OY Rockwell Field Maintenance Manual No. 2 Non-Driving Front Axles All Models Conventional and Sealed Knuckle PinsTUBULAR AXLE, CENTER-POINT™ STEERING AXLE BASIC CAPACITY © — 7000 Ibs. D— 9000 Ibs. F — 12,000-13,200 Ibs. G —14,300-14,600 Ibs. L— 16,000-20,000 Ibs. U — 29,000 Ibs. LETTER DESIGN-VARIATION It letter appears here it indicates a major design change A— Aluminum Beam BRAKE TYPE (Refer to Technical Aid Section #6 Aid #59) FRONT AXLE BASIC SERIES NUMBER. MAJOR VARIATION 1 — Straight sealed knuckle pin and new tie rod assembly 2 — Sealed knuckle pin construction 3 — Larger centers and knuckles 4 — Easy Steer™ design 5 — Tubular center 7 — Center-Point™ steer design NUMBER DESIGN VARIATION 0 — Tapered knuckle pin 1 — Straight knuckle pin 2 — Special spindle and wheel ends 3 —5' drop from spindle inter- section to pad 4 — Special spindle and 5” drop 5 — Special spindle and wheel end SPECIFICATIONTABLE OF CONTENTS SUBJECT PAGE DISASSEMBLY — FRONT AXLE ...........- Remove the Steering Knuckle au 5 PREPARATION FOR ASSEMBLY 9 Risconaoning of Coreanents 9 Cleaning ... : Eso) Rough Parts 8 Drying ee of) Corrosion Prevention . Z 9 ‘Aluminum Beam Galvanic Corrosion Protection .... “8 Inspection .... Seba = 10 Tie Rod and Tie lod End inspection 10 Rebuilding Tie Rod End Assemblies . 10 Wheel Bearing Inspection : 10 Repair and Check Procedures for m Ax ae ASSEMBLE FRONT AXLE ...... 2 Replacement of Bronze or Steel Backed Bronze Steering Knuckle Bushings 2 Bushing Removal and Installation Tool 12 Bushing Installation eae 12 Bushing Sizing Methods ..... 13 Reaming Procedure .. 14 Reaming Specifications 15 Grease Seal installation . .. 16 Thrust Bearing Seal Assembly .......... : 7 Knuckle to Axle Genter Assembly 7 ‘Thrust Bearings with Seals .... ee EN eet teeny Installation of King Pin Caps, Welsh Plugs and Retainers ei 22 Greasing Procedure .. Bi cee: 22 Installation of Steering and Tie Rod Arms... 22 Tie Rod Assembly and Installation 23 General Wheel Bearing Adjustment 23 Steering Stop Adjustment 24. Non-Driving Front Axle Camber Specteations eo 26 Troubleshooting Gui Sey a ar ‘SERVICE NOTE: For safety purposes and to maintain the mechanical integrity of components being serviced, it is of utmost importance to follow completely all the procedures including all “caution” and “important” items throughout this manual.PERMANENTLY SEALED STRAIGHT KNUCKLE PIN DESIGN GREASE FITTING _ STEERING KNUCKLE CAP GASKET CAPSCREW & WASHER ein oneal STEERING ARM DRAW KEY NUT AXLE CENTER BALL NUT COTTER PIN. STEEN is STEERING Ye "ARM KEY ~~ {| STEERING ARM BALL 7 COTTER PIN cro 5 ee STE oe STEERING KNUCKLE TE ROP ENDING ‘SEAL (IF REQ'D) THRUST BEARING SQ TIE ROD ARM Ss TIEROD BOLT KNUCKLE PIN——__} BUSHING & SEAL | GASKET. fp Ss ARM yy << CLAMP gee id ARUCKLE Cs KEY CLAMP LOCKNUT NUT aes tk STOP SCREW WSR Lock NuT TIE ROD END ASSM. GREASE FITTING STEERING ARM NUT TIE ROD ASSM.NON-DRIVING FRONT AXLES © CONVENTIONAL MODELS: 900, 901 AND 970 © SEALED KNUCKLE PINS AND PERMANENTLY LUBRICATED CROSS TUBE MODELS: 921, 931, 932, 933, 934 AND 971 © “EASY STEER”™ MODELS: 941 SERIES INCLUDES 941, 942, 943, 944 © ALUMINUM BEAM MODELS: 931A SERIES INCLUDES 931-A AND 941-A, © TUBULAR BEAM MODELS: 51, ALL FU SERIES AND FAE DISASSEMBLY — FRONT AXLE CAUTION: Heating of components to aid in disassembly is not allowed because it has a detrimental effect on axle components. NOTE: It is recommended that safety glasses be worn during disassembly and assembly. REMOVE THE STEERING KNUCKLE ‘A. Jack up the front end of vehicle so that tires clear floor. Block up securely at this position and remove jacks. CAUTION: To prevent the vehicle from falling, do not disassemble or perform knuckle repair with vehicle supported by jacks only. NOTE: The aluminum beam axle (FF-931-A) is designed to allow jacking on the bottom surface of the beam. UNDER NO CIRCUM- STANCES SHOULD IT BE JACKED UNDER THE SPRING. Be sure to jack up the alumi- num beam with care to prevent grooving or notching the lower surface of the beam. Rockwell recommends the following procedures: 1. Use a jack with a minimum of 10 tons (20,000, Ibs.) capacity. 2, Ajack with a low pick-up height of 8” should be used with a minimum power raise of approx- imately 5°. 3. The Walker 93660 or 93662 jacks, or equiv- alent, are acceptable for use on the aluminum. axle beam. B. Remove the hub cap from hub. Then, remove jam ‘ut, wheel bearing adjusting nut and lock washers ‘rom knuckle spindle. ©. Remove the outer wheel bearing cone. D. Remove wheel and hub assembly. E. Disconnect brake air chamber lines on units equipped with air brakes, or hydraulic lines on units ‘equipped with hydraulic brakes. F. Remove brake assembly from steering knuckle if knuckles are to be rebuilt. G. fknuckles are to be rebuilt or tie rod to beserviced, remove cross tube end nut and disassemble cross ‘ube assembly from cross tube arm (Figure 1). Figure 1 H. Remove steering knuckle cap capscrews, caps and ‘gaskets from top and bottom of knuckle. Some models may have a welsh plug in place of the lower king pin cap assembly. Remove snap ring and plug, —|. Depending upon type of axle