E U C L I D I N D U S T R I E S

FRONT END
PARTS
Includes:
King Pin Sets
Tie Rod Ends
Drag Links
Light-Duty Truck
Front End Parts

MODULE FIVE
 Major Topics Included in this Tech Tip are:

Types of Light Duty Steering Systems ............................. 2

Types of Medium and Heavy-Duty Steering Axles ........... 4
Axle Identification Summary ............................................ 5
Steering System Terminology .......................................... 7
Ackermann Steering Geometry ........................................ 8
Light-Duty Front End Parts .............................................. 9
Medium and Heavy-Duty Parts ...................................... 12
Troubleshooting Guide .................................................. 17

Euclid Front End Products are:

Consistent...Since 1939, fleets have relied on Euclid products to keep them rolling
down the North American highways.

Reliable...Our state-of-the-art order processing along with 95% order fill rates ensure
that our distributors have the right parts at the right time, minimizing vehicle down time.

Your customers rely on you to deliver the goods. You trust Euclid to have the parts you
need, when you need them. Quality distributors have relied on Euclid for over 50 years
to provide them with the products and services they need to keep their fleet customers
on the road.

Quality...Our products are precision manufactured to meet or exceed rigid OE

specifications.

Service...From technically-oriented field engineers to a hands-on technical department,

Euclid is there, keeping you on the road to success. Our training programs are geared
towards the unique needs of both the counterman and mechanic.

1
TECH TIPS
LIGHT-DUTY TRUCK GENERAL INFORMATION
FRONT END PARTS

TYPES OF LIGHT-DUTY STEERING SYSTEMS

Front Wheel Drive/Rack and Pinion Steering Systems

Key identifying features are McPherson struts, constant-velocity joints and a rack and pinion unit. As
the vehicle is steered, a gear within the rack and pinion unit is utilized to direct the vehicles front
wheels. This type of system is employed on most of the popular mini-vans on the road today.

Conventional Steering and Suspension.

Utilizes coil springs and shocks working in conjunction with the steering system to allow the wheels to
be steered with precise directional control. The two most common types found in light-duty applica-
tions are the Parallelogram and Haltenberger systems.

2
TECH TIPS
General Information

TYPES OF LIGHT-DUTY STEERING SYSTEMS (Continued)

PARALLELOGRAM SYSTEM

PITMAN ARM
IDLER ARM
TIE ROD TIE ROD

CENTER LINK

Parallelogram System
The center link maintains a horizontal plane of operation through being suspended by the idler arm at one end,
and the pitman arm at the other. This allows for the steering forces to be transmitted to the front wheels through
the tie rod ends. This type of system is employed on vehicles with independent front wheel suspension.

TWO TYPES OF HALTENBERGER STEERING SYSTEMS

PITMAN STEERING
ARM ARM

STEERING
ARM
DRAG
LINKS TIE ROD
TIE ROD END END

STEERING
ARM STEERING
PITMAN ARM ARM

SOCKET

DRAG
LINKS
TIE ROD
END

Haltenberger System
Found primarily on Ford trucks, this system utilizes a drag link (instead of a conventional tie rod end)
connected to the pitman arm. The above illustrations show two different styles.

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 TECH TIPS
General Information

TYPES OF MEDIUM AND HEAVY-DUTY STEERING AXLES

STANDARD I-BEAM AXLE

(Steel or Aluminum)

TUBULAR AXLE

CENTER-POINT STEERING AXLE

FRONT DRIVE AXLE

4
TECH TIPS
General Information

EUCLID AXLE IDENTIFICATION SUMMARY

DANA/SPICER
FRONT NON-DRIVE STEERING AXLE

EXAMPLE OF TAG USED IN I-BEAM FRONT AXLE

SN 03189A MODEL I-20S

120BN100-8 1670128C91

MODEL DESIGNATION:
I - 120 S
FRONT NON DRIVE NOMINAL LOAD SPICER
STEERING AXLE CARRYING CAPACITY CODE (below)
50 = 5,000 lbs. 100 = 10,000 lbs.
60 = 6,000 lbs. 108 = 10,800 lbs.
75 = 7,500 lbs. 120 = 12,000 lbs.
80 = 8,000 lbs. 132 = 13,200 lbs.
90 = 9,000 lbs. 140 = 14,000 lbs.

