump can result. Valve Location

1. Steering Gear Pressure Relief Valve

Page 51
 TROUBLESHOOTING
2. If so equipped, remove the pressure relief
27

valve from the steering gear and install a test

plug (part Nos. 8148-3331812K for
Sheppard steering gears, or J 37130 for
TRW steering gears. Tighten only until snug,
do not over-tighten.
28




Figure 27 — TRW Steering Gear Pressure Relief Valve

Location

1. Steering Gear Pressure Relief Valve

Steering gear internal leakage can be checked by

measuring fluid flow through the gear (use Figure 28 — Setup for Checking Internal Gear Leakage
Kent-Moore power steering analyzer J 26487-C,
or equivalent). This test is performed by placing 1. Inlet Line to Discharge 2. Outlet Line to Reservoir
blocks between the steering knuckle stop bolts (Return) Line on 3. Steering Analyzer
and the axle. This is done to physically stop the Steering Gear J 26487-C
steering gear before the internal pressure relief
poppets actuate. When the steering wheel is
turned to its maximum position (knuckle stop bolt
contacts block at axle) either left or right,
pressure builds in the system until the pump
pressure relief valve opens. At this point, fluid
flow returning to the reservoir through the
steering gear, indicates leakage inside the gear.
1. Connect the power steering analyzer inlet
line to the discharge (return) side of the
steering gear. Insert the outlet line from the
analyzer into the power steering reservoir.

Plug any lines or ports that remain open.

Page 52
 TROUBLESHOOTING
3. Make sure the analyzer load valve is fully
open. Start the engine and run at a speed
that operates the power steering pump at
1,200 rpm (refer to table on page 50,
Pump-to-Engine RPM Ratio). The power
steering fluid should be at operating
temperature (160°F–170°F [71°C–77°C])
when performing this test.
29
Figure 29 — Opening Analyzer J 26487-C Load Valve
This test requires that steel blocks be placed
between the axle and the steering knuckle
stop bolts. This is done to prevent the
steering gear internal relief poppets from
actuating when the steering gear is turned
fully in either direction. The blocks must be
secured squarely between the stop bolts and
the axle, and fingers must be kept clear to
prevent serious personal injury. Keep hands
and fingers clear of this area.
4. Secure a steel block between the axle and
the steering knuckle stop bolt so that the
wheels cannot be turned far enough to
actuate the internal pressure relief poppets.
30
Figure 30 — Securing Steel Block
Do not allow the power steering pump to operate
at maximum pressure for more than 10 seconds.
Damage to the pump can result.
5. Turn the steering wheel full to the left (until
the stop bolt contacts the steel block). Pull
firmly on the steering wheel to ensure that
the steering gear control (rotary) valve is
positioned to allow full fluid flow into the
steering gear.
6. Turn the steering wheel fully to the right
(until the stop bolt contacts the steel block).
Pull firmly on the steering wheel to ensure
the steering gear control (rotary) valve is
positioned to allow full fluid flow into the
steering gear.
7. If so equipped, remove the test plug from the
steering gear and reinstall the pressure relief
valve.
Page 53
 TROUBLESHOOTING
Ideally, flow should drop to 0 when the steering
Maximum Allowable
gear is fully turned and the pump pressure relief Steering Gear Leakage GPM (LPM)
valve opens. However, hydraulic components by
TRW/TAS (All models) 1.0 (3.8)
design, have a certain amount of internal leakage
to provide lubrication. If the flow exceeds the TRW/TAS Dual Gears 2.0 (7.6)
amount shown in the following table, for the (All Models)
particular steering gear being tested, internal Sheppard Model 292 1.5 (5.7)
leakage is excessive and so the steering gear Sheppard Model 392 1.7 (6.4)
must be repaired or replaced. On chassis
Sheppard Model 492 1.9 (7.2)
equipped with dual steering gears, test overall
system leakage first. If maximum allowable Sheppard Model 592 2.5 (9.5)
leakage exceeds the specification listed in the Sheppard M110 1.5 (5.7)
chart below for a dual gear system, isolate the
Sheppard SD110 1.5 (5.7)
main gear from the slave gear by disconnecting
the high pressure lines that run between the two Sheppard M100P 1.5 (5.7)
gears. Disconnect the lines at the master gear, Sheppard M90 1.5 (5.7)
and then plug the open ports and cap the lines. Sheppard Dual Gears 3.0 (11.4)
Test leakage through the master gear. If leakage M100/M90
exceeds the specification listed in the chart for
Sheppard Dual Gears 1.0 (3.8)
the individual steering gear, repair or replace the SD110/HD94
master gear. If leakage through the master gear
Sheppard Dual Gears 3.2 (12.1)
is within specifications, repair or replace the slave 392S and 292
gear. Refer to the manufacturer service manual
for the particular steering gear being serviced.

Page 54
 TROUBLESHOOTING
VEHICLE INSPECTIONS AND
MEASUREMENTS FOR
SHIMMY AND RESONANT RIDE
Introduction
This section will assist the technician in
identifying and eliminating the source of a steer
axle shimmy and/or resonant ride complaint.
Using the procedures outlined here, problems of
this nature will be systematically diagnosed and
corrected.
A form follows this section which should be used
with the instructions. Make copies of this
“Ride/Handling/Steering Evaluation
Worksheet,” and use it to record your
findings. The completed worksheet should then
be attached to the shop work order and retained
for future reference.
Identify the Complaint
(ROAD TEST)
The first step in treating any problem is to
properly identify the complaint. A road test should
be performed with loading and roads typical of
those present when the problem is noticed by the
customer.
Steer Axle Shimmy is described as prolonged
steering wheel vibration which occurs
spontaneously at certain vehicle speeds or in
response to striking a bump. Changing vehicle
speed may cause shimmy to stop. Shimmy may
be present on smooth or rough roads.
Resonant Ride is noticed under similar
conditions. However, this vibration is felt through
the cab or seat instead of the steering wheel.
While vibration in a commercial vehicle can
originate in a variety of locations, steer axle
shimmy and/or resonant ride complaints can
typically be traced to the imbalance or excessive
runout of a rotating wheel end assembly.
Inspections and Measurements
Chart
Once the complaint has been properly identified,
use Chart No. 1 to determine the inspections and
measurements which should be performed.
Always perform the indicated procedures in the
order listed in the chart. The steps are organized
so that the most likely causes are evaluated first
using the easiest and quickest tests. Steps which
require time-consuming measurements or
mechanical work are grouped toward the end of
the chart.
Periodic road tests are suggested during the
procedures in Chart No. 1 to determine if any
adjustments made have corrected the problem.
The Vehicle Inspection and Measurement
procedures listed in the chart are explained in
detail in the text which follows the chart.
Chart Nos. 2, 3 and 4 are included to aid the
technician in checking and adjusting wheel
runout. The explanation of the procedures in
Chart No. 1 continues after Charts 2, 3 and 4.
Page 55
 TROUBLESHOOTING
31

Figure 31 — Chart No. 1: Vehicle Inspections and Measurements

Page 56
 TROUBLESHOOTING
Vehicle Inspections and SUSPENSION INTEGRITY
Measurements Procedures Look for broken or sagging springs, damaged or
worn spring eye and shackle bushings, loose
bolts or loose spring clips. There should be no
CORRECT PARTS INSTALLED evidence of movement between the
The vehicle should be assembled per original axle/spacer/springs.
specifications, and any modifications should be
returned to stock condition if possible. Check the condition of the shock absorber
bushings, and look for shock absorber leaks.

TIRE CONDITION AND WEAR PATTERNS Rear suspension components should also be
Check for tire flat spots, tire casing damage, or inspected.
33
improper tire mounting (beads not seated).

Other irregular tire wear patterns may give clues

as to the cause of the complaint.

STEERING SYSTEM LOOSENESS

Check for play in the steering column/shaft
(above the steering gear). Check all linkage and
components in the steering system (below the
steering gear) by lifting each front wheel and
looking for looseness by moving the wheel.

Check kingpin adjustment by measuring

clearances between the steering knuckle and the
top and bottom of the axle beam. Refer to
“STEERING KNUCKLE MEASUREMENTS AND
ADJUSTMENTS” on page 96.

Verify correct wheel bearing adjustment. Figure 33 — Suspension Components

32

ISOLATOR INTEGRITY AND BOLTS

Look for evidence of damage to the isolators. This
would include damage to the isolator rubber
(worn, torn, cut, “melted”), missing parts,
isolators that have been modified, or broken
isolator bracketry.

Evidence of isolator motion does not necessarily

mean that the isolator has failed. In particular, the
bottom piece of the engine front mount on the CH
chassis is made to slide slightly, and will “polish” a
small area on the bottom of the engine front
support crossmember. Make sure all isolator
bolts are installed and tight.

ROAD TEST: If any changes were made due to

the preceding inspections, a Road Test
should be run to determine whether the
Figure 32 — Steering Linkage
problem has been corrected.

Page 57
 TROUBLESHOOTING
WHEEL ASSEMBLY RUNOUT
35

Radial runout is very important, since harmonic

forces from excessive radial runout can be
greater than those from imbalance. The effects of
lateral runout are generally not as severe.

Before measuring runout, the vehicle should be

driven 15–20 miles. Promptly after driving, lift the
tires off the ground to prevent flat spots (tires
begin to flat spot after 15 minutes of sitting still).

Before checking tire/wheel rim runout, tighten the

wheel nuts to specifications (refer to the
Maintenance and Lubrication Manual, TS494, for
wheel torque procedures and specifications). Figure 35 — Measuring Wheel Rim Runout on Tubeless
With the wheels still on the vehicle, use a tire Rims
runout gauge to check both lateral and radial
runout. 1. Wheel Lateral Runout 2. Wheel Radial Runout

Total lateral runout should be checked on a
smooth surface in the tire upper sidewall, and
total radial runout should be checked on a
smooth rib in the center of the tread as shown in
Figure 34.
34
Tubetype rims — Check lateral runout with the
runout gauge tip against the fixed side flange, not
at the edge/tip of the flange, and radial runout at
the tire bead seats as shown in Figure 36. When
checking radial runout, check at both bead seats.
36

Figure 34 — Measuring Total Lateral and Radial Runout Figure 36 — Measuring Wheel Rim Runout on Tubetype
Rims
1. Total Lateral Runout 2. Total Radial Runout
1. Wheel Lateral Runout 2. Wheel Radial Runout
Wheel rim runout for both spoke and disc wheels
is measured with the tip of the tire runout gauge Maximum runout values are as follows:
riding against the wheel rim as described below:
Bias Ply Tires Radial Ply Tires
Tubeless rims — Check lateral runout with the Lateral Runout 0.110″ (2.8 mm) 0.095″ (2.4 mm)
runout gauge tip against the drop center portion
of the rim, and radial runout at the tire bead seat Radial Runout 0.110″ (2.8 mm) 0.095″ (2.4 mm)
as shown in Figure 35. When checking radial
runout, check both bead seats.

Page 58
 TROUBLESHOOTING
For spoke wheels, first correct lateral runout by
adjusting the wheel lugs, then check radial
runout. Refer to Chart No. 2 for the proper
procedure. Correct wheels on the steer axle first.
For disc wheels, correct radial runout first. This is
because “match mounting” may be required to
correct radial runout problems with disc wheels.
Match mounting establishes the relative position
of the tire with respect to the rim. Lateral runout
should be checked after the match mounting
procedure.
Use Chart No. 3 when checking radial runout,
and Chart No. 4 when checking lateral runout on
disc wheels. Correct wheels on the steer axle
first.
WHEEL ASSEMBLY BALANCE
Both static (single plane) and dynamic (two
plane) balance of the wheel assembly are
important.
Two static balancing methods are possible:
앫 Spin the wheel assembly on the truck, and
use a vibration pickup and strobe to locate
wheel weights.
앫 Use a bubble balancer.
At a minimum, static balancing of each tire/rim
assembly should be done. If the spin balancing
technique is used, move rear tires to the front for
balancing.
Remove all weights from each wheel before
balancing. When adding weights, add equal
amounts to the inside and outside of the rim, if
possible. In many instances, adding weights to
the inside of the rim will not be possible because
of insufficient clearance between the rim and the
tie rod ends. Before adding weights to the inside
of the rim, ensure that there is sufficient
clearance between the rim and the tie rod end.
No more than 18 ounces of weight should be
applied to any one assembly. If more weight is
required, the tire should be broken down, turned
on the rim, and rechecked.
If an imbalance problem persists, dynamic
balance should be checked. This can be done by
taking the tire/rim assemblies to a shop that is
capable of two-plane balancing (often called
computer spin balancing). At a minimum, the
front wheels should be balanced, and the rears
should also be done if possible. After the wheels
have been balanced by an outside shop, they
should be spun again on the vehicle to make sure
that a balance problem does not exist with the
hubs and drums.
ROAD TEST: If any changes were made due to
the preceding inspections, a Road Test
should be run to determine whether the
problem has been corrected.
Page 59
 TROUBLESHOOTING
37

Figure 37 — Chart No. 2: Checking Spoke Wheel Radial Runout

Page 60
 TROUBLESHOOTING
38

Figure 38 — Chart No. 3: Checking Disc Wheel Radial Runout

Page 61
 TROUBLESHOOTING
39

Figure 39 — Chart No. 4: Checking Disc Wheel Lateral Runout

Page 62
 TROUBLESHOOTING
CHASSIS ALIGNMENT Ride/Handling/Steering Evaluation
Caster and toe should be checked. Refer to the Worksheet
specifications in the Maintenance and Lubrication
manual, TS494. Set toe at the low end of the Make a copy of the following form and use it to
specification for radial tires. Other chassis record results of vehicle inspections and
alignment specifications have a minimum effect measurements.
on shimmy, but should be checked, if possible,
when the problem is persistent.