being serviced, pro- ceed as follows: a. Straight knuckle pin models (901, 921, 931, 941 and 951) continue from here. b, Tapered knuckle pin models (900, 910, 930 and 970) start on page 7. STRAIGHT KNUCKLE PINS (901, 921, 931, 941, 951, 970 & 971 Series Models) Figure 2 1. Draw Key — Upper 7. Thrust Bearing 2. Knuckle Pin 8. Expansion Plug 3. Knuckle Bushing — 9. Expansion Plug Upper Lock Ring 4, King Pin Cap 40. Knuckle Bushing 5. Shims Lower 6. Draw Key —Lower 11. Knuckle/Spindle A. Straight Knuckle Pin Removal (Figure 3) Figure 3 Straight knuckle pins may be removed from the bottom of the knuckle where adequate clearance is provided; however, on some models such as those with riveted backing plates, less work is involved by tapping the knuckle pin out the top of knuckle. In. either case the adjacent parts, such as air cham- bers, hydraulic lines or fittings, etc. that mightcause an obstruction to the knuckle pin, must be removed first, Refer to brake manual for brake disassembly. B. Draw Key Removal (Two per King Pin) 1. Plain draw keys should be driven out from the small end (‘D" shaped) using a steel drift and a brass hammer (Figure 4). Figure 4 2. Threaded draw keys (current model axles) should be removed as follows: a. Loosen locknut and tum it out to the end of the threads. The end of the nut should be flush with the draw key end, b. With a brass drift and ahammer, firmly strike the end of the nut to loosen the draw key. NOTE: Failure to strike the draw key square may result ina damaged key causing removal difficulties. c. Remove the nut and key from the axle center.NOTE: Aluminum beam axles do not have ma- chined draw key flat on the king pin (Figure 5). (—t__ prvine SLOTS: DRAW KEY ‘ASSEMBLY ALE, LO center Naor Pw DRAW KEY THAUST BEARING AND SEAL ASSEMBLY NOTE: Aluminum beam axles employ an integral thrust bearing and lower seal as- sembly. DO NOT SEPARATE THE SEAL FROM THE THRUST BEARING. w TAPERED KNUCKLE PINS (900, $10, 830 and $70 Models) Figure 5 C. Disassembly of Draw Key Wedges — Aluminum Beam Axles 4, Remove the locking nut, washers and cap- screw from the draw key wedges. 2, Wedges can then be removed using a wooden or rawhide mallet or by using the prying slots. provided on the wedges. D. Tap out the knuckle pin by use of a bronze drift (Figure 6). Figure 6 NOTE: If bushings are not to be replaced precautions must be taken not to damage. the bushings while removing the king pin. Grind off any flaring on the end of the drift which will contact the pin. Wrap tape around the drift 1/16" thick for the first inch from the end of the drift. This step is es- pecially important for Delrin and easy steer bushings. CAUTION: Do not strike these hard- ened steel pieces directly with a steel hammer. Personal injury from chips or splinters may result. E. Lift off the knuckle assembly, thrust bearing and shims. Retain shims, thrust bearing and seal for assembly. Figure 7 4. Knuckle Upper 7. Expansion Plug Lock Bushing Ring 2. Knuckle Pin Sleeve 8. Expansion Plug 8. Upper Dust Cap 9. Knuckle Lower 4, Knuckle Pin Nut Bushing 5. Shims 10. Tapered Knuckle Pin 6. Thrust Bearing 11. Knuckie/Spindle ‘A. Tapered knuckle pins must be removed from the bottom side of the knuckle. 4. Onsome models it will be necessary to remove the brake components to provide clearance for knuckle pin removal. Refer to brake manual for brake disassembly Figure 8~ ~ E. Drive knuckle pin out by use of drift on upper end. Remove the knuckle pin cover capscrews, cover and cover gasket. Knuckles employing lower expansion plugs and lock rings: 4. Remove the lock ring with a pair of snap ring pliers. 2. Dislodge and remove expansion plug with a ‘small drit. Remove knuckle pin cotter key and nut (Figure 9). Bronze drift should be used to avoid any damage to threads (Figure 10). CAUTION: Do not strike these hard- ened steel pieces directly with a steel jammer. Personal injury from chips or splinters may result. GS Remove the knuckle pin sieeve and lift off steering knuckle, thrust bearing, spacing washers, and backplate assembly (Figure 11). Figure 11 Inspect the grease seals for tears, ips and deterio- ration. Do not remove the seals from the steering knuckle unless replacement is necessary or if the knuckle is to be rebushed. if a seal must be re- moved, pry it out with a screwdriver (Figure 12). Figure 12 H. Bushing Removal 1. Delrin bushings require no tools for removal. Bronze and Easy Steer bushings require a 5- ton press and a simple tool. See assembly section for details. Fixture the knuckle rigidly with the king pin hole vertical. Press the bush- ings out slovrly with frequent stops to check alignment of the tool with the bushing bore and with the press ram face.PREPARATION FOR ASSEMBLY RECONDITIONING OF COMPONENTS Repair or reconditioning of any front axle components is not allowed. Rockwell strongly recommends replace- ment of any component which is damaged or out of specification. All of the major components are heat treated and tempered and cannot be bent, welded, heated or repaired in any fashion without experiencinga strength or fatigue life reduction. This is a partial list of operations strictly prohibited on front axle components. For further items or explanation contact your local Rockwell Technical Representative. 