EATON
FRONT NON-DRIVE STEERING AXLE

LOCATION OF IDENTIFICATION TAG AS SHOWN

Serial Number Stamped on Axle

MODEL NUMBER E F A 1 2 F 4 0 9 4 9 2 6
0 1 X 5 1 A 0 1

EFA 12 F 4 XXXXX

EATON NOMINAL LOAD BEAM TYPE DESIGN AXLE ASSEMBLY PART NO. (if shows on
FRONT CARRYING CAPACITY LEVEL IDENTIFICATION plate) is the identification
AXLE F = FORGED I-BEAM NUMBER number used by vehicle
12 = 12,000 lbs. T = TUBULAR BEAM
18 = 18,000 lbs. manufacturer.
22 = 20,000 lbs.
24 = 24,000 lbs.

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 TECH TIPS
General Information

EUCLID AXLE IDENTIFICATION SUMMARY

FABCO
FRONT DRIVE AXLE

Model No. Capacity

SDA-12 12,000 lb.
SDA-16 16,000 lb. LOCATION OF
SDA-18 18,000 lb. IDENTIFICATION TAG
SDA-21 21,000 lb.
SDA-23 23,000 lb.
MODEL SDA - 23 RATIO 4.56

SERIAL A765HZ

FABCO NO. 2976023 024

CUST. NO. 1652631C91

AXLES PATD. UNDER ONE OR MORE OF THESE USE

PAT. NOS. 2781211, 3253670, 3472340, 3595838

NISSAN
FRONT NON-DRIVE STEERING AXLE
UNIT IDENTIFICATION NUMBER
The Unit Identification Number of the Front axle is stamped on its front right side.

FRONT AXLE CAPACITY (LB.)

TRUCK 6,615 7,715 11,020 11,900
MODEL FRONT AXLE CODE
02041 02042 02049 02050
400
500
700
900
= STANDARD AXLE

ROCKWELL
LOCATION AND IDENTIFICATION OF ROCKWELL AXLE SPECIFICATIONS
To correctly identify your axle model specification, there is an I.D. Tag riveted on the rear of the axle beam.
The Model Number contains the required information.
BASIC CAPACITY
LETTER
Model No. C - 8,000 lbs.
DESIGN-VARIATION BRAKE
D - 9,000 lbs.
Customer No. E - 10,000 lbs. If letter appears here, TYPE
F - 12,000 lbs. it indicates a major
BASIC design change N = LESS
G - 14,000 lbs. SPECIFICATION
SERIES A - Aluminum Beam BRAKES
Serial No H - 16,000 lbs. NUMBER
L - 18,000 - 20,000 lbs.
Plant
Ratio Date
FRONT VARIATION
EXAMPLE OF THE I.D. TAG AXLE FF - 041 - NX - 1 NUMBER

MAJOR VARIATION NUMBER DESIGN VARIATION

1- Straight sealed knuckle pin and new tie 0 - Tapered knuckle pin
rod assembly 1 - Straight knuckle pin
2 - Sealed knuckle pin construction 2 - Special tie rod ends
3 - Larger centers and knuckles 3 - 5" drop from spindle intersection
4 - Easy Steer Design to pad
5 - Tubular centers 4- Special tie rod ends and 5" drop
6 - Lightweight axle beam 5- Special wheel ends
7 - Center-Point steering design

LOCATION OF IDENTIFICATION
TAG AS SHOWN

6
TECH TIPS
General Information

STEERING SYSTEMS - TERMINOLOGY

In all vehicles, the steering system allows the driver to guide the vehicle along the road, turning left or right as
needed. Most steering terminology, regardless of vehicle type is common to all vehicles. The following are
general definitions of some of the terms used in front end wheel alignment:

Vertical or Vertical Line - A straight, vertical line drawn at 00 which is the reference point for measuring all other
angles.

Steering Axis - A line drawn through the center of the king pin (medium/heavy-duty) or ball joints (light-duty)
around which the steering knuckle pivots as the wheel swings to the left or right. In other words, the steering axis
is the center line around which the front wheel swings for steering.