Page 63
 TROUBLESHOOTING
40

Figure 40 — Ride/Handling/Steering Evaluation Worksheet

Page 64
MAINTENANCE

MAINTENANCE

Page 65
 MAINTENANCE
STEERING SYSTEM
MAINTENANCE
[422]
Beginning December 2005, Mack Trucks, Inc.
began phasing DEXRON® III into production as
the factory fill for the power steering system.
Vehicles utilizing DEXRON®-type automatic
transmission fluid in the power steering system
are identified by the label affixed to the power
steering reservoir. When adding fluid to the power
steering system, always check the label on the
side of the reservoir and be sure to use the
correct fluid.
General maintenance procedures for MACK
components are detailed in the Maintenance and
Lubrication manual, TS494. For periodic
maintenance instructions and intervals, refer to
this manual, which is supplied with the chassis.
This manual is published by the MACK Service
Publications department, and is available for
purchase through your nearest MACK dealership.
Axle alignment specifications are also given in
the Maintenance and Lubrication manual, TS494.
Steering Maintenance
At each A, B, C and D inspection interval, inspect
steering linkages, including steering shaft U-joints
and yokes, drag link and cross steering tubes for
damage or looseness. Also, check ball sockets for
boot damage, looseness or wear. Also, at the
same intervals, check the condition of the
steering gear mounting brackets and check all
fasteners for looseness. Inspect the steering
gear, hoses, pump and reservoir for leaks. Check
the oil level in the power steering reservoir and
add the recommended oil if necessary. (Refer to
the Maintenance and Lubrication manual, TS494,
for recommended power steering oil.)
At each C and D inspection interval, check that
the steering shaft pinch bolts are tightened to
specification (refer to “Steering Shaft Universal
Joint Pinch Bolts” on page 126 in the
SPECIFICATIONS section). Replace any pinch
bolts that are corroded or damaged.
Page 66
At each D inspection interval, change the power
steering oil.
LUBE INTERVALS
Refer to the Maintenance and Lubrication
manual, TS494, for additional information
concerning chassis vocation, lubrication intervals
and other lubrication recommendations and
requirements.
Lubricate all suspension components with MG-C
grease.
POWER STEERING FLUID CHANGE
To keep dirt from entering the system, clean
around fittings and both hose connections at the
steering gear. Also clean around the reservoir
cover.
1. Before changing the power steering fluid,
drive the vehicle until the engine coolant
reaches normal operating temperature. Shut
down the engine.
2. Position drain pans under the vehicle, and
disconnect the pressure and return lines at
the steering gear. This allows the power
steering reservoir and hoses to drain.
3. Jack up the front end so the wheels can be
steered manually. Steer several times from
left steering stop to right steering stop. This
pumps the remaining power steering fluid
out of the system.
4. Replace the steering system filter as
required. Two different types of filters are
used in the steering system, each of which
has a different change interval. Change
intervals for the different filters are as
follows:
앫 Standard Cellulose Filter — changed
annually, at each power steering fluid
change.
앫 Synthetic Filter — changed every
3 years or 300,000 miles/483 000 km
for vocational chassis, or every 5 years
or 500,000 miles/805 000 km,
whichever occurs first.
Before installing the filter, clean the inside of
the reservoir with a clean, lint-free shop
cloth.
 MAINTENANCE
5. Reconnect the pressure and return lines,
and fill the reservoir with the recommended
fluid.
Always check the label located on the power
steering reservoir to identify which fluid
(DEXRON® or engine oil) should be used to refill
the power steering system.
6. Bleed the air from the steering system. Refer
to the procedures under the heading
“Steering Gear Bleed Procedures.”
Make sure that the reservoir does not run dry
during the purging operation, as air may be drawn
into the system.
7. Lower the chassis to the ground.
8. Start the engine and steer the wheels
several times from the left steering stop to
the right steering stop.
9. Check the reservoir and add recommended
fluid, if necessary.
Air in Steering System
Momentary “hard spots” may be felt in the
steering system. This condition is usually caused
by air that has become trapped in the system.
Additionally, this condition can be accompanied
by “wheel kick” when one tire hits a pothole or
similar road imperfection. Typically the vehicle
operator will complain of a “hard spot,” “high spot”
or “hard steering.”
In addition to momentary “hard spots,” air in the
power steering system could result in a shimmy
that intensifies when rough roads are
encountered.
If air in the steering system is suspected, the
system should be bled. Additionally, the steering
system should be bled if the steering gear(s),
assist cylinder (if equipped), power steering pump
or steering hoses are replaced, the steering fluid
has been changed or if the steering hoses were
disconnected and the system lost fluid. For
steering system bleeding procedures, refer to the
section “Steering Gear Bleed Procedures.”
Typically, power steering systems operate at
pressures exceeding 2000 psi, and in some
applications, system pressure may be as high as
2,700 psi. When existing power steering hoses
must be replaced, the replacement hose must be
equivalent (No. 8 hose with crimped-on hose
fittings) to the factory-installed hoses.
Preassembled hoses for the most popular power
steering system combinations are available
through the MACK Parts System.
Steering Gear Bleed Procedures
Air must be bled from the steering system
anytime steering gear(s), assist cylinder (if
equipped), power steering pump or steering
hoses are replaced, or if any steering hoses were
disconnected and the system lost fluid. Bleed
procedures for the different steering gears are as
follows:
TRW and Sheppard Steering Gears with
Auto-Bleed Feature
An auto-bleed feature was initially incorporated
into Sheppard M100 and M90 steering gears.
M100 and M90 steering gears having the
auto-bleed feature are identified by the word
“AUTO” cast into the housing, whereas
manual-bleed M90 and M100 steering gears are
identified by the bleeder screw located in the
steering gear housing above the pitman arm
shaft. All Sheppard M110 and SD110 steering
gears incorporate the auto-bleed feature.
For manual-bleed Sheppard gears, it is VERY
IMPORTANT that the proper bleed procedures be
used. Refer to the procedures outlined under the
heading “Sheppard Manual-Bleed Steering
Gears.”
1. Check the fluid level in the reservoir and
replenish with the recommended power
steering fluid.
Always check the label located on the power
steering reservoir to identify which fluid
(DEXRON® or engine oil) should be used to refill
the power steering system.
Page 67
 MAINTENANCE
41

Make sure the reservoir does not run dry during

the purging operation as air may be drawn into


the system.

2. Raise the front of the vehicle so that the front

wheels are off the ground. Place jackstands
of adequate capacity under the front axle
beam to support the vehicle.

Do not work on or around a raised vehicle that

is supported only by a hydraulic jack, as the
jack can fail suddenly and unexpectedly,
resulting in severe personal injury or death.
Always use jackstands of adequate capacity
to support the weight of the vehicle. 


Figure 41 — Sheppard Steering Gear Bleeder Screw

3. Start the engine and steer the wheels
several times from left to right steering stops.
4. Check the fluid level in the reservoir and
replenish as necessary.
5. Lower the vehicle to the ground.
Sheppard Manual-Bleed Steering Gears
1. Check the fluid level in the reservoir and
replenish with the recommended fluid as
necessary.
Location
1. Bleeder Screw
4. Using a 1/8″ Allen wrench, open the bleeder
screw 2–3 turns.
5. Turn the steering wheel to a full right turn.
6. Close the bleeder screw when the wheels
are turned fully to the right.

Turning the wheels to a full right turn with the

Always check the label located on the power bleeder screw open forces air under pressure
steering reservoir to identify which fluid from the steering system. DO NOT steer the
(DEXRON® or engine oil) should be used to refill wheels to the left with the bleeder screw open, as
the power steering system. this will draw air back into the system.

2. With the wheels on the ground, start the

engine and turn the steering wheel to a full
left turn.
3. Locate the bleeder screw in the steering
gear. The bleeder screw is located in the
steering gear housing, above the pitman
arm shaft.

Page 68
 MAINTENANCE
7. Repeat the above procedures 2–3 times Power Steering Hoses
until a smooth stream of oil flows from the
bleeder port. A smooth stream of oil Typically, power steering systems operate at
indicates that all the air has been purged pressures exceeding 2,000 psi, and in some
from the system. applications, system pressure may be as high as
2,700 psi. When existing power steering hoses
must be replaced, the replacement hose must be
equivalent (No. 8 hose with crimped-on hose
Make sure the reservoir does not run dry during fittings) to the factory-installed hoses.
the purging operation, as air may be drawn into Preassembled hoses for the most popular power
the system. steering system combinations are available
through the MACK Parts System.
8. When a smooth stream of fluid flows from
the bleeder port, close the bleeder screw
and tighten.
9. Check the fluid level in the reservoir and
replenish with the recommended fluid as
necessary.

Page 69
 NOTES

Page 70
REPAIR INSTRUCTIONS

REPAIR INSTRUCTIONS

Page 71
 REPAIR INSTRUCTIONS
STEERING SYSTEM GENERAL
42

INSPECTIONS
[422]

Wheel Hub End Play Check

At each D inspection interval, or anytime the
brakes are serviced or tires replaced, wheel hub
end play should be checked. Procedures are as
follows:
1. Remove the hubcap from the hub assembly.
Hubcap removal/installation tool J 45996 is
required to remove the hubcap.
2. Raise the front of the vehicle so that the
wheel is off the ground, and place on
jackstands of adequate capacity to support
the weight of the vehicle.

Figure 42 — Dial Indicator Placement

Do not work under a vehicle that is supported
only on a hydraulic jack, as a 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.
3. Attach the magnetic base of a dial indicator
to the end of the spindle.
4. Position the dial indicator tip against the
wheel rim or the end of a wheel stud.
5. Grasping the tire at the three o’clock and
nine o’clock positions, push the wheel
inward.
6. Zero the dial indicator.
7. Grasping the tire at the same positions, pull
the wheel outward while noting the reading
on the dial indicator.
8. Rotate the wheel and note that it rotates
smoothly, with no roughness or noise being
produced by the bearing.
Wheel hub end play should be
0.000–0.004 inch (0.0–0.1 mm). If end play
is greater than 0.004 inch (0.1 mm), tighten
the hub nut to 664–811 lb-ft (900–1100 N•m)
and recheck. If end play is not within
specifications after the nut has been
tightened, or if bearing noise or roughness is
noticed, replace the hub assembly.

Wheel hub end play must be between

0.000–0.004 inch (0.0–0.1 mm). A wheel hub with
no end play is normal and not a cause for
concern.

Page 72
 REPAIR INSTRUCTIONS
The unitized hub assembly is not serviceable. If
proper end play cannot be obtained by tightening
the hub nut, or if bearing noise or roughness is
noticed, the hub assembly must be replaced.
9. Install a new O-ring in the hubcap and coat
with MG-C grease.
43
Figure 43 — Hubcap O-Ring
10. Install the hubcap onto the hub assembly.
Hubcap removal/installation tool J 45996 is
required to install the hubcap. Prevent the
hub from turning during hubcap installation
by removing the jackstand and lowering the
vehicle to place weight on the wheel and tire.
Install the hubcap and tighten to
159–210 lb-ft (215–285 N•m).
Steering (Turning) Angle and
Turning Radius
Correct setting of the turning angle is important.
A steering angle that is too large can cause
interference between the tires and the chassis or
steering linkage. In some cases, excessive
steering angle could cause a dangerous steering
linkage toggle condition that could lock the
steering and cause a loss of vehicle control. If the
steering angle is too small, the maneuverability of
the vehicle is reduced and the turning radius
increases.
On all vehicles, the front axle wheel stops must
be adjusted to provide a minimum of one-inch
clearance between the tires and chassis
components, and a minimum of one-half inch
between any moving steering component (pitman
arm, drag link, steering lever, etc.) and any other
steering component.
Check the turning angle whenever the wheels are
aligned or if new springs or front axle have been
installed or if tire size has been changed. The
turning angle must be adjusted for both right- and
left-hand turns. The angle for a right-hand turn
might not be the same as for a left-hand turn.
Refer to “FRONT AXLE AND STEERING
ADJUSTMENTS” on page 78 to ensure proper
adjustments. After adjusting the steering stops, it
is necessary to adjust the steering gear internal
pressure relief poppets. Refer to the Front Axle
and Steering Service Manual, 12-101, for
steering gear internal pressure adjustment
procedures.
Page 73
 REPAIR INSTRUCTIONS
Springs
46

Vehicle stability suffers if the springs do not keep

the front and rear axles in alignment. Check for
broken or sagging springs, loose spring clips or
rebound clips, loose axle clamping plates, and
front spring center bolt wear (indicated by the
loose fit of the bolt). Refer to Frame, Axle and
Suspension Service and Total Vehicle Alignment,
14-103, for recommended torque of spring clips.
44

Figure 46 — Checking Axle Clamp Plates

Excessive side clearance on the shackle end of

the spring can 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.
47

Figure 44 — Checking for Broken or Sagging Springs

45

Figure 47 — Checking for Excessive Side Clearance

Figure 45 — Torquing Spring Clips

Page 74
 REPAIR INSTRUCTIONS
Steering Linkage (Cross Steering 48

Tube, Drag Link and Steering

Levers)
Inspect all steering linkage for cracks, dents or
bends. Also make sure that the cross steering
tube clamp bolts, steering lever and cross
steering lever bolts are tightened to specification.
Repair or replace as necessary.