4. Welding of, orto, steering arms, tie rod arms, steer- ing knuckles, king pins, axle centers, tie rod assem: blies, hubs, drums or brakes. 2. Hot or cold bending of spindles, stecring arms, tic rod arms, bull studs, axle centers or tie rod assem- blies for any reason. 3. Redriling and bushing of axle center king pin holes. 4, Redriling of draw key holes. 5. Spray welding of bearing diameters on spindles or in machined bores. 6. Milling or machining of any component. 7. Relocation of tie rod clamps. CLEANING Parts having ground and polished surfaces such as knuckle pins, knuckle pin sleeves, bearings and spin- dies, should be cleaned in a suitable solvent such as kerosene or diesel fuel. CAUTION: Exercise care to avoid skin rashes, fire hazards and inhalation of va- pors when using solvent type cleaners. GAS- OLINE SHOULD NOT BE USED AS A SOLVENT. DO NOT clean these parts in a hot solution tank or with water and alkaline solutions such as sodium hydroxide, orthosilicates or phosphates. ROUGH PARTS Rough parts such as cast brackets and some brake arts, may be cleaned in hot solution tanks with mild alkali solutions, providing those parts are not ground or polished. The parts should remain in the tank long enough to be thoroughly cleaned and heated. This will aid the evaporation of the rinse water. The parts should be thoroughly rinsed after cleaning to remove all traces of alkali. CAUTION: Exercise care to avoid skin rashes and inhalation of vapors when using alkali cleaners. DRYING Parts should be thoroughly dried immediately after cleaning. Use soft, clean, lintless, absorbent paper tow- els or wiping rags free of abrasive material, such as lapping compound, metal flings or contaminated cil Bearings should never be dried by spinning with com- pressed air. CORROSION PREVENTION Parts that have been cleaned, dried, inspected and are to be immediately assembled, can be coated with light ollto prevent corrosion. Ifthese parts are tobe stored for any length of time, they should be treated with a good RUST PREVENTIVE and wrapped in special paper or other material designed to prevent corrosion. ALUMINUM BEAM GALVANIC. CORROSION PROTECTION The following recommendations are for protection against galvanic corrosion of the steel-aluminum con- tact points on aluminum beam axles: Using an aluminum spacer between the steel spring and the axle beam will eliminate galvanic corrosion on the axle beam. Ifitis necessary for the steel spring tobe in direct contact with the aluminum axle, it is recom- mended that the spring pad area be treated with a zinc chromate paint. The entire spring pad, as well as the inner surface of the dowel and U-bolt should be covered. The U-bolt should be used with flat washers that are cadmium plated and dichromate converted per Federal Specification QQ-P-416, Type Il. The clearance spacebetween the U-bolt and the holes in the axle spring pad should be filled with a rust preventive compound, such ‘as Texaco Compound L, to prevent water from standing in this space. INSPECTION Itis impossible to overstress the importance of careful and thorough inspection of steering knuckle compo- nents prior to assembly. Thorough visual inspection for indications of wear or stress, and the replacement of such parts as are necessary, will eliminate costly and avoidable front end difficulties. ‘A. Inspect the steering knuckles, king pins, steering arms and tie rod arms and replace If indications of weakness, cracks or excessive wear is found. Cracks can be located by die check, magnetic parti- cle or fluorescent particle inspection performed bya qualified technician. B. Check spindle beating diameters for size and con- dition, Replace spindle if bearing diameters are Under specification, discolored from heat or se- verely scored. If tie rod arm or steering arm has been removed, inspect tapers for fretting pits. Ifthe tapered hole in the knuckle is fretted and pitted replace both the knuckle and the arm. If only the arm taper is fretted, replace only the arm. Ifthe king pin has worn through the bushing andinto the knuokle, replace the knuckle. Check the tightness of the steering connections such as cross tube arms, steering arm, etc, F. For units with sealed knuckle pins, check knuckle pin seal for rips, tears and excessive wear. Do not remove the seals from the steering knuckle unless replacement is necessary or the knuckle is to be rebushed. Remove the thrust beating seal from the thrust bearing case and inspect the seal for wear, rips and tears. On aluminum axles with integral seals, do not remove seal. H. Check thrust bearing, |. Check knuckle pin bushings for wear, flaking or scoring. Compare diameter with correct specifica tion, ifthe bushing diameteris.010" greater than the ‘new bushing dimension, repiace the bushings. J. Check axle center bore for condition and size. Re- place center if bore is .001" greater than specification. 