KPI (King Pin Inclination) or SAI (Steering Axis Inclination/Ball Joint Inclination) - The angle between the
vertical line and the steering axis when viewed from the front of the vehicle. This angle centers the tire on the road
at the point where friction and road shock are at the minimum. This reduces steering effort and improves vehicle
directional stability.

Camber - The term camber refers to the top of the wheels as they point outward (positive) or inward (negative), as the
wheels are viewed from the front of the vehicle. This angle acts together with the King Pin Inclination to center the tire
on the road at the point where friction and road shock are at the minimum. Some symptoms of wrong or uneven camber
can cause wander and hard steering, and excessive/uneven tire wear.

Note: Both KPI and Camber are non-adjustable positions set by the Original Equipment Manufacturer. If KPI is not
correct, look for problems with the axle or knuckle; if Camber is not correct, bent parts are most likely the cause.

ILLUSTRATION OF TIRE WITH POSITIVE CAMBER

00 VERTICAL LINE

CAMBER KING PIN

INCLINATION

TOP

STEERING AXIS

AXLE

TIRE GROUND

7
 TECH TIPS
General Information

The following are adjustable positions:

Caster - Caster is the angle that the king pin (or ball joint) leans towards the front or back of the vehicle, as the wheel
is viewed from the side. Wheel shimmy and hard steering can be caused by excessive caster. Two terms are regularly
used: Positive and Negative Caster.

Positive Caster refers to the top of the pin (or ball joint) pointing towards the rear of the vehicle. This produces a
trailing effect on the front wheels, causing them to want to roll straight ahead. This is especially important when the
vehicle is in a turn, the angle assists the driver in returning the wheels to the straight ahead position. Negative Caster
refers to the top of the pin (or ball joint) pointing towards the front of the vehicle.

Toe - Toe is the term used to describe the angle of how the front wheels either point inward (toe in) or outward (toe
out). As a rule, toe is normally set slightly "in", because as the vehicle begins to move forward, the backward push of
the ground against the tires tries to force the wheels to "toe out". Since the tie rods are behind the wheels, this force
compresses the steering linkage and takes up any play. This action ensures parallel rolling of the front wheels to both
stabilize steering and prevent side slipping, major contributors to excessive tire wear.

ACKERMANN STEERING GEOMETRY

For any given wheelbase and distance between King Pins, there is only one turn angle at which the centerlines of
both front wheels meet at a point on the centerline of the rear axle. At that angle, the result is minimum tire wear
because the trucks tires roll freely.

Minimum tire wear is

achieved at this angle.

During a turn, the inner and outer wheels must turn at different angles so that both can roll without excessive
tire wear. The Ackermann steering geometry is normally set by the OEM.

8
TECH TIPS
LIGHT-DUTY TRUCK
FRONT END PARTS

Front End parts assist in steering, maintaining stability, and dampening road shock. The function of each component within
the front end system found on light-duty trucks is as follows:

BALL JOINT
The Ball Joint connects the control arm to the spindle. There are two types of Ball Joints: friction and
load carrying. The friction Ball Joint has two functions: 1) it acts as a pivot point, and 2) it maintains
the position of the steering knuckle. The load carrying Ball Joint is the one closest to the spring seat.
The load carrying Ball Joint has two functions: 1) it acts as a pivot point, and 2) it bears the weight of
the vehicle. In a conventional steering system, there are two ball joints per side. One is located on the
upper control arm, and one on the lower. In MacPhersonStrut systems, there is normally one ball joint
per side, located on the lower control arm.

INSPECTION/TROUBLESHOOTING
Front end noise or wandering may be caused by a worn or "dry" Ball Joint. To diagnose the problem, first check for a wear
indicator. If the Ball Joint has a wear indicator and it is flush with the bottom or receded into the housing of the Ball Joint,
replace the Ball Joint.
To check a non-wear indicator Ball Joint, first determine which Ball Joint is the load carrying Ball Joint. The load carrying
Ball Joint is the one closest to the spring seat. If the upper Ball Joint is the load carrying Ball Joint, then jack the vehicle
up by the frame. If the lower Ball Joint is the load carrying Ball Joint, then jack the vehicle up at the control arm. Using a
dial indicator, check the axial and radial movement of the Ball Joints. Refer to your service manual or alignment specifica-
tion guide for the maximum allowable movement. If the movement exceeds the maximum, replace the Ball Joint.
It is not necessary to replace both Ball Joints if only one is found to be worn unless the application is a 4x4 truck with a
solid front axle. In this case, both Ball Joints are load carrying Ball Joints; therefore, they should both be replaced. It is also
necessary to inspect the seals on the Ball Joint. If the seals are damaged, grease can leak out and water and dirt may enter,
severely damaging the Ball Joint. Lubrication of the Ball Joint should also be checked to insure that it is not "dry". The
alignment of the vehicle should be checked after the ball joint has been replaced.