Figure 48 — Inspect Steering Linkage

1. Drag Link 3. Cross Steering Tube

2. Cross Steering Tube Clamp Plates

BALL SOCKETS (TIE ROD ENDS) 3. Start the engine. Then have an assistant
turn the wheels from full left to full right and
When inspecting ball sockets, the front of the
then return the wheels to the straight-ahead
vehicle must be raised off the ground. Support
position. While the wheels are turning, check
the vehicle weight with jackstands of adequate
for looseness in any threaded joint, or
capacity.
unintended movement of any ball socket
stud or stud nut. Any movement requires
that the ball socket be replaced.
Never work on a vehicle that is supported
only by a hydraulic jack. The jack could fail
unexpectedly, resulting in severe personal
Avoid placing hands or fingers in an area where
injury.
they could be pinched while performing this test.
1. Place blocks at the rear wheels and set the
4. Shut the engine off.
parking brakes to prevent the vehicle from
moving. 5. Check all ball socket boots. Replace any ball
sockets that have missing, cracked or
2. Raise the front of the chassis and support
damaged boots.
on jackstands.

Page 75
 REPAIR INSTRUCTIONS
49 50

Figure 49 — Damaged Ball Socket Boot Figure 50 — Ball Socket Thread Engagement

1. Socket Boot 1. Cross Steering Tube 3. Cross Steering Tube Slot

2. Tie Rod Threads Visible
Entire Length of Slot
6. Check that the ball socket nut is installed
and secured with a cotter pin.
9. Grasp the ball socket with both hands, as
close as possible to the socket (no further
than approximately 6 inches). Apply
pressure vertically (up and down) in a
A cotter pin must be installed through the push/pull motion several times. Check for
threaded end of the ball socket stud and the any movement or looseness of any ball
nut must be tightened to proper specification. socket. Any movement (other than
A missing cotter pin can allow the ball socket rotational) greater than 1/8 inch (3 mm)
stud and nut to loosen and possibly result in a between any linkage member and its
total loss of steering control. attachment point, requires that the ball
socket be replaced.
7. If a cotter pin is missing, check the ball
socket nut to make sure it is tightened to 10. Lubricate the ball sockets with MG-C grease
specification. Always tighten the nut to the at each lubrication interval, as outlined in the
specified torque. If the nut does not align Maintenance and Lubrication manual,
with the cotter pin hole, continue tightening TS494.
until the cotter pin can be inserted through
both the nut and the end of the ball socket
stud. Do not loosen the nut in order to install
the cotter pin.
8. Inspect the ball socket to ensure that the
socket is threaded correctly into the cross
steering tube and that threaded engagement
is deeper than the slot in the tube. Threads
of the ball socket must be visible for the
entire length of the cross steering tube slot.

The ball socket must have adequate thread

engagement with the cross steering tube.

Page 76
 REPAIR INSTRUCTIONS
Frame
Front and rear wheels must track correctly. To
accomplish this, the front axle must be parallel to
the rear axle and at right angles to the center line
of the chassis. Refer to Frame, Axle and
Suspension Service and Total Vehicle Alignment,
14-103, for more information regarding axle
adjustment. Alignment specifications can be
found in the Maintenance and Lubrication
manual, TS494.
Steering Knuckle
Wear can occur between the knuckle bushing
and/or roller bearing and kingpin. If, during
inspection or adjustment, it is determined that
wear between the knuckle bushing and/or roller
bearing and kingpin 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
kingpin, bushings or bearings as required.
Axle Center Section
The axle must be without bends or twists, and
kingpin inclination should agree with the value
given in “FRONT AXLE SPECIFICATIONS” on
page 124. The axle straightness is checked with
the axle and knuckles removed from the chassis.
No service is required, or possible.
Front End Alignment
If front end alignment requires adjustment, refer
to Frame, Axle and Suspension Service and Total
Vehicle Alignment, 14-103, for the correct
procedures. For current alignment specifications,
refer to the Maintenance and Lubrication manual,
TS494. Total chassis alignment is the basis for
vehicle stability, ease of steering, improved tire
life and satisfied drivers.

The knuckle assemblies on the FXL Series axles

use presized bushings, so reaming the bushings
is not necessary. For adjustments and repairs
related to front axle components, refer to
adjustment and overhaul instructions.

Page 77
 REPAIR INSTRUCTIONS
FRONT AXLE AND STEERING
51

ADJUSTMENTS
[422]

Knuckle Stop Bolt Adjustment

(Turning Circle)
1. Drive the vehicle into the service bay and
make sure the front wheels are facing
straight ahead.
2. Block the rear wheels to prevent the vehicle
from moving.
3. Raise the front of the chassis.
4. Place turning angle plates under each front
wheel, centered below each front tire. Make
sure the gauges on both plates are set to
zero.
5. Lower the front of the vehicle so that the Figure 51 — Knuckle Stop Bolt Adjustment
front tires and weight of the vehicle are
resting on the turning plates. 1. Axle Boss 3. Stop Bolt
2. Steel Block
6. Start the engine and let it run at idle.
7. Use the treadle valve to apply the service When the desired turning angle is obtained, verify
brakes. that there is a minimum of one inch (25.4 mm) of
clearance between the tire and chassis
components, and a minimum of 1/2 inch
(12.7 mm) of clearance between any movable
It is important that the service brakes be applied steering and axle components and any other
during this procedure to prevent the front wheels chassis components. Additionally, knuckle stops
from rotating while being turned. must be adjusted so that contact with the axle is
made at least one full thread before the steering
8. Turn the steering wheel fully to the right until gear bottoms. Tighten the stop bolt jam nut to
the knuckle stop bolt contacts the axle. 76 ± 19 lb-ft (103 ± 25.75 N•m).

9. Read the amount of turn in degrees on the

gauge of the right-hand turning angle plate.
10. Turn the steering wheel fully to the left until
the knuckle stop bolt contacts the axle.
11. Read the amount of turn in degrees on the
gauge of the left-hand turning angle plate.
Turning angle may be changed per customer
preference. Turning angle is changed by
adjusting the knuckle stop bolts. Adjust the stop
bolts as necessary, until the desired turning angle
is achieved.
After the knuckle stop bolts have been adjusted,
adjust the power steering gear internal pressure
relief poppets. Steering gear relief poppets must
be adjusted so that at least 1/16–1/8 inch
(1.5875–3.175 mm) clearance between the
axle/knuckle stops is maintained as pressure
relief occurs. Refer to “STEERING GEAR
RELIEF POPPET ADJUSTMENT” on page 79.

Page 78
 REPAIR INSTRUCTIONS
STEERING GEAR RELIEF
POPPET ADJUSTMENT
TRW/TAS Series Power Steering
Gears
Pressure relief poppets in TRW/TAS Series
steering gears may require readjustment if:
앫 Vehicle turning angle has been reduced.
앫 Pitman arm was mistimed and has been
corrected.
앫 Steering gear has been installed on a
different truck.
Poppets are pressure unloading valves that must
be set to actuate just before a full turn has been
reached in either direction. In this way, they
protect the steering system by relieving hydraulic
pressure before knuckle stops are contacted.
Once the knuckle stops have been set to ensure
proper clearances, and toggle angle has been
reviewed, you can use the following procedure for
any necessary adjustment of the poppets.
If the knuckle stops are adjusted so you cannot
get at least 1-3/4 steering wheel turns in each
direction from the straight-ahead position, the
poppets will not function.
TRW/TAS steering gears no longer have the
pressure relief poppet adjustment screws
installed in the bottom cover assembly. Adjusting
the poppets requires an adjustment screw tool kit
(MACK part No. 6990-O21407X1).
1. With the chassis parked on a level surface,
steer the front wheels to the exact
straight-ahead position.
2. Check that the steering gear output shaft
timing mark aligns with the chisel mark
located on the steering gear housing. The
steering gear is centered when the two
timing marks are aligned with each other. If,
however, there is no visible timing mark on
the housing, the gear is centered when the
timing mark on the output shaft is
perpendicular (90 degrees) to the bore of
the steering gear.
3. If the output shaft timing mark is off center,
remove the drag link from the bottom of the
pitman arm, and then reset the steering gear
to center. When the gear is centered and the
front wheels are straight ahead, adjust the
drag link length until the ball stud fits into the
pitman arm.
If the output shaft timing mark is off center on a
non-adjustable drag link, check for bent steering
components and replace as necessary.
4. Recheck the knuckle stop bolt adjustment for
proper turning angle.
5. Reset the pressure relief poppets as follows:
a. Remove the steering gear fixed stop
bolt and install the adjusting screw
(adjustment screw tool kit part No.
6990-O21407X1). Turn the adjusting
screw all the way in until flush with the
top of the jam nut.
b. Raise the front wheels off the ground.
Support the front of the vehicle on
suitable heavy-duty jackstands of
adequate capacity to support the
weight of the vehicle.
c. Start the engine.
d. Turn the steering wheel in the direction
that causes the output shaft timing
mark to move toward the adjustment
screw (this varies by vehicle, and
depends upon the steering gear
mounting position). When the steering
wheel is turned in the proper direction,
the steering gear piston rack moves
toward the lower end of the steering
gear.
Page 79
 REPAIR INSTRUCTIONS
e. Pull hard on the steering wheel. This
forces the lower poppet seat against
the adjusting screw. This in turn causes
the lower poppet seat to contact the
push tube and forces it against the
upper poppet seat forcing it out. The
upper poppet seat will now be
automatically set when the steering
wheel is turned fully in the opposite
direction.
f. Turn the steering wheel in the opposite
direction. Then pull hard on the steering
wheel. This sets the upper poppet seat
to the original factory setting. The
poppet components are forced together
to cause the push tube against the
lower poppet seat, pushing it out.
g. Shut off the engine.
h. Back out the adjusting screw one inch
past the jam nut.
i. Start the engine.
j. Turn the steering wheel in the direction
that moves the steering gear piston
rack toward the lower end of the
steering gear housing (same direction
as step “d”). Turn the steering wheel
until the knuckle stop bolt contacts the
axle.
k. Shut off the engine.
l. Turn the adjusting screw in until it stops.
m. Back the adjusting screw out
3-1/4 turns. Then tighten the jam nut to
33–37 lb-ft (44.7–50.2 N•m). The
adjusting screw remains in this position
until it becomes necessary to readjust
the relief poppets. The fixed stop bolt
originally removed from the end of the
steering gear is not to be reused.
Page 80
Sheppard Power Steering Gear
Relief Poppet Adjustment
(Manual-Type)
Before performing the poppet adjustment, adjust
and lock the knuckle stop bolts to provide a
minimum of one-inch (25.4-mm) clearance
between the tire and chassis components, and a
minimum of 1/2-inch (12.7-mm) clearance
between any movable steering and axle
component and any other chassis component.
Knuckle stops must be adjusted so contact is
made at least one full thread before the gear
bottoms.
If the gear bottoms before the steering stops are
encountered in either a right-hand or left-hand
turn, check pitman arm position. The timing
marks on the output shaft and the pitman arm
must align. A maximum drag link to pitman arm
toggle angle of 170 degrees must be maintained
with the gear bottomed in a full right turn for
left-hand steering gear (full left turn for right-hand
steering gear) with the front axle hanging free
(front wheels off the ground).
The pitman arm must not be arbitrarily
repositioned so the timing marks are not
aligned.
1. Loosen the jam nuts that lock the adjustable
plungers on the steering gear, if applicable.
Plungers without a jam nut have a
self-locking feature.
2. Turn the plungers in until they bottom.
One plunger is located on top of the gear, near
the input shaft. The other plunger is located on
the bottom of the gear.
3. With the chassis on the ground and the front
wheels in the straight-ahead position, start
the engine and allow it to run at idle speed.
 REPAIR INSTRUCTIONS
4. Turn the steering wheel to the left until the
plunger opens the relief valve. DO NOT
FORCE THE STEERING WHEEL! The
valve opening can be felt at the steering
wheel as the ease of steering suddenly
disappears.
5. Check the clearance at the left-hand knuckle
stop. An actual clearance should be
observed.
6. Turn the plunger out to reduce the
clearance. Continue to adjust while turning
the steering wheel to the left, until a 0.06- to
0.12-inch (1.6- to 3.2-mm) clearance is
obtained. If the plunger has a jam nut, lock it
in position.
On gears having plungers without jam nuts, do
not back the plunger out beyond 1/16″ (1.6 mm)
below the face of the housing boss, as leakage
may result.
7. Repeat this procedure to obtain the same
clearance in a right-hand turn.
Sheppard Power Steering Gear
Relief Poppet Adjustment
(Automatic-Type)
Beginning with the M90 and M100 Series of
steering gears, Sheppard steering gears were
made available with auto relief plungers. Auto
relief plungers provide a maintenance-free
installation with no need for future adjustments.
The M90 and M100 steering gears with the auto
bleed/auto relief plunger features are visually
identifiable by the word “AUTO” cast into the side
of the housing. The later models of Sheppard
steering gears (M110 and SD110) used on all
MACK models utilize the auto bleed/auto relief
plunger features. Procedures for adjusting the
auto relief plungers are as follows:
ADJUSTMENT AFTER INSTALLATION OF A
REPLACEMENT STEERING GEAR
If a replacement Sheppard steering gear is being
installed on a chassis, DO NOT turn the steering
gear input shaft, as the auto plungers can be
moved mechanically. The auto relief plungers are
set for minimum wheel cut prior to shipment.
Prior to setting the auto relief plungers, front
wheel stop adjustment must be checked to be
sure a minimum of 1″ (25.4 mm) between the
tires and chassis components, and a minimum of
1/2″ (12.7 mm) clearance between any moving
steering component (pitman arm, drag link,
steering lever, etc.) and any other steering
component is provided. For wheel stop
adjustment procedures, refer to “KNUCKLE
STOP BOLT ADJUSTMENT (TURNING
CIRCLE).”
1. Apply the parking brakes and block the rear
wheels to prevent the vehicle from moving.
2. Raise the front of the vehicle so that the front
wheels are off the ground and support the
vehicle on jackstands of adequate capacity
to support the weight of the vehicle.
Always support the vehicle on jackstands of
adequate capacity to support the weight of
the vehicle. Do not work on or around a
vehicle that is supported only by a hydraulic
jack, as the jack can fail unexpectedly, at any
time, resulting in serious personal injury or
death.
3. Start the engine.
4. With the engine running, turn the steering
wheel to full lock in both the left- and
right-hand directions. When the end of travel
is reached in each direction, pull on the
steering wheel to ensure that the auto
plunger is properly set.
The steering knuckle must contact the axle stops
to properly set the auto plungers.
Page 81
 REPAIR INSTRUCTIONS
5. After the auto plungers have been set, stop 5. Reinstall the plastic caps into the plunger
the engine and lower the vehicle to the ports.
ground.
6. Raise the front of the vehicle so that the front
wheels are off the ground and support the
READJUSTMENT OF AUTO RELIEF vehicle on jackstands of adequate capacity
PLUNGERS to support the weight of the vehicle.
Once adjusted, readjustments to the auto relief
plungers are not necessary unless tire size
changed or turning radius is reduced.
Always support the vehicle on jackstands of
adequate capacity to support the weight of
the vehicle. Do not work on or around a
vehicle that is supported only by a hydraulic
DO NOT adjust the auto relief plungers unless
jack, as the jack can fail unexpectedly, at any
tire size is changed or turning radius is reduced.
time, resulting in serious personal injury or
death.
1. Park the vehicle on a solid surface, apply the
parking brake and block the rear wheels to
7. Start the engine.
prevent the vehicle from moving.
8. With the engine running, turn the steering
2. Raise the hood or tilt the cab to access the
wheel to full lock in both the left- and
steering gear.
right-hand directions. When the end of travel
3. Remove the plastic caps from both auto is reached in each direction, pull on the
relief plunger ports. steering wheel to ensure that the auto
plunger is properly set.
4. Carefully insert a 1/4″ punch into the plunger
hole and use a small ball peen hammer to
drive the auto plunger into the housing until
it bottoms in the bore. Use this procedure for
both plungers. The steering knuckle must contact the axle stops
to properly set the auto plungers.