10 IMPORTANT: Any indication of looseness in the total steering linkage arrangement under normal steering loads is sufficient cause to immediately check all pivot points for wear, regardless of accumulated mileage. Steering linkage pivot points should be checked each time the axle as- sembly Is lubricated. TIE ROD AND TIE ROD END INSPECTION ‘A. Check seals visually for any indication of damage, also check to make sure that the seal is securely seated on the socket. If the cross tube end has a grease fitting, replace damaged seals. Ends not having greasing provisions, the entire tie rod end should be replaced if seals are damaged or loose. IMPORTANT: Rockwell does not recom- mend attempts to salvage damaged ends by repacking and replacing the boot seal on non-greasable ends. B. 1. Check the turning torque value between the ball stud and the ball cavity. If torque value is less than five (5) inch pounds, the cross tube end assembly should be serviced. 2. No lateral or vertical movement should be found in any tie rod assembly when checked by hand, Leverage or prying with a tool can pro- duce vertical movement in most tie rod ends which isinherentin their design. Use of tools for checking free play is not recommended. 3, Permanently lubricated and extended lube end. assemblies should be replaced if found below specifications. Serviceable models should be rebut. ©. Any tie rod tubes found to be cracked, bent, dented or severely gouged should be replaced. REBUILDING TIE ROD END ASSEMBLIES ‘Some older models contain tie rod assemblies which are rebuildable. These are however limited in the number of rebuilds. A determination must first be made ‘ofthe condition ofthe socket forging. Those excessively ‘worn must not be used again, but replaced. These can be replaced with new rebuildable or non-rebuildable end assemblies. WHEEL BEARING INSPECTION Wheel bearings should be very closely inspected atthe time of knuckle inspection or when knuckle repair is, being made.Inspect wheel bearing cones and cups. Replace ifroll- ers or cups are worn, pitted or damaged in any way. If Wheel bearing cups are to be replaced, remove from hubs with a suitable puller. To avoid hub damage don't Use drifts and hammers Remove all the old grease from the wheel bearings, spindle, hub cavity, and hub cap. (The old grease may contain moisture which would lead to an early bearing failure if not removed.) Use ker- osene or diesel fuel and a stiff brush. Gasoline and heated solvents should be avoided. Allow the cleaned parts to dry, or dry them with a clean absorbent cloth or paper. Clean and dry hands and all tools used in the service operation. Grease will not adhere to a surface which is wet with solvent, and solvent may dilute the lubricant Bearings must be replaced if any of the following condi- tions exist: 1. Large ends of rollers worn flush to recess or radii at large ends of rollers worn sharp (Figure 13). Figure 13 2. (a) Visible step wear, particulariy at the small end of the roller track, (0) Deep indentations, cracks or breaks in bearing cup andior cone surfaces (Figure 14). 3. Bright rubbing marks on the dark phosphate sur- faces of the bearing cage (Figure 15). Figure 15 4, Etching or pitting on functioning surfaces (Figure 16). Figure 16 NOTE: Repeat bearing failures are a result of out of round hubs or spindles or indicate a poor assembly or adjusting practice. 5. Spalling or flaking on bearing cup and/or cone sur- faces (Figure 17). Figure 14 "1 Figure 17REPAIR AND CHECK PROCEDURES FOR ALUMINUM BEAM AXLES Rockwell disapproves of heating, welding, bending, al- tering or driling the aluminum axle center. Repair of the spring seat dow! hole is permitted, itnec- essary. Our recommendation is to drill out the dowal hole so that the new diameter is no more than..5" larger than the original diameter. Install an aluminum bushing (aluminum alloy 7075-178 or 7075-T76) with an inter- ference fit of .000” to .003". The bushing should be shrunk by freezing prior to installation in the enlarged hole. Pressing the bushing into place at ambient tem- perature is not recommended. Under no circumstances should the axle center dowel hole be expanded by heating during installation of the bushing, NOTE: If brakes require service, refer to Rock- well Field Maintenance Manual No. 4 for Cam- Master® Brakes. (Also Disc.) ASSEMBLE FRONT AXLE REPLACEMENT OF BRONZE OR STEEL BACKED BRONZE STEERING KNUCKLE BUSHINGS {Atool used for removal of old and the installation of new steering knuckle bushings is shown below. The tool can be made from a piece of round bar stock which is ‘machined with a step to serve as a pilot. This tool is not required for Delrin bushings. BUSHING REMOVAL AND INSTALLATION TOOL (Figure 18) —fsurrsste tents —| 3 Figure 18 Dimension is 0.010" less than the bushing bore. Dimension *Y” is 0.010" less than the steering knuckle bore, See page 15 for dimensions. ‘A minimum press capacity of 5 tons is required to re- move bronze and easy steer bushings. IMPORTANT: Fixture the knuckle firmly on the bed of the press to avoid knuckle slippage dur- ing bushing removal or installation. ‘A. The wom bushings are pressed out of the knuckle, employing tool shown. 