CENTER LINK
The Center Link is suspended by the idler arm on the passenger side, and the pitman arm on the drivers
side. It connects the left and right tie rods. It transmits the force between the left and right tie rods and
keeps the wheels parallel.

INSPECTION/TROUBLESHOOTING
Abnormal tire wear, road wander, or excessive steering wheel play are all symptoms of worn sockets in a Center Link. In
order to check for wear, position the vehicle on the ground under normal load. Turn the steering wheel back and forth and
inspect the sockets. While inspecting the sockets, no lateral or vertical movement should be found. If movement is detected,
the socket is worn and the Center Link should be replaced. The alignment of the vehicle should be checked after the Center
Link has been replaced.

IDLER ARM
The major function of the Idler Arm is to support the right side of the Center Link. It is connected to the
frame at one end and through a ball stud to the center link at the other end. Its purpose is to keep the
Center Link on a parallel plane, following the steering movements sent to the Center Link by the
Pitman Arm.

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 TECH TIPS
Light-Duty Truck Front End Parts

(Continued from Page 9)

INSPECTION/TROUBLESHOOTING
A worn Idler Arm socket will cause abnormal tire wear, road wander and excessive steering wheel play. To inspect the Idler
Arm, apply 25 lbs. of pressure to the end of the Idler Arm. If you detect more than 1/4" movement on GM vehicles or more
than 1/8" movement on all other vehicles, then the Idler Arm is worn and should be replaced. It is also important to align the
vehicle to ensure that the problem has been resolved.

PITMAN ARM
The Pitman Arm transfers the steering effort to the linkage. It is splined to the steering gear output shaft
at one end and connected through a ball stud to the center link. It is the main link between the steering
gear box and the rest of the steering linkage. It transfers the steering box motion to the steering linkage
while converting rotational movement into liner motion.

INSPECTION/TROUBLESHOOTING
Abnormal tire wear, road wander, and excessive steering wheel play are all symptoms of a worn socket in a Pitman Arm. In
order to check for wear, position the vehicle on the ground under normal load. Turn the steering wheel back and forth and
inspect the sockets. Inspect the Pitman Arm to insure that it is secure to the steering output shaft. While inspecting the
sockets, no lateral or vertical movement should be found. If movement is detected, the socket is worn and the Pitman Arm
should be replaced. The alignment of the vehicle should be checked after the Pitman Arm has been replaced.

ADJUSTING SLEEVE
The Adjusting Sleeve connects the inner tie rod end to the outer tie rod end. This component adjusts the
toe on a vehicle. Toe is determined by comparing the distance between the front of the front tires and the
rear of the front tires.

INSPECTION/TROUBLESHOOTING
If a problem persists in maintaining toe adjustment on a vehicle, first inspect the Adjusting Sleeve. Examine the Sleeve to
determine if the threads are rusted or worn. If they are, replace the Adjusting Sleeve and then perform the alignment.

STEERING STABILIZER
The Steering Stabilizer bolts to the linkage on one end and is mounted to the frame on the other end.
The Steering Stabilizer dampens or absorbs excess lateral motion in the steering system.

INSPECTION/TROUBLESHOOTING
When inspecting Steering Stabilizers for wear, first check for leakage. If other parts of the front end system are worn and are
being replaced, it is recommended that the Steering Stabilizer also be replaced, especially on vehicles with a high caster
reading of 40 or more.

BUSHINGS
Bushings perform such functions as dampening road shock and maintaining axle stability. There are
many different types of Bushings found on the front end of a light-duty truck. Specifically they are: axle
pivot, control arm, bracket, rack mount, radius arm, sway bar, shackle, spring and strut rod bushings.