9. After the auto plungers have been set, stop

Use care with the punch, and be sure there are the engine and lower the vehicle to the
no sharp edges on the punch that could damage ground.
the plunger bore. A leak can occur if the bore is
damaged when using a punch to drive the auto
plungers into the bore.

Page 82
 REPAIR INSTRUCTIONS
STEERING GEAR
ADJUSTMENTS
[411] One-half inch minimum clearance must be
maintained between any movable steering
and axle components and any other chassis
When a new vehicle is received from the factory,
component.
steering adjustments have been preset.
Adjustments to turning angle can be made to
satisfy customer requirements. Adjustments may
also be required if steering components are
replaced, or tire size is changed. In addition to the
Maintain at least one-sixteenth to
guidelines published in the steering gear
one-eighth-inch clearance between axle and
manufacturer service manual, always observe the
knuckle stop bolt when pressure relief
following:
occurs.

Maximum drag link to pitman arm angle with

the axle hanging free (wheels turned full right Whenever turning angle is changed, steering
or left, and off the ground) is 170 degrees. gear relief poppets must also be readjusted.

Steering Gear Adjustments Chart

One-inch minimum clearance must be
maintained between tires and chassis Refer to the specific steering gear manufacturer
components. service manual for instructions before performing
any of these operations.

STEERING GEAR ADJUSTMENTS CHART

Steering Gear Centering External Preload

Type of Steering
TRW/TAS65 and
TRW/TAS85
Sheppard Gears (gears
without auto-poppets)
Sheppard Gears (with
auto-poppets)
Method* Poppet Adjustment Provisions Adjustments**
High Spot — Use Timing Automatic — Manual Adjustment, External Sector Shaft
Marks or Readjustment for Less Travel Adjusting Screw
Requires Special Service Poppet
Adjusting Screw
Full Travel Method, Use Fully Adjustable — Two External No Adjustments Required
Timing Marks — No High Screws or Possible
Spot
Use Timing Marks — No Automatic No Adjustments Required
High Spot or Possible

*Center gear with vehicle front wheels in the straight-ahead position.

**Shaft preload adjustments not listed are accomplished internally by using shims or thrust washers.

Page 83
 REPAIR INSTRUCTIONS
Steering Gear Centering
This section covers the centering of power
steering gears.
The TRW/TAS integral power steering gears are
designed with a “high spot,” or no lash point, at
the center of gear travel. In order to provide
proper steering performance, these gears must
be centered when the front wheels are in the
straight-ahead position.
The Sheppard integral power steering gears do
not have a “high spot.” However, it is still
important to center the Sheppard gears to ensure
full turning angle in both directions.
Figure 52 — TRW/TAS65 Model Gear
1. Pitman Arm Timing Mark
Page 84
TRW/TAS POWER STEERING GEARS
1. Chassis steering geometry must be properly
adjusted.
2. Front wheels must be positioned in the
straight-ahead position.
3. These gears are centered when the timing
mark on the end of the output or sector shaft
is perpendicular to the input or worm shaft.
On the TRW/TAS65 gears, do not rotate output
shaft more than 29 degrees (1.6 input shaft
revolutions). Doing this resets the automatic
poppets.
52
2. Gear Housing Timing Mark
 REPAIR INSTRUCTIONS
SHEPPARD POWER STEERING GEARS
(392S, 492S AND 592S)
Sheppard 392S, 492S and 592S steering gears
are centered when the timing mark on the end of
the output shaft is perpendicular to the input
shaft. As an alternate method of centering the
gear, position the gear at one end of travel. Then,
rotate the gear through its full range of travel,
counting the number of turns required. Turn the
gear back one-half the total number of turns to
place the gear in its center position. Align the
timing mark on the output shaft so that it is
perpendicular with the center line of the input
shaft.
53

Figure 53 — Sheppard Power Gears — 392S, 492S and 592S

1. Pitman Arm Timing Mark

Page 85
 REPAIR INSTRUCTIONS
SHEPPARD POWER STEERING GEARS
(M90, M100P AND M110P)
These steering gears are centered when the
timing mark on the end of the output shaft is
aligned with the timing mark on the gear housing.
In this position, the timing mark on the end of the
output shaft will be perpendicular to the center
line of the input shaft.
54
To ensure adequate thread engagement of the
tie rod (ball socket), it must not extend out of
the drag link further than 3-3/32 inches with
the 1-1/2 inch ball (1-1/8 inch thread), or
3-13/16 inches with 1-3/4 inch ball (1-1/4 inch
thread). This measurement is taken from the
end of the drag link tube to the center line of
the tie rod. Refer to Figure 55.

Non-adjustable drag links are used on certain

MACK chassis.
55

Figure 54 — Sheppard M90, M100P and M110P

1. Pitman Arm Timing Mark 2. Gear Housing Timing

Mark

DRAG LINK ADJUSTMENT (WHERE

APPLICABLE)
With the front wheels in the straight-ahead
position and the steering gear centered, the drag
Figure 55 — Measuring Thread Engagement of Tie Rod
link must be adjusted to the required length when
installed. When the drag link has been properly Additionally, the socket stem should be threaded
adjusted and securely fastened to the pitman into the tube past the end of the slot.
arm, the ball stud assembly freely enters the hole
in the steering lever. To ensure adequate thread
engagement, measure the drag link end (refer to
Figure 55).

Page 86
 REPAIR INSTRUCTIONS
PITMAN ARM REMOVAL
56

[413]

When removing the pitman arm, it will first be

necessary to remove the drag link. Care should
be taken when removing a taper-style ball socket
from a pitman arm, to not strike the socket with a
hammer without first using some means of
backing-up the pitman arm. Having an assistant
hold a four-pound sledge hammer against the
back of the pitman arm while striking the stud of
the ball socket should be sufficient. Remove the
nut from the ball socket stud, and use a brass
hammer to remove the ball socket.

TRW/TAS Steering Gears

To remove the pitman arm from a TRW/TAS
steering gear, remove the pinch bolt, and then
use a chisel to loosen the pitman arm on the
sector shaft.

Figure 56 — Loosening Pitman Arm Boss

When using a chisel to spread the pitman arm

boss in order to loosen or install the pitman
arm, maintain a firm grip on the chisel at all
times. Failure to do this may result in the
chisel flying loose which could cause
personal injury. Never leave the chisel
wedged in the pitman arm boss. If you cannot
remove the pitman arm from the shaft by hand
with a chisel, remove the chisel from the
pitman arm and use a puller to remove the
pitman arm. Wear protective eyewear.

Page 87
 REPAIR INSTRUCTIONS
Always use new fasteners if the pitman arm pinch 2. Coat the face of the locking retainer with
bolts are disturbed. grease.
58

Sheppard Steering Gears

1. Using a small punch and hammer, bend the
two locking tabs out of the retainer locking
slots.

Do not bend the locking tabs into the pitman arm

slot.
57

Figure 58 — Retainer Coated with Grease

3. Slide the pitman arm puller tool, J 43744,

over the pitman arm and remove the
retainer. As the retainer is being removed, it
acts as a jackscrew against the puller to
remove the arm.

Figure 57 — Bending Locking Tabs

Page 88
 REPAIR INSTRUCTIONS
The pitman arm will be extremely tight. Do not
pound on the pitman arm or apply any heat.
This can cause damage to the pitman arm or
sector shaft which could result in a failure and
a loss of vehicle control at a later time. Never
weld the pitman arm or sector shaft.
59
Figure 59 — Removing Pitman Arm
PITMAN ARM INSTALLATION
[413]
TRW/TAS Steering Gears
Slide the pitman arm onto the output shaft,
making sure to align the timing marks (refer to
“Steering Gear Centering” on page 84). Install a
new pinch bolt and nut and tighten to:
앫 5/8″ grade 8 bolt — 230–250 lb-ft
(312–339 N•m).
앫 3/4″ grade 8 bolt — 300–320 lb-ft
(407–434 N•m).
앫 M16 metric class 10.9 — 200–220 lb-ft
(271–298 N•m)
앫 M20 metric class 10.9 — 385–405 lb-ft
(522–549 N•m)
Sheppard M100P Steering Gears
1. Slide the pitman arm onto the output shaft,
making sure the timing marks are aligned
(refer to “Steering Gear Centering” on page
84).
2. If reusing the tab lock retainer, inspect the
assembly for broken tabs or thread damage
before installation. Replace the retainer if
any damage is found.
3. If a new retainer is required, read the
instruction sheet supplied with the retainer
kit. Discard any parts not required for the
particular application being serviced.
Three tab lock retainers are supplied with the
retainer kit, each with differing torque
specifications, 225 lb-ft, 350 lb-ft and 450 lb-ft.
The torque value is stamped on the face of each
retainer. Compare the torque value stamped on
the original retainer with the torque value on the
new retainer. Use the retainer with the same
torque value.
4. Apply Never-Sieze® to the threads inside the
output shaft and on the retainer, and on both
sides of the friction washer.
Page 89
 REPAIR INSTRUCTIONS
Never apply Never-Seize® to the pitman arm
contact side of the tab lock washer.
5. Screw the retainer into the output shaft by
hand and align the tabs of the retainer with
the notches in the pitman arm.
60
Figure 60 — Locking Tabs Aligned with Pitman Arm
Notches
6. Tighten the retainer to the value stamped on
the retainer.
If a new pitman arm has been installed, the
pitman arm clearance must be measured as
described below. If the original pitman arm has
been reinstalled, continue with step 10.
Page 90
7. After tightening the retainer to the specified
torque value, remove the retainer from the
output shaft and measure the distance from
the end of the output shaft (A in Figure 61) to
the recessed area of the pitman arm (B in
Figure 61).
앫 Retainer torqued to 225 lb-ft — 3/32″ to
5/32″
앫 Retainer torqued to 350 lb-ft — 3/32″ to
5/32″
앫 Retainer torqued to 450 lb-ft — 1/8″ to
3/16″
61
Figure 61 — Measuring Pitman Arm Clearance
If the above measurement does not meet the
acceptable minimum or maximum tolerance,
the pitman arm and output shaft must be
replaced. Failure to take this measurement or
replace worn parts can result in pitman arm
looseness, that could lead to a loss of vehicle
control and severe personal injury.
 REPAIR INSTRUCTIONS
8. Reinstall the retainer into the output shaft
63

and hand-tighten. Make sure to align the

tabs of the retainer with the notches in the
pitman arm.
9. Tighten the retainer to the torque value
stamped on the retainer.
10. After the minimum torque has been reached,
continue tightening until two of the retaining
tabs of the tab washer align with the notches
in the retainer.
62

Figure 63 — Bending Locking Tabs

Sheppard 292, 392, 492 and 592

Steering Gears
Install the pitman arm onto the output shaft,
making sure the timing marks are in alignment.
(Refer to “Steering Gear Centering” on page 84.)