12 B. The new bushings will be installed with the same tool. The pilot of this tool prevents collapse ordistor- tion of bushing during installation. BUSHING INSTALLATION STANDARD BRONZE BUSHINGS Before installation, the bushings on some models must be properly oriented, ‘The grease hole in the bushing must line up with the grease hole in the knuckle. The circumferential grease {groove should be positioned toward the end of the king pin. First press bushing into knuckle approximately 1/8", relieve press pressure and check alignment of tool and bushing. The bushing can now be pressed in until itis flush with the top machined surface of the knuckle. For ‘those designs that have king pin seals, the bushing can be pressed in until it is 135" to 165" from the inside ‘machined surface of the knuckle. This applies to both upper and lower bushings. Do not install seals until after the reaming operation is completed (Figure 19). Figure 19EASY STEER™ BUSHING INSTALLATION Steel Beam Axle FF-941, FG-943, FG-941, FF-942, FF-943, FF-944 Models (Figure 20) ‘STEP 1 UPPER KNUCKLE BOSS BUSHING DEPTH STEP 4 UPPER & LoWER| GREASE SEA INSTALLATION MARKED Figure 20 ‘A. Press upper bushing into knuckle approximately 1/8" and relieve pressure. Bushing can now be pressedto the desired depth of .352"/.982" from the top of the machined surface. B. Place knuckle bottom side up and follow same pro- cedure as step #1 to a depth of .852"/.982" from the bottom machined surface, C. Ream bushings to specified diameter (see page 18). D. Assemble the upper and lower grease seals as per instructions on page 16 after reaming, Aluminum Beam Axles 941-A Models ‘A. Press upper bushing into knuckle approximately \V@" and relleve pressure. The bushing can now be pressed to the desired depth of .445'.475". B. Place knuckle bottom side up and follow same pro- cedure as step #1 to a depth of .290'/.320". C. Ream bushings per specifications on page 15. 13 All other Models For all other models follow the bronze bushing sealed king pin design installation procedure for installation and use chart page 15 for new bushing diameter. NOTE: Easy Steer retrofit kit may contain king pin seals which are not part of the original design of the axle assembly. The Easy Steer bushings are to be installed .135" to .165” from the inner knuckle yoke faces. The grease hole in the bushing must line up with the grease hole in the knuckle. BUSHING SIZING METHODS DELRIN BUSHINGS (No Sizing Required) BRONZE BUSHINGS (Recommended Method) Reaming — this is the only method of sizing bushings Which gives accurate size and alignment of bores as good as a new factory finished part. Single purpose piloting reamers per the illustration and charted dimen- sions are the best. ‘An acceptable but less accurate reamer is a multipur- pose adjustable piloting reamer. One reamer, through trial and error, can accurately be sized tofit several axle sizes. This is not a preferred method since the cutter cannot be gaged for diameter and bushing bore align- ‘ment is not very accurate. Itis however, a more univer- sal and affordable tool Methods Not Recommended Burnishing—bumishing bars and balls are seldom the correct size and do not provide alignment of the upper and lower bushing bores, Honing— although thisis the most universal method of sizing bushings, itis not recommended because itdoes not provide good bushing bore alignment. Bushing bore size is good with this method EASY STEER BUSHINGS Reaming — as with bronze bushing, a new axle finish can only be accomplished with a reamer. See details Under “Bronze Bushings.” Methods Not Recommended Burnishing — the Easy Steer bushing material is too resilient to be sized with bumishing bars or balls. wwHoning —this method does not work well with the Easy Steer bushing material and does not provide proper alignment of the bores. This can be used as alast resort but must be done dry (no lubricant) and with new stones. REAMING PROCEDURE REAM UPPER BUSHING FIRST (Figure 21) (Push Down Lightly) Figure 21 1. Position the knuckle in a vise with soft metal shims {o protect the knuckle. It is preferable to have the king hole vertical. 2. Gently slide the reamer pilot through the upper bushing until the teamer cutters begin to engage the upper bushing, 3. Begin rotating the reamer and applying a light downward pressure with your hand at the same ‘time. Do not force the reamer by applying too much 14 ‘downward force. The reamer can be rotated atany speed but should be done smoothly. 4, After the reamer sizes most of the upper bus Suppo the eatner go that t does not drop ths bottom bushing as it completes the cut. 5. After the upper bushing has been sized, gently side the reamer through until it engages the bottom bushing. Repeat steps 3 and 4 for the bottom bushing. 6. Slide the reamer out through the bottom. if the teamer must be pulled back up through the bushing do so only while rotating the reamer in reverse. Any other way will damage the bushings. 