INSPECTION/TROUBLESHOOTING
Front end noise, road wander, and uneven or excessive tire wear are all symptoms of worn or damaged bushings. Check
the condition of the control arm bushings, strut rod bushings and rack and pinion mounting bushings. If any of the bushings are oil
soaked, or if the rubber is cracked or torn, the bushings should be replaced and the alignment should be checked.

10
TECH TIPS
Light-Duty Truck Front End Parts

KING PIN SET

The steering axle King Pin Set connects the steering knuckle to the axle end and provides a pivot point
for the steering knuckle. It provides a means for the drag link, in connection with the steering arm, to
turn lateral movement into a turning motion. The turning motion of the spindle uses the King Pin as a
hinge point. Steering effort is decreased by means of lubricated bushings. In the most current 1/2 to 1 ton
light-duty trucks, the Ball Joint has replaced the King Pin.

INSPECTION/TROUBLESHOOTING
Each time a chassis lubrication is performed a visual check of all components should be made. Jack the vehicle up by the
axle. Grab the tire, or use a suitable pry bar, and move the top of the tire toward, then away from the vehicle. If you
detect any movement, then inspect the King Pin. If a worn King Pin is the cause of the movement, then replace the King
Pin Set.

TIE ROD END

Tie Rod Ends transfer steering force from the drivers side to the passengers side of the vehicle. Outer Tie
Rod Ends connect to the steering arm. Inner Tie Rod Ends connect to the center link. Tie Rods are
adjustable to allow for the toe setting.

INSPECTION/TROUBLESHOOTING
A worn Tie Rod End will cause road wander, excessive steering wheel play, front end noise (clunk) and abnormal tire
wear. In order to check for wear, position the vehicle on the ground under normal load. Turn the steering wheel back and
forth and inspect the sockets. While inspecting the sockets, you should not observe any lateral or vertical movement. If
movement is detected, the sockets are worn and the Tie Rod End should be replaced. It is also necessary to inspect all of
the boots on the Tie Rod Ends to insure that they are not damaged or missing.

DRAG LINK
Light-duty truck Drag Links are found on twin I-beam suspensions. The Drag Link is connected to the
steering arm on one end and to the adjusting sleeve and then to a tie rod end on the other end. The Drag
Link transfers steering force to the steering arm.

INSPECTION/TROUBLESHOOTING
Inspect the system under normal load with the vehicle on the ground. If any lateral or vertical movement is detected in
the sockets, then the Drag Link should be replaced. Inspect the boots to insure that they are not damaged or missing.

11
TECH TIPS
MEDIUM AND HEAVY-DUTY
TRUCK FRONT END PARTS

Most medium and heavy-duty vehicles use a Drag Link steering system. This system is a series of mechanical links and
rods allowing the front wheels to be steered. The system transmits the force and provides the mechanical advantage to
necessary minimize steering effort.

TYPICAL MEDIUM AND HEAVY-DUTY STEERING SYSTEM

DRAG LINK
PITMAN ARM

STEERING ARM

CROSS
TUBE

ACKERMANN
SPINDLE
ARM

TIE ROD
END

Any indication of looseness in the steering linkage under normal loads is sufficient cause to check all pivot points for wear,
regardless of mileage. All pivot points should also be checked and lubricated at each chassis lubrication interval.

12
TECH TIPS
Medium-Duty Truck Front End Parts

KING PIN SETS

Steering Axle King Pin Sets connect the steering knuckle to the axle end and provide the pivot point for the steering
knuckle. They provide a means for the Drag Link, in connection with the steering arm, to turn lateral movement into a
turning motion. This turning motion of the spindle uses the King Pin as a hinge point. King Pin Sets also contribute to
decreasing steering effort by means of lubricated bushings.

King Pins are available in five (5) common designs:

1) Type A - Single Groove

2) Type B - Double Groove
3) Type C - Single Groove (Ford)
4) Type D - Threaded Tapered Pin
5) Type E - Tapered Pin

The drawings below show a typical King Pin configuration.