The following chart shows two methods used to

Figure 62 — Aligning Locking Tabs
If the tabs and notches do not align, continue
tightening beyond the specified torque value until
the tabs do align. Never back off the retainer to
align the tabs. The retainer and pitman arm could
loosen.
11. Once the retaining tabs are aligned with the
notches, use a punch and hammer to bend
the tabs into the notches.
retain the pitman arm to the output shaft on
Sheppard 292, 392, 492 and 592 steering gears.
The chart also provides torque values and
required parts. Use the attachment method and
parts (retainers and washers) as needed, for the
gear being serviced. Use lubricant as specified.
If the pitman arm is not installed according to the
following specifications, the arm could work
loose. If this condition is evident, inspect both the
pitman arm and the output shaft for spline wear. If
either part is worn, replace the necessary parts.
Do not weld the pitman arm or output shaft.
Sudden failure could occur.

Always wear safety glasses and never use a

punch that is damaged. Pieces can break off and
hit the eye.

Page 91
 REPAIR INSTRUCTIONS
64

Figure 64 — Pitman Arm Installation Chart

Page 92
 REPAIR INSTRUCTIONS
STEERING GEAR REPAIR
Although this manual will enable the trained
technician to diagnose a problem in the steering
gear, steering gear overhaul is not covered here.
The various gear manufacturers publish service
instructions for their gears that are updated as
changes dictate. Whenever steering gear
disassembly is necessary, the technician MUST
consult the gear manufacturer service manual
BEFORE work is begun!
NEVER disassemble a steering gear without
first consulting the gear manufacturer service
literature. Improper gear service can result in
unexpected loss of vehicle control, and
possible serious injury or death.
Steering gear service manuals can be obtained
from your local MACK dealer. Dealers can order
these manuals by completing a Literature
Requisition Form, BR313, and faxing or mailing
the completed form to the fax number or mailing
address on the BR313 form. Be sure to specify
the steering gear model when placing the order.
CRITICAL STEERING SERVICE TIPS!
When replacing steering components, no
substitutions should be used. Use exactly the
same model steering gear if replacement is
required.
When removing a steering gear, record the
location of any spacers used in its mounting.
Reuse these spacers when installing the new
gear.
Pitman arm installation is a critical operation!
Timing marks must be aligned. The various types
of retainers must be installed and torqued
properly. Obtain the manufacturer service manual
for the gear in your chassis, and read it BEFORE
doing any steering work!
Whenever you remove a steering gear, use new
bolts and nuts of the same grade and type as
those removed for remounting.
Any pinch bolts used on the pitman arm should
be replaced with new fasteners if they are
disturbed.

If additional technical assistance is necessary,

RH Sheppard and TRW Ross provide the
following toll-free hotlines:
앫 RH Sheppard — 800-2RH-SHEP
(800-274-7437)

RH Sheppard website address —

www.rhsheppard.com
앫 TRW Ross — 800-879-0899

TRW Ross website address — www.trw.com

These hotlines may be used to discuss problems

when diagnosing a steering problem. Before
calling either of these hotlines, however, the
Power Steering Troubleshooting Report Form
FO52 must be completed. The steering gear
manufacturer will need this information in order to
provide assistance.

Page 93
 REPAIR INSTRUCTIONS
Steering Shaft Support Bearing
A support bearing provides support to the lower
steering shaft on CL, RD, CV and CT model
chassis. On CL models, the bearing is secured to
a frame-mounted bracket, whereas on RD, CV
and CT models, the bearing is secured to a
steering gear-mounted bracket.
65

 2. Slide the bearing lower mounting flange onto




Figure 65 — Support Bearing — CL Models
The support bearing must be properly installed
whenever the steering shafts have been removed
and reinstalled. Installation procedures are as
follows:
CL Models
1. Inspect the bearing assembly by rotating the
collar while holding the bearing housing. Any
roughness felt as the bearing is rotated
indicates that the bearing must be replaced.
the lower steering shaft, followed by the
bearing assembly (collar side down) and the
bearing upper mounting flange.
3. Position the lower steering shaft in the
opening of the bearing mounting bracket,
and then slide the bearing assembly and
mounting flanges against the underside of
the bearing mounting bracket.
4. Install the bearing mounting bolts and
tighten to 30 lb-ft (41 N•m).

1. Lower Steering Shaft 3. Center Steering Shaft

2. Support Bearing Use an accurately calibrated torque wrench to
tighten the bearing mounting bolts by hand. DO
66
NOT use an air wrench.
67





Figure 66 — Support Bearing — RD, CV and CT Models

1. Lower Steering Shaft 3. Center Steering Shaft Figure 67 — Support Bearing Mounting Bolts
2. Support Bearing

Page 94
 REPAIR INSTRUCTIONS
5. Tighten the Allen set screws in the bearing 3. Install the bearing mounting bolts. Draw the
collar to 20 lb-in (2 N•m). bearing assembly down onto the mounting
68
bracket evenly by alternately tightening the
mounting bolts until reaching the final torque
specification of 30 lb-ft (41 N•m).
69

Figure 68 — Bearing Collar Set Screws

RD, CV and CT Models

Figure 69 — Support Bearing Mounting Bolts
1. Inspect the bearing assembly by rotating the
collar while holding the bearing housing. Any
roughness felt as the bearing is rotated
indicates that the bearing must be replaced.
2. Slide the bearing onto the lower shaft. Use an accurately calibrated torque wrench to
tighten the bearing mounting bolts by hand. DO
NOT use an air wrench.

If the bearing does not slide onto the shaft easily,

check the shaft splines for rust or burrs. Clean the
shaft and/or remove any burrs as required. If the
bearing still does not slide onto the shaft easily,
replace the bearing.

Page 95
 REPAIR INSTRUCTIONS
4. Lift the rubber boot to access the Allen set
screws in the bearing collar, and then tighten
the screws to 20 lb-in (2 N•m).
On CT models, the support bearing collar does
not contain set screws.
70
Figure 70 — Support Bearing Set Screws
Page 96
STEERING KNUCKLE
MEASUREMENTS AND
ADJUSTMENTS
[422]
Kingpin Play
Before replacing kingpins, bushings/bearings on
MACK FXL front axles, kingpin play must first be
checked with a dial indicator to verify replacement
of these components is actually necessary.
Kingpins, bushings and bearings should be
replaced only when vertical or lateral play
exceeds the specification. Kingpin lateral and
vertical play must be checked at each C and D
inspection. Procedures for measuring kingpin
play are as follows:
UPPER BEARING VERTICAL PLAY
1. Place blocks at the rear wheels to prevent
the vehicle from moving.
2. Raise the front of the vehicle off the ground
and support on jackstands of adequate
capacity.
Do not work under a vehicle that is supported
only on a hydraulic jack, as a 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.
3. Measure kingpin vertical play at the upper
bearing as follows:
For the most accurate measurements, mount the
dial indicator on a surface of the axle beam that is
as flat as possible.
a. Position the tip of dial indicator J 7872,
or equivalent, against the upper or
lower kingpin (knuckle) covers or
steering levers of the steering knuckle
as shown in Figure 71 or Figure 72. It is
acceptable to position the dial indicator
tip right on top of the cover, if
necessary.
 REPAIR INSTRUCTIONS
c. Pry the front tire up by placing a
71

2 x 4 inch block of wood on the floor

next to the front tire and apply upward
pressure by placing a large pry bar over
the wood block and under the tire. Push
the pry bar down to move the wheel
assembly and knuckle while observing
the dial indicator.

To ensure accurate measurements, do not allow

Figure 71 — Measuring Kingpin Upper Bearing Vertical
Play (Kingpin Lower Cover Shown)
72
the steering knuckle to turn to the left or right
while moving the tire/wheel assembly. Having an
assistant apply the brakes locks the wheel in
position and aids in preventing the steering
knuckle from turning.

73

Figure 73 — Lifting Wheel and Tire Assembly

A reading of greater than 0.010 inch (0.254 mm)

on the dial indicator indicates that the upper



kingpin nut might be loose or the upper bearing
Figure 72 — Measuring Kingpin Upper Bearing Vertical
could be worn or damaged. If vertical play is
Play (Steering Lever) greater than 0.010 inch (0.254 mm), remove the
upper cover and tighten the kingpin nut to the
b. Zero the dial indicator. specification of 563–689 lb-ft (763–934 N•m). If
vertical play is still not within specification,
overhaul the steering knuckle (refer to
“STEERING KNUCKLE OVERHAUL” on page
99). If examination reveals that the knuckle
cannot be overhauled, it must be replaced as an
assembly.

Page 97
 REPAIR INSTRUCTIONS
LOWER BUSHING LATERAL PLAY
1. Place blocks at the rear wheels to prevent
the vehicle from moving.
2. Raise the front of the vehicle off the ground
and support on jackstands of adequate
capacity.
Do not work under a vehicle that is supported
only on a hydraulic jack, as a 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.
3. Measure kingpin lateral play at the lower
bushing as follows:
a. Secure the dial indicator base J 7872,
or equivalent, to a flat portion at the
bottom of the axle beam as shown in
Figure 74.
For the most accurate measurements, mount the
dial indicator on a surface of the axle beam that is
as flat as possible.
74
Figure 74 — Measuring Kingpin Lower Bushing Lateral
Play
Page 98
b. Position the tip of dial indicator J 7872,
or equivalent, against the lower portion
of the steering knuckle as shown in
Figure 74.
c. Zero the dial indicator.
d. Pry the front tire up by placing a
2 x 4 inch block of wood on the floor
next to the front tire and apply upward
pressure by placing a large pry bar over
the wood block and under the tire. Push
the pry bar down to move the wheel
assembly and knuckle while observing
the dial indicator.
To ensure accurate measurements, do not allow
the steering knuckle to turn to the left or right
while moving the tire/wheel assembly. Having an
assistant apply the brakes locks the wheel in
position and aids in preventing the steering
knuckle from turning.
75
Figure 75 — Lifting Wheel and Tire Assembly
A reading of greater than 0.015 inch (0.381 mm)
on the dial indicator indicates that the lower
bushing is worn or damaged. Overhaul the
steering knuckle (refer to “STEERING KNUCKLE
OVERHAUL” on page 99). If examination reveals
that the knuckle cannot be overhauled, it must be
replaced as an assembly.
 REPAIR INSTRUCTIONS
STEERING KNUCKLE 4. Position a wheel dolly under the front wheel.
OVERHAUL 5. Using a alternating criss-cross pattern,
remove the wheel nuts and then remove the
[422] wheel assembly from the vehicle.
6. Use a dolly, hoist or other suitable lifting
Disassembly device to remove the brake drum.

HUB REMOVAL
FXL axles are also available with spoke wheels.
Procedures for removing the spoke wheel/hub
assembly are basically the same as those used
If difficulty in removing the brake drum is
encountered, lightly tap around the circumference
of the drum with a brass hammer/mallet to free
the drum from the hub and studs.
76

for removing a disc wheel hub assembly.

1. Apply the parking brakes and place blocks at

the rear wheels to prevent the vehicle from
moving.
2. Place a jack under the center of the front
axle beam and raise the vehicle. Position
heavy-duty jackstands under the frame and
lower the jack to take the weight of the
chassis off the front axle springs.

Do not work on or around a vehicle that is

supported only by a hydraulic jack, as the jack
could fail suddenly and unexpectedly
resulting in serious personal injury or death.
Use jackstands of adequate capacity to
support the vehicle.
Figure 76 — Removing Brake Drum
3. Back off the slack adjuster to provide
clearance between the brake shoes and 1. Suitable Lifting Strap 2. Hoist Control
brake drum to facilitate removal of the drum.
Refer to the Air and Brake System Service
Manual, 16-104, for information on backing
off the slack adjuster.