7. Clear bushing debris from bores before instaling seals. REAM LOWER BUSHING SECOND (Figure 22) (Push Down Lightly)REMOVABLE PLOT ‘OPTIONAL A B ¢ Dez Eras ee | BUSHING INSTALLATION AND REMOVAL TOOL REAMING SPECIFICATIONS ‘Reamer Tool Nimers Er cese aie Gi Bimenstons inches) Dimensions (Al Dimensions in iehes) © c ¥ Axle Mode (090) | cecton FC-901, 600 and F-B01 ] ‘Easy Steer’ Retrofit Cais lei FO-s00501809 ~[ asi TAT £0. ay Steer Foo BUSTERS 8 4490 1.417 FOS Tas | aso | 1505 POSH +6005 | 650 | 1596 FE900 30 | 1595 FE-070 Dan shina’) = = FESO aa0| 1596 | 1.728 [F-01008 Sameas FEO ce aay Seer F-90800 aay Se Sune ao FSH lifes epeeeeceeete|caoa ‘Same as FESSI F000 =o Snes Fra aS frasimeamgese | vrre_[ vero | azois | 030 | 17o0 | 191 FROQTA [irre [7970 [71s | 025 | —17e0_|_19%2 Fra oamase 4.760 | 1.7855 | 17905 | 1025 | 1.780] 1912 FFA ‘720 | 17085 [17905 | 1025 | 1760 | —s9%2 FRATI [1306 [7.6100 [1.6045 [090 | 1.505 [1.725 | Fanta Same as FER ECT Foss se Samo as FSA FHT ae Es = = = Dorin Bustiro FAD S03, 087 To9es_| 104 FL901908 Same as FSO Rea Same as F041 FLa9ia9 i9e7 [20025 | 19905 | 103 | 1907 [ann FLaqieee “985 [20008 | 19055 [ior | 1987 [a6 Flas sane as F857 FLO51 Easy Steer Sea ‘Same as FL9é1 [Fosoreat [aos [20eis | 2050 | 11018 [2007 | 2179] Fu-so1 S108 j Fuaor e108 Same a5 FO-201 FAE 051 ee aes sen 16991 ‘Sane as FESDI “700 T Same a6 FSS NOTES: On wodels equipped wn Dein bushings, th rarer andthe emovalintalation ool ae not reouhed. NOTE: Models with tapered knuckle pins employ a sleeve in the upper bushing location allowing the upper and lower bushings to be reamed to the same size, 15GREASE SEAL INSTALLATION IMPORTANT: Do not install seals until bush- ings have been reamed; seals will be damaged during reaming. BRONZE BUSHING KNUCKLES A. Place steering knuckle bottom side up in a vise equipped with soft metal protectors. Position upper knuckle boss (top end down) between jaws of vise and lock securely. NOTE: Seals must be oriented as shown. Reversal of a seal will prevent purging of grease. B. With the top end of the knuckle held firmly in this position, place the seal over the knuckle counter- bore, with the rubber lip facing up. C. Using a suitable sleeve and a bronze drift, tap the seal into the knuckle until it bottoms against the bushing or counter bore. D. Repeat this procedure by reversing the knuckle for, the lower seal. NOTE: In the absence of a suitable driver, donot tap the seal in with a hammer. Setthe seal in the opening and cover it with a rigid flat metal plate. Tap the plate with ahammer directly over the seal until the seal is flush with the machined surface. Do not drivethe ‘seal any further. EASY STEER BUSHING KNUCKLES A. Follow instructions for bronze bushed knuckles A, B and C. B. Using a suitable sleeve and a bronze drift tap the seal into the knuckle bore until itis flush with the machined surface as shown in Figure 23. NACHINED /SURFACE BUSHING KNUCKLE ‘BORE Figure 23, EASY STEER RETROFIT INTO NON-SEALED AXLE DESIGNS ONLY ‘A. A driver is required to position the seals in the knuckle bore. B. Position the seals against the bushings as shown. 16CIRCUMFERENTIAL GREASE GROOVE: TO,OUTSIDE OF KNUCKLE — ‘TOP & BOTTOM BUSHING Figure 24 THRUST BEARING SEAL ASSEMBLY NOTE: Aluminum beam axles employ an inte- gral thrust bearing and seal assembly (Figure 25). Figure 25, NOTE: Some of the thrust bearings used in front axics have the word “TOP” stamped on the flat face of the bearing retainer. The stamped word “TOP” should NOT be used for bearing installation purposes. Refer to the fol- lowing instructions for proper bearing posi- tioning. 7 FRONT AXLES WITH THRUST BEARING SEALS ‘A. Before installing the thrust bearing and seal assem- bly on the steering knuckle, make certain the seal is assembled to the thrust bearing correctly B. Hold thrust bearing with the opening between the bearing cage and the retainer up. Then snap the seal securely over the opening (Figure 26). SEAL BEARING CAGE (OPEN SIDE uP) BEARING RETAINER, Figure 26 FRONT AXLES WITHOUT THRUST BEARING SEALS No sub-assembly is required. KNUCKLE TO AXLE CENTER ASSEMBLY ‘A. Clean knuckle and axle center bores of any dirt and. debris, and dry components, B. Place the knuckle in position on the axle center. THRUST BEARINGS WITH SEALS With the seal positioned on top of the thrust bearing, slide the bearing and seal assembly between the lower face of the axle center and the upper face of the lower knuckle yoke (Figure 27). IMPORTANT: The thrust bearing must be seat- edn the upper face of the lower knuckle yoke. On axles WITH thrust bearing seals the seal must always cover the opening between the bearing cage and retainer. Always install the bearing and seal assembly in the axle with the seal on top (Figure 27).Figure 27 THRUST BEARINGS WITHOUT SEALS With the open side of the thrust bearing facing down, slide the Dearing between the lower face of the axle center and the upper face of the lower knuckle yoke (Figure 28). IMPORTANT: The thrust bearing must be seat- ed on the face of the lower knuckle yoke. On axles WITHOUT thrust bearing seals the bear- ing should always be installed in the axle with the closed retainer face up and the cage face (with the opening) down (Figure 28). Figure 28 SHIM ASSEMBLY (Figure 29) ‘Shims must now be positioned between the upper