COVER

GASKET
SEAL

BUSHING

SHIMS
AXLE BEAM STEERING
KNUCKLE

SEAL

BEARING
BUSHING
LOCK PINS

KING PIN

SEAL

GASKET
COVER

Double Draw Key Design

Exploded View

13
 TECH TIPS
Medium-Duty Truck Front End Parts

GENERAL INSPECTION RECOMMENDATIONS:

The following procedures are consistent with industry practice and are recommended as general guidelines for periodic
service. Use manufacturers instructions as a primary guide for specific axle applications.

1) Each time a chassis lubrication is performed, a visual check of all components should be made. Any wear should
be checked against the axle manufacturers recommended specifications. If looseness is noted in the King Pin,
then the King Pin should be replaced. Whenever a hub/drum is removed, the Thrust Bearing should be inspected
for damage or wear.

2) King Pins and Thrust Bearings should be lubricated at approximately 25,000 mile intervals, depending on
degree of vehicle usage. Use only grease specified by the original equipment manufacturer. With both front
tires above the ground, the vehicle weight should be supported by jack stands on the axle during service. The
purpose for doing this is to keep any pressure off the components to be lubricated, to ensure that the maximum
amount of lubrication is added. Most steering knuckles have grease fittings in both the top and bottom caps.
This allows the lubricants to be forced into the bushing area, and ensures easier steering through a more uniform
distribution of the lubricant.

For major overhaul operations including reaming specifications, wear limits, and all procedure descriptions, refer to the
specific axle manufacturers service manual.

TIE ROD ENDS

Tie Rod Ends, when accompanied by a Cross Tube, serve two important functions.
1) They connect to the Ackermann arms to transfer steering force to the slave spindle.
2) They are adjustable to allow for toe setting, reduce tire wear and control wander.

Cross Tube assembly: Made up of two Tie Rod Ends, tube and clamps. The Cross Tube Assembly Identification Chart
can be found in the back section of Euclids Front End Catalog.

HOW TO MEASURE TIE ROD LENGTHS

Measure length from these points

14
TECH TIPS
Medium-Duty Truck Front End Parts

GENERAL INSPECTION RECOMMENDATIONS

1) Replace Tie Rod Ends and/or Cross Tube if any cracks, excessive wear, or weakness is found.
2) Check all boots on Tie Rod Ends at time of lubrication. Replace Tie Rod End if boot is damaged or missing.
3) Insure there is no lateral movement in any Tie Rod End when installed. (See arrows in figure below) This is a HAND
CHECK. DO NOT USE LEVERAGE. Greater than hand force will show movement in most Tie Rod Ends which is
inherent in their design.

BALL STUD

SEAL
A

LATERAL
MOVEMENT
Lateral Movement and Thread Engagement

4) Inspect tapers on stud and Ackermann arms for pitting or wear anytime Tie Rod Ends are removed. If these conditions
are present, replace Tie Rod End.
5) Check ball stud turning torque values. If it takes less than 5 in. lbs. of torque, replace the Tie Rod End.
6) Insure that the thread engagement to the Cross Tube is enough to be held by the clamp. (See "A" Dimension in above
Figure) This should be checked any time a toe setting is made.
Any indication of looseness in the steering linkage under normal loads is sufficient cause to check all pivot points for
wear, regardless of mileage. All pivot points should be checked and lubricated at each chassis lubrication.

The Tie Rod End Identification Chart is listed in Euclids Front End Parts Catalog, and on Euclids PC based Bullseye
Software Program (CD ROM Version only). All dimensional data is listed by stud center to rod length. These pages also
include a "Type" column. Tie Rod Ends fall into four basic types:

TYPE 1 TYPE 2
Straight Type - 900 Angled Rod - Less than 900

TYPE 3 TYPE 4
Drop Down Style Offset Style

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 TECH TIPS
Medium-Duty Truck Front End Parts

DRAG LINKS
The following information and inspection procedures will help you to become familiar with Drag Link basics.

GENERAL INSPECTION RECOMMENDATIONS

1) Replace Drag Link if any cracks, excessive wear, or weakness is found.
2) Check all boots on Drag Link at time of lubrication.
3) Insure that there is no lateral movement in any Drag Link when installed. (See arrows in figure below) This is a
HAND CHECK. DO NOT USE LEVERAGE. Greater than hand force will show movement in most Drag Link Ends
which is inherent in their design.