Page 99
 REPAIR INSTRUCTIONS
7. Remove the Anti-Lock Brake System (ABS)
sensor from the steering knuckle assembly
by first pulling the sensor wire retainer from
its mounting hole in the knuckle, and then
pulling the sensor from the sensor mounting
hole and clip. After removing the sensor,
remove the sensor retaining spring clip.
Mark the sensor hole location. The marked
sensor location can be used to differentiate
the difference between RH and LH knuckles
at reassembly.
77
Figure 77 — ABS Sensor
1. Sensor Wire Retainer 2. ABS Sensor
Page 100
8. Remove the hubcap from the hub assembly.
Hubcap removal/installation tool J 45996 is
required to remove the hubcap. Prevent the
hub from turning during hubcap removal by
placing a jackstand against one of the hub
wheel studs. Place a block of wood on top of
the jackstand to protect the threads of the
stud.
78
Figure 78 — Removing Hubcap
1. Tool Number J 45996 2. Jackstand with Wood
Block
9. Remove the snap ring from the axle spindle
using suitable snap ring pliers.
79
Figure 79 — Removing Snap Ring
 REPAIR INSTRUCTIONS
10. Remove the locking plate from the spindle. 12. Using hand pressure, remove the “D”
80
shaped washer.
82



Figure 80 — Removing Locking Plate
Figure 82 — Removing “D” Washer
11. Using the correct socket as listed below,
along with an extension and handle, remove 13. Slide the hub assembly off the axle spindle.
the hub nut. 83

앫 FXL12 and 14.6 — 70 mm socket such

as OTC tool No. 1953M
앫 FXL18, 20 and 23 — Hub nut removal
tool J 45944
81

Figure 83 — Removing Hub Assembly

Figure 81 — Removing Hub Nut

Page 101
 REPAIR INSTRUCTIONS
BRAKE ASSEMBLY REMOVAL
85

Before removing the brake assembly, make sure

that the ABS sensor has been removed from the
steering knuckle.

1. Disconnect the air line from the brake

chamber.
2. Secure the brake assembly to a hoist, dolly
or other suitable lifting device.
3. Using a 20 mm external Torx socket, remove
the eight capscrews that secure the brake
assembly to the steering knuckle.
84

Figure 85 — Removing Brake Assembly

STEERING KNUCKLE REMOVAL

1. Disconnect the drag link from the steering
lever and the cross steering tube from the
cross steering lever. To prevent damaging
the ball sockets, use a suitable ball socket
remover tool to disconnect the ball sockets
from the levers.
86

Figure 84 — Removing Brake Assembly Capscrews

4. While supporting the brake with suitable

lifting device, carefully remove the brake
mechanism assembly complete with the
anchor plate or spider assembly.

Figure 86 — Removing Ball Socket

Page 102
 REPAIR INSTRUCTIONS
2. Remove the grease fittings from the knuckle
top cover. The grease fittings must be
removed before the top cover is removed.
87
4. Loosen the bottom cover from the steering
knuckle. A 3/4-inch square drive can be
used to loosen the bottom cover.
89




Figure 87 — Top Cover Grease Fitting

3. Remove the knuckle top cover from the

steering knuckle. Use top cover
removal/installation tool, J 45944, to remove


the cover.
88
Figure 89 — Loosening Bottom Cover

5. Remove the bottom cover.

90




Figure 88 — Removing Knuckle Top Cover

1. Tool J 45944 2. Knuckle Top Cover

Figure 90 — Removing Bottom Cover

Page 103
 REPAIR INSTRUCTIONS
6. Use a 1-inch drive breaker bar, socket and 8. Place a heavy-duty jackstand under the axle
long handle to loosen and remove the where it connects at the suspension spring.
kingpin nut. This will support the axle during kingpin
91
removal. Strike the tool with a hammer to
loosen the kingpin inside the tapered axle
eye.
93




Figure 91 — Removing Kingpin Nut



7. Install the kingpin removal tool, J 45945, on
the kingpin. Tighten the tool until it bottoms.
When the tool is sufficiently tightened, there
will be clearance between the bottom of the Figure 93 — Loosening Kingpin
tool and the inner race of the upper bearing.
92 1. Tool J 45945 2. Jackstand




Figure 92 — Installing Kingpin Removal Tool

Page 104
 REPAIR INSTRUCTIONS
9. After loosening the kingpin, remove the tool.
95

10. Use a hammer and a suitable drift to drive

the kingpin out through the bottom of the
knuckle. Tap on the brass drift until the
tapered kingpin falls free of the knuckle.
94

Figure 95 — Removing Bearing Cup

3. Remove the nylon bushing (lower) from the

bottom of the knuckle with a hammer and


 suitable drift.
96
Figure 94 — Removing Kingpin

11. Remove the knuckle from the front axle.

12. Remove and discard the lower seal.

Steering Knuckle Overhaul

Procedures
1. Clean the knuckle thoroughly. Be sure that
the lubrication passageways are clean and
free of any dirt.
2. Remove the bearing cone from the knuckle.
Using a hammer and a suitable drift, remove
the bearing cup.


Be careful not to damage the bearing seat on the 

knuckle.
Figure 96 — Removing Lower Nylon Bushing

1. Lower Nylon Bushing 2. Brass Drift

Page 105
 REPAIR INSTRUCTIONS
4. Measure the thickness of the bearing seat
area with a micrometer. Measure in four
places. Thickness should be
0.392–0.394 inch (9.96–10.00 mm). If
thickness is not within specification, replace
7. Insert a new nylon bushing into the bottom
of the knuckle and position tool J 45943 over
the bushing to drive it in place into the
bottom of the knuckle.
98

the knuckle.
97


 Figure 98 — Inserting Lower Bushing and Tool

Figure 97 — Measuring Bearing Seat 1. Tool J 45943 2. Lower Bushing

5. Inspect the knuckle for damage, and check 8. Using tool J 45943, a standard driver and
the axle spindle for wear that might have hammer, carefully install the bushing into the
been caused by worn or faulty wheel bottom of the knuckle. Drive the bushing into
bearings. Replace as necessary. the knuckle until the shoulder of the tool
6. Inspect the kingpin upper bearing for flaking, seats against the surface of the knuckle.
cracks, fractures, cavities, indentations,
measurable wear, corrosion nicking, cage
wear (or deformation) and other damage. If
any of these conditions are present, replace
the bearing.

If a bearing cup or cone needs replacement, a

complete new assembly, including cup and
mating cone, is required. Do not replace only the
bearing cone and use the original cup.
Do not remove a new bearing from its packing
before time of installation. Never clean protective
grease from new bearings.
Do not handle bearings with dirty hands. Rags
must be clean and lint free.

Page 106
 REPAIR INSTRUCTIONS
Reassembly
99

STEERING KNUCKLE INSTALLATION

Use a suitable solvent to clean all grease from the

kingpin and axle eye prior to assembly. The
kingpin must be installed dry. Failure to degrease
these components results in the kingpin taper not
seating properly in the axle. This can cause
excessive kingpin vertical play after the vehicle
has been returned to service.

1. Clean all grease from inside the axle eye

using a suitable solvent and rag.
2. Position a new lower seal on the knuckle.

Figure 99 — Driving Lower Bushing into Position

The white nylon insert inside the seal faces down
9. Coat the underneath ledge surface in the against the steering knuckle.
area of the steering knuckle upper bearing
bore with MG-C grease. This allows the
knuckle to slide onto the axle eye during
knuckle-to-axle beam assembly in a later
step. Do not coat the lower seal with grease.
100
101






Figure 100 — Applying Grease to Knuckle Upper
Figure 101 — Positioning Lower Seal
Bearing Bore

1. Seal Nylon Insert (Must 2. Lower Seal

Face Down) 3. Positioning Lower Seal

Page 107
 REPAIR INSTRUCTIONS
3. Slide the steering knuckle assembly into
position on the front axle eye while pressing
the lower seal down at the same time. Make
sure that the lower seal is properly aligned
once the knuckle is installed.
The right and left knuckle assemblies are
different. The difference between a left and right
4. Clean all grease from the kingpin using a
suitable solvent and rag.
5. Begin installation by inserting the kingpin
through the bottom of the knuckle assembly,
and once the kingpin is in place and
alignment of the lower seal is verified, the
kingpin is installed and pushed up into the
knuckle firmly by hand. The kingpin should
begin to seat into the taper of the axle eye.
103

knuckle is ABS sensor location. Properly

installed, the sensor hole will be in the front. To
ensure the correct knuckle is being installed,
check to see if the ABS sensor hole is located
toward the front.
102




Figure 103 — Inserting Knuckle Kingpin


6. Use a bottle jack positioned against the


bottom of the kingpin to push the kingpin into
the tapered eye of the axle. Raise the jack
Figure 102 — Knuckle Installation so that the weight of the vehicle is supported
by the jack.
1. Axle Center 2. Lower Seal

Make sure the weight of the vehicle is supported

by the jack, not just the suspension.

Page 108
 REPAIR INSTRUCTIONS
104


Figure 104 — Positioning Jack
7. Strike the axle beam directly behind the
steering knuckle assembly with a heavy
hammer to drive and tightly seat the kingpin
into the axle eye taper. A heavy blow with a
hammer will be necessary to wedge the
kingpin into the taper.
105



Figure 105 — Seating Kingpin into Knuckle
8. Using a bearing pressurized grease packer,
pack the upper bearing cone with MG-C
grease.
9. Assemble the bearing cup and cone
together, and then install the new seal on
the flange of the bearing cup.
106




Figure 106 — Assembling Upper Bearing with Seal
1. Upper Bearing Seal 3. Upper Bearing Cone
2. Upper Bearing Cup
10. Install the bearing assembly in the knuckle.
Use a suitable bearing driver to tap the
bearing into the knuckle far enough so that
enough threads of the kingpin are exposed
to allow installation of the kingpin nut.
107


Figure 107 — Installing Upper Bearing
Page 109
 REPAIR INSTRUCTIONS
11. Install a new kingpin nut and tighten to
109

148–221 lb-ft (200–300 N•m).

108






Figure 109 — Checking End Play
Figure 108 — Tightening Kingpin Nut
1. Tool J 7872 Magnetic 2. Kingpin Nut Top Surface
12. After tightening the kingpin nut, remove the Base Dial Indicator
bottle jack.
13. Move the steering knuckle back and forth 16. Install a new O-ring in the knuckle top cover
several times (from steering lock to steering and coat with grease.
110
lock) to make sure the knuckle turns freely
without binding.
14. Tighten the kingpin nut to 563–689 lb-ft
(763–934 N•m).
15. Secure the magnetic base of a dial indicator,
such as J 7872 or equivalent, to the steering
lever and position the dial indicator so that
the stylus is on the top of the kingpin or
kingpin nut. Lift the steering knuckle upward
and note the end play indicated on the dial
indicator. End play should be
0.000–0.006 inch (0.00–0.15 mm). If end
play is not within specification, replace the
upper bearing.
Figure 110 — Installing O-Ring in Top Cover

Following a steering knuckle overhaul, kingpin

vertical play must be checked at the next “A”
inspection level.

Page 110
 REPAIR INSTRUCTIONS
17. Install the top cover and tighten to
111–125 lb-ft (130–170 N•m). Use the
knuckle top cover installation/removal tool,
J 45944, to tighten the cover.
111


Figure 111 — Tightening Knuckle Top Cover
1. Knuckle Top Cover Tool 2. Knuckle Top Cover
18. Install the grease fittings in the top cover.
19. Install a new O-ring in the knuckle bottom
cover and coat with MG-C grease.
112
Figure 112 — Knuckle Bottom Cover
1. O-Ring 2. Bottom Cover Groove
20. Using a 3/4-inch square drive, install the
lower cover and tighten to 111–125 lb-ft
(130–170 N•m).
113


Figure 113 — Tightening Lower Cover
21. Apply MG-C grease to the knuckle top and
bottom grease fittings while moving the
knuckle back and forth from steering lock to
steering lock. Make sure grease purges past
the upper and the lower seals.
Page 111
 REPAIR INSTRUCTIONS
22. Reinstall the cross steering tube and tighten BRAKE ASSEMBLY INSTALLATION
the ball socket nut to 148 lb-ft (200 N•m). If
1. Secure the brake assembly to a wheel dolly,
the cotter pin hole in the ball socket stud
hoist or other lifting device.
does not align with one of the slots in the 115
castellated nut, continue tightening the nut
until aligned. Install a new cotter pin.
114

Figure 114 — Cross Steering Tube

1. Steering Knuckle 3. Cross Steering Tube

2. Ball Socket Castellated
Nut Figure 115 — Lifting Brake Assembly

23. Install the drag link and tighten the ball
socket nut to 148 lb-ft (200 N•m). If the cotter
pin hole in the ball socket stud does not align
with one of the slots in the castellated nut,
continue tightening until aligned. Install a
new cotter pin.
2. Position the brake assembly on the steering
knuckle and align the mounting holes in the
anchor plate or brake spider with the
mounting holes in the steering knuckle.
3. Install the capscrews securing the brake
assembly to steering knuckle. Tighten the
brake assembly capscrews in an alternating
criss-cross pattern to 151–181 lb-ft
(205-245 N•m).