axle center face and the upper knuckle yoke. Shims areused 18 to limit the vertical movement of the knuckle with re- spectto the axle center and king pin. Some clearance in this area is required however to allow grease to purge from the upper bushing area. Carefully inspect shims, new or used, to be sure none are kinked, bent or torn. Discard any that are damaged. Select a quantity of shims to obtain aslttle vertical end play as possible. Lift the knuckle in position and slide the shim pack between the axle center boss and the knuckle upper yoke. Figure 29 ‘Alignment of the king pin hole in the knuokle and axle center is now required for king pin installation. While looking down through the king pin hole, shiftthe knuckle toalignitwith the axle center. Now align the shims to be flush with the axle canter around the entire circum- ference of the king pin hole. The shim alignment can only be done through the upper bushing. Any protrusion. of any portion of the shim will prevent the king pin from, passing through and result ina damaged shim. NOTE: Shims are delicate and sharp. Extreme caution should be exercised while aligning shims so as not to cut fingers or bend the inside diameter of the shims. Damage to the shims during this entire procedure requires disassembly and replacement of the damaged parts. KING PIN INSTALLATION Straight King Pins ‘A. Smear clear chassis grease on the bottom halt of the king pin and insert it slowly into the top of the knuckle. King pins are marked with the Rockwell logo, part number and the word “top” on the topend of the pin. Rotate the pin to align the drawkey slots, with the drawkey holes in the axle. Slowly push the pin through the bushing, seal and shim pack. The pin should slide through the shim pack freely. Anyresistance greater than a hand push indicates mis- alignment. Remove the pin and realign the compo- nents. After the pin is inserted through the shim ack a brass hammer may be used to assist in installation. Care must be taken not to dislodge the lower grease seal as the king pin enters the lower, knuckle yoke. B. Center the king pin in the knuckle to equalize the distance from the top and bottom suriaces. For knuckles with a bottom welsh plug arrangement, increase the bottom gap to allow for assembly ofthe welsh plug and snap ring, C. Lightly tap the drawkeys into position, flat side to- ward king pin; do not firmly seat them until after the end play measurement. Install the lower drawkey from the front side and the upper drawkey from the rear. Aluminum axles use a double drawkey ar- rangement with a through bolt. Assemble so the wedged ends of the two keys contact the king pin ‘and torque to restrict pin from moving while the end play is measured. Measure end play per procedure ‘on page 21 and adjust if necessary. NOTE: Never install both drawkeys from. the same side. Seating Keys After the specified end play is obtained, seat the draw- keys firmly with a hammer and drift — all except aluminum axle which does not require seating (Figure 30), IMPORTANT: Both the threaded and non- threaded keys must be solidly seated in this manner. The nut torque on the threaded design is only sutticient to hold the key in position and isnotadequate to properly seat the key (except aluminum axle). Securing Threaded Drawkeys (Steel Axles) Install flanged locknut and torque to specification. (Re- fer to torque chart) Securing Double Key With Through Bolt (Aluminum Axles) Torque to specification, ‘Securing Plain Drawkeys Plain drawkeys are secured by staking with a pointed punch and must therefore be only slightly below the forged surtace of the axle center. King pin kits are supplied with three different length upper (shorter) and lower (longer) drawkeys. ‘The seated drawkeys should be 1/32" minimum to 1/8” maximum below the forged surface of the axle center boss. If the key falls out of this range, drive it out and replace it with the appropriate size. Use a sharp pointed steel punch to indent the forgingin 3 places around the drawkey hole (Figure 31). This Partially collapses the hole and wedges material against and behind the drawkey to prevent the key from backing out. Figure 30 Figure 31 19 wwTapered King Pin ‘A. Smear chassis grease on the tapered section of the. pin and insert the pin from the bottom of the knuckle, B. Smear chassis grease on the inside and outside of the king pin sleeve and insert it into the upper bushing bore over the king pin. C._ Install king pin nut, and torque only enough to seat the king pin for end play measurement D. Measure end play per procedure on page 21 and adjust if necessary. E. Torque nut to specification and install cotter key. If the cotter hole does not align with the nut castella- tion, advance the nut. Do not back the nut off. Rockwell does not recommend measurement of clear- ance tolerances on steering knuckles with shim gauges (feeler gauge). These will not give an accurate reading of end play. Use only a dial indicator. Procedure for Measurement of Knuckle End Play NOTE: End play is the free movement of the steering knuckle up and down along the axis of the king pin. Some end play