BALL STUD

SEAL A

LATERAL
MOVEMENT

Lateral Movement and Thread Engagement

4) Inspect tapers on stud and mating parts for pitting or wear anytime the Drag Link is removed (for example, when
centering the steering gear). If these conditions are present, replace Drag Link or Drag Link End.
5) Check ball stud turning torque values. If it takes less than 5 in. lbs. of torque, replace the end or entire Drag Link for
those without replaceable ends.
6) Insure that the thread engagement to the Drag Link is enough to be held by the clamp (See "A" Dimension in above
Figure) when adjustments are made for gear boxes without centering mechanisms. The adjustable Drag Link centers
the steering gear in these cases.

One common symptom of failure for both Drag Links and Tie Rod Ends is that their joints jump when the steering wheel
is turned when the vehicle is stationary. In addition, premature tire wear and excessive steering play can also be signs of
Drag Link or Tie Rod End problems.

The Euclid Front End Parts Catalog will supply all the identification information you need. This catalog shows "Type" of
Drag Link (One, Two, or Three Piece) to verify design. The identification section lists all the Drag links by length in
ascending order.

16
TECH TIPS
Troubleshooting Guide

STEERING TROUBLESHOOTING GUIDE

Complaint Medium/Heavy-Duty Light-Duty

Hard Steering Low or Unequal Tire Pressure Low or Unequal Tire Pressure
King Pin Needs Lubrication Worn Steering Parts
Excessive Caster Power Steering not Operating Correctly
Low Pressure in the Power Steering System Incorrect Alignment
Improper Toe-In Frame May be Misaligned
Reverse Camber Front Springs May be Sagging
Tie Rod Ends are too Tight
Error in Rolling Radius
Front Axle Shifted on Springs
Adjustments too tight in Steering
Gear and Linkage
Wheel Spindle is Bent
Front Axle is Overloaded
Misaligned Steering Column

Wander or Weave Low or Unequal Tire Pressure Low or Unequal Tire Pressure
Left and Right Tire Sizes are Unequal Linkage Binding
Caster or Toe-in is Incorrect Steering Gear Binding
Front Axle Shifted on the Springs Incorrect Front End Alignment:
Sagging or Broken Springs Can be Caster, Camber, Toe or SAI
Bent or Deflected Axle Center Looseness in the Linkage, Steering
Bent Spindle Gear, Ball Joints, or Rear Springs
Loose Wheel Bearing Adjustments Unequal Load in Vehicle
King Pins Bent or Worn Along With Stabilizer Bar Ineffective
Their Bushings
Bent Steering Knuckles
King Pins Tight in Knuckles
Pitman Arm is Loose
Steering Gear Assembly is Too Tight or
Too Loose
Too Much or Too Little Camber
Reverse Camber
Drag Link Ends Too Tight
Drag Link Springs Weak or Broken
Tie Rod Ends Too Tight or Too Loose
Rear Axle Shifted on the Springs
Rear Axle Housing Bent
Vehicle Frame Diamond-Shaped
Loose U-Bolts and Shackle Pins or Links
Loose Steering Box Mounting Bolts
Improper Load Distribution

Uneven Tire Wear Underinflation May Cause Tread Side Wear
Overinflation May Cause Tread Center Wear
Excessive Camber May Cause One Tread
Side to Wear
Excessive Toe-In or Toe-Out on Turns May
Cause Featheredge Wear
Excessive Speed on Turns May Cause
Cornering Wear
Poor Brake Adjustment, Wheels Out of
Alignment, Unbalanced Wheels or
Unadjusted Linkage May Cause
Uneven or Spotty Wear
Underinflation May Cause
Tread Side Wear
Overinflation May Cause Tread
Center Wear
Excessive Camber May Cause One
Tread Side to Wear
Excessive Toe-In or Toe-Out on Turns
May Cause Featheredge Wear
Excessive Speed on Turns May Cause
Cornering Wear
Poor Brake Adjustment, Wheels Out of
Alignment, Unbalanced Wheels or
Unadjusted Linkage May Cause
Uneven or Spotty Wear