Page 112
 REPAIR INSTRUCTIONS
116

The spindle must be lightly coated with special

spindle grease (P/N 6000-1161247) prior to
installation of the hub assembly. DO NOT use
regular MG-C chassis grease.

2. Install a new O-ring in the groove at the back

of the wheel hub.
118

Figure 116 — Tightening Brake Assembly Capscrews

4. Connect the air line to the brake chamber.

WHEEL HUB INSTALLATION

1. Lightly coat axle spindle with special spindle
grease (P/N 6000-1161247).
117

Figure 118 — Installing Wheel Hub O-Ring

1. Hub O-Ring Groove 2. Hub O-Ring

Figure 117 — Grease Axle Spindle

1. Apply Grease to Spindle

Page 113
 REPAIR INSTRUCTIONS
3. Slide the wheel hub on the axle spindle as 5. Tighten the hub nut to 89–133 lb-ft
far as it will go (until the inner bearing (120–180 N•m) using a 70 mm socket (OTC
contacts knuckle flange). tool No. 1953M) for FXL12 and 14.6 axles,
119
or tool No. J 45944 for FXL18, 20 and
23 axles.
121

Figure 121 — Tightening Hub Nut

6. Rotate the hub 20 revolutions in either

Figure 119 — Wheel Hub Installation
1. Knuckle Flange 2. Hub Inner Bearing
4. Install the “D” washer and a new hub nut.
Tighten the hub nut by hand.
Always use a new hub nut during hub assembly.
120
direction.
7. After rotating the hub 20 revolutions, tighten
the hub nut to 664–811 lb-ft
(900–1100 N•m). It is important to support
the torque wrench with a jackstand to
stabilize the wrench while applying this
relatively high torque. It is also helpful to
have an assistant press on the long handle
of the wrench while the technician observes
the reading on the dial of the torque wrench.

With unitized hub assemblies, bearing end play

adjustment is not necessary. Tightening the hub
nut to the proper torque value ensures proper end
play.

Figure 120 — Installing “D” Washer and Hub Nut

Page 114
 REPAIR INSTRUCTIONS
122 123

Figure 123 — Installing Snap Ring over Locking Plate

9. Install a new O-ring in the hubcap and coat

with MG-C grease.
124

Figure 122 — Tightening Hub Nut

8. Install the lock plate by indexing the plate

around the hub nut until the plate aligns with
the flats of the nut. The lock plate must not
be forced over the nut. Install the snap ring.
The lock plate and snap ring are properly
installed when the snap ring rotates freely in
the snap ring groove.

Do not hammer on the lock plate. Rotate snap Figure 124 — Hubcap O-Ring
ring to ensure engagement.
10. Install the hubcap onto the hub assembly.
Hubcap removal/installation tool J 45996 is
required to install the hubcap. Prevent the
hub from turning during hubcap installation
by placing a jackstand against one of the
hub wheel studs. Place a block of wood on
top of the jackstand to protect the threads of
the stud. Install the hubcap and tighten to
159–210 lb-ft (215–285 N•m).

Page 115
 REPAIR INSTRUCTIONS
12. Install the ABS sensor until it fully engages
125

the spring clip.

127

Figure 125 — Installing Hubcap

1. Tool J 45996 2. Jackstand with Wood

Figure 127 — Installing ABS Sensor
Block

13. Insert the ABS sensor wire retainer into the

11. Apply Never-Sieze®, or equivalent, to a new hole located above and forward of the ABS
ABS sensor retaining spring and install the sensor hole.
retaining spring clip into the ABS sensor 128

hole located on the forward edge of the

steering knuckle.
126

Figure 128 — ABS Wire and Wire Retainer

1. ABS Sensor Wire 2. ABS Sensor

Figure 126 — Installing ABS Sensor Retaining Clip Retainer

Page 116
 REPAIR INSTRUCTIONS
14. Use a dolly, hoist or other suitable type of
lifting device to install the brake drum.
129
Figure 129 — Installing Brake Drum
1. Suitable Lifting Strap 2. Hoist Control
15. Use a wheel dolly to reinstall the wheel and
tire assembly. Tighten the wheel nuts to
specification. Refer to the Maintenance and
Lubrication manual, TS494, for tightening
torque values and installation procedures.
16. Remove the jackstands and lower the
chassis to the ground.
17. Remove the wheel chocks from the back
wheels.
18. If not previously done, lubricate the kingpin
bushings and bearings with the
recommended grease through the grease
fittings.
19. Recheck front end alignment (toe, camber
and caster).
Page 117
 REPAIR INSTRUCTIONS
STEERING GEOMETRY CHECKSHEET
130

Figure 130 — Steering Geometry Checklist

Page 118
 REPAIR INSTRUCTIONS
131

Figure 131 — Steering Geometry Checklist (continued)

Page 119
 NOTES

Page 120
SPECIFICATIONS

SPECIFICATIONS

Page 121
 SPECIFICATIONS
FRONT AXLE AND STEERING SPECIFICATIONS
KNUCKLE DATA CHART — UPPER ROLLER BEARING AND PRESIZED LOWER BUSHING — NO REAMING REQUIRED

Pin-to-Bushing
Knuckle Pin Size Clearance
Axle Models Upper Lower Bushing I.D. Installed Min. Max.
FXL12, 14.6, 1.5158″ (38.501 mm) 2.3611″ (59.973 mm) 2.3643″ (60.054 mm) 0.0010″ 0.015″
18, 20 and 23 1.4921″ (37.899 mm) 2.3604″ (59.954 mm) 2.3614″ (59.980 mm) (0.0254 mm) (0.0381 mm)

132



  





Figure 132 — Axle Eye Height

Page 122
 SPECIFICATIONS
133

Figure 133 — Knuckle Dimension

134

Figure 134 — Bearing Seat Thickness

Page 123
 SPECIFICATIONS
FRONT AXLE SPECIFICATIONS
The following specifications cover current
production MACK front axle information including
unit symbol, rating, pivot center, dimensions and
knuckle pin inclination. Specifications listed are
given for an empty vehicle. Pivot centers are not
adjustable and are listed for informational
purposes only. Also, kingpin inclination is not
adjustable and if not within specifications,
replacement of parts is indicated. Refer to other
manufacturer’s service manuals for additional
information concerning vendor axles.

Suspension Type Spindle Diameter

Axle Rating (Taperleaf) Ground Pivot Center Inches (mm)
Unit Symbol Pounds (Kg) Load* Inches (mm) Kingpin Inclination Nominal
FXL12 12,000 (5 443) 12,000 Lb. Std. 69.92 (1776) 6 Degrees ± 30′ Inner Bearing: 2.284
12,000 Lb. Opt. HD (58)
Outer Bearing: 2.276
(57.8)
FXL14.6 14,600 (6 623) 14,600 Lb. Std. 69.92 (1776) 6 Degrees ± 30′ Inner Bearing: 2.284
(58)
Outer Bearing: 2.276
(57.8)
FXL18/20 20,000 (9 100) 20,000 Lb. Std. 69.92 (1776) 6 Degrees ± 30′ Inner Bearing: 2.685
20,000 Lb. Opt. HD (68.2)
18,000 Lb. Opt. Outer Bearing: 2.677
(68)
16,000 Lb. Opt.
14,000 Lb. Opt.
Taperleaf Multileaf

* When spring ground load rating exceeds axle rating, spring is certified to axle rating.

Kingpin Play Wheel Bearing End Play

Wear dimensions are as follows: Wear dimensions are as follows:
앫 Vertical Play — 0.010 inch (0.254 mm) or 앫 Wheel Bearing End Play —
less 0.000–0.004 inch (0.0–0.1 mm)
앫 Lateral Play — 0.015 inch (0.381 mm) or
less

Page 124
 SPECIFICATIONS
TORQUE REQUIREMENTS AND Thread Torque
PROCEDURES 1-3/8″-12 410–460 lb-ft
(556–624 N•m)
1-1/2″-12 450–500 lb-ft
(610–678 N•m)
Do not reuse steering shaft or steering lever 1-3/4″-12 500–550 lb-ft
clamp bolts. The following torque values are for (678–746 N•m)
grade 8 bolts without lubrication. Any type of
lubricants, including such compounds as sealers On Sheppard steering gears with a one-piece
and rust preventatives, must be removed from the retainer/bolt assembly and a washer, the
threads of the bolts and nuts before they are retainer/bolt shoulder, thread and washer should
tightened. be coated with Never-Sieze®, or equivalent. The
retainer/bolt assembly is the installation tool as
This section lists recommended torques for well as the retention device. Do not remove them
various parts of the steering system. Always after installing the pitman arm and torquing to the
make sure that specified fasteners are used. following values (HAND TORQUE ONLY! DO
NOT USE IMPACT.):

Pitman Arm Retention Bolt Size Torque

5/8″-18 UNF 225–275 lb-ft
The timing mark on the pitman arm and the (305–373 N•m)
stamped mark on the steering gear output shaft 3/4″-16 UNF 450–500 lb-ft
are to be carefully aligned before the retaining (610–678 N•m)
device is tightened.
On Sheppard steering gears with a one-piece
Where the pitman arm is secured by a pinch bolt, retainer/bolt assembly, friction washer and
the following torques apply: washer with locking tabs, the following procedure
applies:
Bolt Size Torque
1. The retainer/bolt shoulder and thread,
5/8″-18 Grade 8 230–250 lb-ft
(312–339 N•m) friction washer and locking washer should
be coated with Never-Sieze®, or equivalent.
3/4″-16 Grade 8 300–320 lb-ft
(407–434 N•m) 2. Install the retainer/bolt and locking washer
M16 x 2 Grade 10.9 200–220 lb-ft assembly, aligning the two flat tabs of the
(270–300 N•m) locking washer with the slots in the pitman
M20 x 2.5 Grade 10.9 385–405 lb-ft arm.
(520–550 N•m) 3. Torque the retainer bolt to:

Bolt Size Torque

Pitman arm pinch bolts or nuts are not to be
reused.
On Sheppard steering gears with output shafts
having a serrated taper and threaded retaining
nut on the shaft end, torque the nut as follows,
using white lead between the arm and the nut:
5/8″-18 UNF 350 lb-ft (475 N•m)
3/4″-16 UNF 450 lb-ft (610 N•m)
4. Upon reaching the specified torque,
continue advancing the retainer/bolt until the
notches in the retainer/bolt are aligned with
the next tab on the locking washer. (HAND
TORQUE ONLY! DO NOT USE IMPACT.)
5. Bend the two opposing tabs on the locking
washer into the notches in the retainer/bolt.

Page 125
 SPECIFICATIONS
Steering Shaft Universal Joint Pinch Drag Link, Steering Cross Tube and
Bolts Booster Cylinder Clamp Pinch Bolts
The pinch bolt on the drag link, cross steering
tube and the booster cylinder adjustable ball
Check steering shaft pinch bolt torque at each C socket clamp is to be tightened to the following
and D inspection interval. Replace any bolts that specification:
are corroded.
Bolt Size Torque
5/8″-11 UNC 50–60 lb-ft (68–81 N•m)
The torque requirements for steering shaft
1/2″-13 UNC 42–50 lb-ft (57–68 N•m)
universal joint grade 8 pinch bolts installed with
nylon collar type locknuts are as follows: M16 x 2 50–60 lb-ft (68–81 N•m)

Bolt Size Torque Steering Gear Mounting Bolts

3/8″-8 UNF Grade 8 45–50 lb-ft (61–68 N•m)
7/16″-8 UNF Grade 8 65–75 lb-ft (88–102 N•m) The use of Loctite® or similar thread locking
compounds is not permitted for use on the
steering gear mounting bolts. Additionally, the
Steering Shaft Bearing Set Screws use of oil, grease or other lubricants is not
permitted.
The set screws used on the steering shaft
support bearings are to be tightened to the
following specifications:
DO NOT reuse steering gear mounting bolts or
#10-32 UNF 18–22 lb-in (2.0–2.5 N•m)
nuts. The fasteners MUST be replaced with new
1/4″-28 UNF 18–22 lb-in (2.0–2.5 N•m) parts and tightened to proper specifications.