17
 TECH TIPS
Troubleshooting Guide

STEERING TROUBLESHOOTING GUIDE

Complaint Medium/Heavy-Duty Light-Duty

Low Speed Shimmy Unequal or Low Tire Pressure,
Tires of Unequal Size or Weight, or
Unbalanced Wheels
Loose or Worn Wheel Bearings, Steering
Arm, Steering Gear, Steering Linkage,
Steering Box Mounting Bolts, Tie
Rod Ends, or Drag Link Ends. King Pins
May Be Loose in I-Beam Axles
Too Much Caster or Insufficient Toe-In
Bent Axle Center
Front Axle Shifted on Springs or Loose
Front Shackle Pins
Unequal or Low Tire Pressure,
Tires of Unequal Size or Weight, or
Unbalanced Wheels
Loose or Worn Ball Joints, Steering
Linkage, Steering Gear, Tie Rod Ends,
or Drag Link Ends.
Incorrect or Unequal Camber
Front Springs Too Flexible

High Speed or Unbalanced Wheels Unbalanced Wheels

Front Wheel Tramp Unbalanced Propellor Shaft Worn Shock Absorbers
(High Speed Worn Shock Absorbers
Shimmy) Loose Engine Mounts

Vehicle Pulls to Unequal or Low Tire Pressure or Tires of Unequal or Low Tire Pressure
One Side Unequal Size or Weight Incorrect or Unequal Caster or Toe-In
Incorrect or Unequal Caster or Toe-In Tight Wheel Bearing
Tight Wheel Bearing Weak or Broken Spring
Brakes Are Dragging on One Side Brakes Are Dragging on One Side
Bent Steering Arm or Spindle
Misaligned Vehicle Frame
Weak or Broken Spring
Rear Axle Shifted

No Recovery Insufficient Caster

After a Turn Sticking Power Steering pump Control
Valve Spool or Sleeve Causing An
Insufficient Flow of Fluid
Binding in the Knuckles, Linkage or
Steering Column
Tight Axle Spindles
Dry Fifth Wheel

Excessive Free Play Worn or Out of Adjustment Wheel
in Steering System Bearings and Steering Linkage, Ball
Socket Ends Such as Tie Rod Ends or
Drag Link Ends
Worn Steering Box Gearing, Knuckle
Bushings,or Steering Shaft U-Joints
Worn or Out of Adjustment Wheel
Bearings and Steering Linkage, Ball
Socket Ends Such as Tie Rod Ends,
Drag Link Ends, or Ball Joints

18
OTHER EUCLID TECHNICAL
TRAINING MODULES AVAILABLE:
MODULE ONE - FOUNDATION AIR BRAKES MODULE FOUR - SUSPENSIONS
Includes: Includes:
Foundation Air Brake Hardware Kits Four-Spring Suspensions
Camshafts/Camshaft Repair Kits Neway Air Suspensions
Automatic Slack Adjusters Mack Camel Back Spring Suspension
Air Wedge Brakes U-Bolts
Uni-Rods/Maxi-Rods
MODULE ONE-ONE - AIR SYSTEMS Air Springs
Includes: Shock Absorbers
Compressors
Governors MODULE SIX - AIR CONDITIONING
Air Dryers / Air Tanks AND HEATING PARTS
Air Valves / Air Hoses
MODULE SEVEN - ELECTRICAL SYSTEMS
MODULE TWO - HYDRAULIC BRAKES Includes:
Includes: Alternators
Hydraulic Wheel Cylinders Starters
Master Cylinder
Hydraulic Disc Brake Rotors MODULE EIGHT - ENGINE COOLING SYSTEMS
Hydraulic Disc Brake Calipers Includes:
Water Pumps
MODULE THREE - WHEEL ATTACHING PARTS
Includes: WWW.ARVINMERITOR.COM
Disc Wheel Parts For more information on Euclid's other Tech Tips
Spoke Wheel Parts visit our new Web site.

Distributed By:

Euclid Industries, Inc.

6660 Beta Drive
Cleveland, Ohio 44143-2321
(866) 238-2543 Fax: (800) 776-4307
Euclid Industries Canada Ltd.
Toronto Edmonton Montreal

Copyright 2002 Euclid Industries, LLC

TT-5 09-02 Printed in USA