Steering Wheel Retaining Nut Steering gear mounting bolts and/or nuts must be
tightened to the specifications as outlined below.
The steering wheel should be centered to a
tolerance of ±5 degrees with the front wheels in On TRW and Sheppard steering gears where the
the straight-ahead position before the steering steering gear housing is threaded (SAE threads),
wheel retaining nut is tightened. Tighten the the following torque specifications apply for
steering wheel retaining nut to the following installation of grade 8 patchlock bolts.
specifications:
Thread Size Torque
7/8″-20 UNEF 45–55 lb-ft (61–75 N•m)
1/2″-20 UNF 90–100 lb-ft (122–136 N•m)
3/4″-16 UNF 300–330 lb-ft
Drag Link to Pitman Arm Pinch Bolt (407–447 N•m)
7/8″-14 UNC 450–500 lb-ft
On models where the drag link is secured to the (610–678 N•m)
pitman arm by a pinch bolt, the torque
requirements are as follows:

Bolt Size Torque

5/8″-18 Grade 8 230–250 lb-ft
(312–339 N•m)
M16 x 2 Grade 10.9 200–220 lb-ft
(270–300 N•m)

Page 126
 SPECIFICATIONS
On Sheppard and TRW steering gears where the Power Steering Pump Gear
gear housing is threaded (metric threads), the
following torque specifications apply for Retaining Nut
installation of metric class 10.9 patchlock bolts.
The gear retaining nut for power steering pumps
Thread Size Torque used on MACK MP7 and MP8 engines must be
tightened to the following specification:
M16 x 2 219–243 lb-ft
(297–329 N•m)
Thread Size Torque
M20 x 2.5 428–473 lb-ft
(580–641 N•m) 3/4″-16 UNF 66–80 lb-ft (90–110 N•m)
M24 x 3 550–600 lb-ft
(814–829 N•m) Hose Fittings (SAE O-Ring Boss
Fittings)
On Sheppard 492S and 592S steering gears with
threaded mounting holes (SAE threads), or on
installations having a steering gear mounting When installing SAE O-ring boss-type hose end
adapter bracket with threaded mounting holes fittings into power steering pumps having
(SAE threads), the following torque specifications aluminum bodies, tighten the fittings to the
apply for installation of grade 8 patchlock bolts. specifications as follows:

Thread Size Torque

Thread Size Torque
3/4″-16 30–37 lb-ft (40–50 N•m)
9/16″-18 UNF 170–200 lb-ft
(230–270 N•m) 1-1/6″-12 44–59 lb-ft (60–80 N•m)
5/8″-18 UNF 185–215 lb-ft
(250–290 N•m) Refer to the “STEERING COMPONENT
TORQUE CHARTS” section.
On Sheppard 492S and 592S steering gears with
threaded mounting holes (SAE threads), or on
installations having a steering gear mounting
adapter bracket with threaded mounting holes
(SAE threads), the following torque specifications
apply for installation of grade 5 patchlock bolts.

Thread Size Torque

9/16″-18 UNF 120–150 lb-ft
(163–203 N•m)
5/8″-18 UNF 170–200 lb-ft
(240–270 N•m)

Page 127
 SPECIFICATIONS
STEERING COMPONENT
136

TORQUE CHARTS
135






  
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Figure 135 — Wheel Hub Torque

Figure 136 — Knuckle Assembly Torque

Page 128
 SPECIFICATIONS
137

 
!

 
 

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$"

 
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$"

 
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#
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Figure 137 — Steering Lever and Ball Socket Torque

138

 

  
 
 






Figure 138 — Brake Spider Torque — FXL12 and 14.6

Page 129
 SPECIFICATIONS
139

Figure 139 — Brake Spider Torque Chart — FXL18, 20 and 23

Page 130
SPECIAL TOOLS & EQUIPMENT

SPECIAL TOOLS & EQUIPMENT

Page 131
 SPECIAL TOOLS & EQUIPMENT
SPECIAL TOOLS

Special Tools for Front Axle and Steering Repairs and Testing

Tool No. Description

J 45996 Hubcap Removal/Installation Tool
J 7872 Dial Indicator Set (Includes Magnetic Base)
J 26900-8 Thickness Gauge
J 29048 Tapered Feeler Gauge
J 45943 Bushing Installer
J 45944 Knuckle Upper Cover Removal/Installation Socket — All FXL
Axles
Hub Nut Removal/Installation Socket — FXL18 and 20 Axles
J 45945 Kingpin Removal Tool
OTC 1953M * Hub Nut Removal/Installation Tool
J 5421-02 Thermometer
J 23775-01 100–600 lb-ft Torque Wrench
J 24407 30–250 lb-ft Torque Wrench
J 26487-C Power Steering Analyzer
J 43744 Sheppard Steering Gear Puller
6990-O21407X1 Poppet Valve Adjusting Screw/Tool for TRW Steering Gears
(available through the MACK Parts System)
8148-3331812K Steering Gear Internal Pressure Relief Valve Test Plug,
Sheppard
Steering Gears (Available through the MACK Parts System)
J 37130 Steering Gear Internal Pressure Relief Valve Test Plug, TRW
Steering Gears (Available from SPX Kent-Moore)

Unless otherwise noted, the above tools are * The OTC 1953M tool is available from:
available from:
SPX/OTC SERVICE SOLUTIONS
SPX CORPORATION
655 EISENHOWER DRIVE
28635 MOUND ROAD
OWATONNA, MN 55060
WARREN, MICHIGAN 48092-3499
TEL: 1-800-533-6127
TEL: 1-800-328-6657
FAX: 1-507-455-7451
FAX: 1-800-578-7375
WEBSITE: www.otctools.com
WEBSITE: www.servicesolutions.spx.com

Page 132
DISASSEMBLED VIEWS

DISASSEMBLED VIEWS

Page 133
 DISASSEMBLED VIEWS
DISASSEMBLED VIEWS
140










Figure 140 — Exploded View of Front Knuckle Assembly (FXL12 and 14.6)

1. Knuckle Upper Cover 6. Steering Knuckle

2. Kingpin Nut 7. Lower Seal
3. Kingpin Bearing (Cone) 8. Nylon Bushing
4. Kingpin Bearing (Cup) 9. Kingpin
5. Upper Seal 10. Knuckle Lower Cover

Page 134
 DISASSEMBLED VIEWS
141

Figure 141 — Exploded View of Front Knuckle Assembly (FXL18, 20 and 23)

1. Knuckle Upper Cover 6. Steering Knuckle

2. Kingpin Nut 7. Lower Seal
3. Kingpin Bearing (Cone) 8. Nylon Bushing
4. Kingpin Bearing (Cup) 9. Kingpin
5. Upper Seal 10. Knuckle Lower Cover

Page 135
 DISASSEMBLED VIEWS
142





Figure 142 — Exploded View of Front Hub Assembly — Disc Wheels

1. Wheel Hub O-Ring 6. Hub Nut

2. Wheel Hub Stud 7. Lock Plate
3. Wheel Hub 8. Snap Ring
4. Brake Drum 9. Hubcap
5. “D” Shaped Washer

Page 136
 DISASSEMBLED VIEWS
143






 






Figure 143 — Exploded View of Front Hub Assembly — Spoke Wheels

1. Wheel Hub O-Ring 6. Hub Nut

2. Wheel Hub Stud 7. Lock Plate
3. Brake Drum 8. Snap Ring
4. Spoke Wheel Hub 9. Hubcap
5. “D” Shaped Washer

Page 137
 NOTES

Page 138
INDEX

INDEX

Page 139
 INDEX
A K
ABOUT THIS MANUAL. . . . . . . . . . . . . . . . . . . . . . . 9 KINGPIN PLAY . . . . . . . . . . . . . . . . . . . . . . . . 96, 124
ADVISORY LABELS . . . . . . . . . . . . . . . . . . . . . . . . . 2 KNUCKLE STOP BOLT ADJUSTMENT
AIR IN STEERING SYSTEM. . . . . . . . . . . . . . . . . . 67 (TURNING CIRCLE). . . . . . . . . . . . . . . . . . . . . . 78
AXLE CENTER SECTION . . . . . . . . . . . . . . . . . . . 77
AXLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 P
PART NUMBER LOCATION . . . . . . . . . . . . . . . . . . 12
C PITMAN ARM INSTALLATION . . . . . . . . . . . . . . . . 89
CONVERSION CHART. . . . . . . . . . . . . . . . . . . . . . . 6 PITMAN ARM REMOVAL . . . . . . . . . . . . . . . . . . . . 87
PITMAN ARM RETENTION . . . . . . . . . . . . . . . . . . 125
D PIVOT CENTERS . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DISASSEMBLED VIEWS . . . . . . . . . . . . . . . . . . . 134 POWER STEERING GEAR INTERNAL
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 LEAKAGE FLOW TEST . . . . . . . . . . . . . . . . . . . 51
DRAG LINK TO PITMAN ARM PINCH BOLT. . . . 126 POWER STEERING HOSES. . . . . . . . . . . . . . . . . . 69
DRAG LINK, STEERING CROSS TUBE AND POWER STEERING PUMP GEAR RETAINING
BOOSTER CYLINDER CLAMP PINCH NUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
BOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 POWER STEERING PUMP MODEL CODES . . . . . 43
POWER STEERING PUMP PERFORMANCE
E TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
EXPLANATION OF NUMERICAL CODE . . . . . . . . . 5 POWER STEERING SYSTEM HYDRAULIC
TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
F PRELIMINARY CHECKS . . . . . . . . . . . . . . . . . . . . . 26
FLUID FOAMING CHECK. . . . . . . . . . . . . . . . . . . . 48
FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 R
FRONT AXLE AND STEERING REASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 78 RIDE/HANDLING/STEERING EVALUATION
FRONT AXLE AND STEERING WORKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . 63
IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . 12
FRONT AXLE AND STEERING S
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . 18 SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . 2
FRONT AXLE AND STEERING SERVICE PROCEDURES AND TOOL USAGE . . . . 3
SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . 122 SHEPPARD 292, 392, 492 AND 592 STEERING
FRONT AXLE AND STEERING GEARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . 26 SHEPPARD M100P STEERING GEARS . . . . . . . . 89
FRONT AXLE COMPONENT LOCATOR . . . . . . . . 22 SHEPPARD POWER STEERING GEAR
FRONT AXLE SPECIFICATIONS. . . . . . . . . . . . . 124 RELIEF POPPET ADJUSTMENT
FRONT END ALIGNMENT . . . . . . . . . . . . . . . . . . . 77 (AUTOMATIC-TYPE) . . . . . . . . . . . . . . . . . . . . . 81
SHEPPARD POWER STEERING GEAR
G RELIEF POPPET ADJUSTMENT
GLOSSARY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 (MANUAL-TYPE) . . . . . . . . . . . . . . . . . . . . . . . . 80
SHEPPARD STEERING GEARS. . . . . . . . . . . . . . . 88
H SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . 132
HOSE FITTINGS (SAE O-RING BOSS SPECIAL TOOLS FOR FRONT AXLE AND
FITTINGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 STEERING REPAIRS AND TESTING . . . . . . . 132
HYDRAULIC TESTS . . . . . . . . . . . . . . . . . . . . . . . . 27 SPRINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
STEERING (TURNING) ANGLE AND TURNING
I RADIUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
IDENTIFY THE COMPLAINT . . . . . . . . . . . . . . . . . 55 STEERING COMPONENT TORQUE CHARTS . . 128
INSPECTIONS AND MEASUREMENTS STEERING COMPONENTS . . . . . . . . . . . . . . . . . . 19
CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 STEERING GEAR ADJUSTMENTS . . . . . . . . . . . . 83
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . 55 STEERING GEAR ADJUSTMENTS CHART. . . . . . 83
STEERING GEAR AND PUMP FLOW
REQUIREMENTS. . . . . . . . . . . . . . . . . . . . . . . . 46
STEERING GEAR BLEED PROCEDURES. . . . . . . 67
STEERING GEAR CENTERING . . . . . . . . . . . . . . . 84

Page 140
 INDEX
STEERING GEAR MOUNTING BOLTS . . . . . . . . .126 T
STEERING GEAR RELIEF POPPET
TORQUE REQUIREMENTS AND
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . .79
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . 125
STEERING GEAR REPAIR . . . . . . . . . . . . . . . . . . .93
TROUBLESHOOTING CHARTS. . . . . . . . . . . . . . . 28
STEERING GEOMETRY CHECKSHEET . . . . . . .118
TROUBLESHOOTING TERMS . . . . . . . . . . . . . . . . 26
STEERING KNUCKLE . . . . . . . . . . . . . . . . . . . . . . .77
TRW/TAS SERIES POWER STEERING
STEERING KNUCKLE MEASUREMENTS AND
GEARS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . .96
TRW/TAS STEERING GEARS . . . . . . . . . . . . . 87, 89
STEERING KNUCKLE OVERHAUL. . . . . . . . . . . . .99
STEERING KNUCKLE OVERHAUL V
PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . .105
VEHICLE INSPECTIONS AND MEASUREMENTS
STEERING LINKAGE (CROSS STEERING TUBE,
FOR SHIMMY AND RESONANT RIDE . . . . . . . 55
DRAG LINK AND STEERING LEVERS) . . . . . .75
VEHICLE INSPECTIONS AND MEASUREMENTS
STEERING MAINTENANCE . . . . . . . . . . . . . . . . . .66
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 57
STEERING SHAFT BEARING SET SCREWS. . . .126
STEERING SHAFT SUPPORT BEARING . . . . . . . .94 W
STEERING SHAFT UNIVERSAL JOINT PINCH
WHEEL BEARING END PLAY . . . . . . . . . . . . . . . 124
BOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
WHEEL HUB END PLAY CHECK . . . . . . . . . . . . . . 72
STEERING SYSTEM GENERAL
INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . .72
STEERING SYSTEM MAINTENANCE . . . . . . . . . .66
STEERING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . .13
STEERING WHEEL RETAINING NUT. . . . . . . . . .126

Page 141
 NOTES

Page 142
 MACK FXL
FRONT AXLE AND
STEERING SYSTEM
SERVICE MANUAL

PRINTED IN U.S.A.
12-105 © MACK TRUCKS, INC. 2007