is required to pre- vent binding of the knuckle while turning and to provide a passage for grease to purge dur- ing bushing lubrication. Excessive end play can cause interference between the king pin and end caps or retainers. A. With king pin caps off, turn the knuckle to the straight ahead position. Take a rubber mallet and repeatedly strike the top draft of the knuckle as shown. This will shift all of the components down ‘and remove grease layers so an accurate reading may be taken (Figure 32). B. Attach the dialindicator with a“C* clamp or magnet ic base to the knuckle spindle such that the knuckle can be turned freely as shown (Figure 33). C. Place the cial indicator plunger on the exposed end of the king pin so that its line of action is approx- imately parallel to the king pin center line (Figure 33), MAGNETIC BASE LOCATED AT EITHER PLACE Figure 33 D. Zero the dial indicator. E. Measure the knuckle clearance (end play) by using ‘a suitable lever to lift the knuckle while observing the dial indicator. Make a note of the measurement (Figure 34), NOTE: A protective pad, such as a piece of cardboard or heavy tape, should be placed between pry bar and aluminum axle center to prevent grooves. Figure 94‘A small hydraulic jack under a block of wood can be used beneath the knuckle to provide the necessary -ift. Keep lifting the knuckle until the dial indicator reading levels off (Figure 35). NOTE: Normal seating of the thrust bear- ing, seal and shims will increase the end play reading after a short time in service. PROCEDURE FOR MEASUREMENT OF KNUCKLE AND END PLAY WITH TIRE AND WHEEL ASSEMBLY MOUNTED: A. Securely biock vehicle to prevent rolling, B. Place ajackunder the axie beam as close as possi- bie to the knuskle end being checked and jack the Vehicle up until the tire is clear of the floor. C. Attach a dial indicator to the axle beam with a “C” clamp or magnetic base (Figure 36). Figure 35 CAUTION: When using a hydraulic jack, be sure that the axle is supported by two jack stands. Raising the end in this manner may cause an axle supported only inthe center totip and fall causing personal injury. F. Repeat Steps A through E with the knuckle in the full right and left turn positions. This is necessary to be sure that no binding or excessive play is present during turns. IMPORTANT: If binding exists or zero end play is measured anywhere in the full travel ofthe knuckle, remove shimsas required to obtain end play of .001" to .025”. IMPORTANT: After measuring knuckle clearance (end play) of over .025” add shims between upper knuckle pin boss and axle center end, as required, to obtain an end play of 001"-.025"(.02-.64 mm) through full range of turn, 21 Figure 36 D. Place the dial indicator plunger on top of the king pin ‘cap or knuckle forging so that its line of action is approximately parallel to the king pin center line E. Zero the dial indicator. F. Measure the knuckle clearance (end play) by using a suitable lever to lift the knuckle while observing the dial indicator. Make a note of the measurement On axles in service, the end play may increase toa maximum of .065" (1.70 mm) at which time it will be Necessary to re-shim end play back to .001"-.025" (.02-.64 mm)NOTE: Both knuckles should be checked. Wa reading of over .065" is taken, remove the tire and king pin cap and remeasure as per rebulld procedure. If the reading is stil over .065" then re- shim to specifications. INSTALLATION OF KING PIN CAPS, WELSH PLUGS AND RETAINERS IMPORTANT: Before king pin caps and/or welsh plugs are installed recheck drawkeys and king pin nut to be sure the final staking or torquing procedure has been completed. Omission of the final king pin securing steps may result in damaged or broken king pins and axle centers. KING PIN CAPS AND COVERS ‘A. Align king pin caps and gaskets and assemble to knuckles with capscrews and washers. 4. Gaskets do not have atop or bottom orientation and may be installed in either position. 2. Caps do requite orienting the flat side toward the gasket and knuckie. The flat, sealing side contains no numbering or lettering. B. Torque fasteners to specification. WELSH PLUGS A. Place welsh plug into the lower knuckle bore with the rounded (convex) side toward the king pin. B._ Install lock ring. C. On models not grooved for lock rings, secure the plugs in place by staking in four equally spaced Places. KING PIN RETAINERS ‘A. Onunits employing grooved knuckle pins that pro- {rude below the knuckle lower yoke, install lock ring in groove. ‘The upper ends of steering knuckle are protected with covers, caps, or retainers and felts. 3. Install the cover or cap and gasket with capscrews where used. 22 C. Install the felt, retainer and lock ring on the protrud- ing straight pins that are not provided with covers or caps. GREASING PROCEDURE A. Grease upper bushing first then lower. (Grease specification 617 A or B). If grease does not flow through the thrust bearing it will be necessary to raise the knuckle with a ack to close off passage of grease around the thrust bearing. Regrease the lower bushing and thrust bearing then remove jack. B. Rotate knuckle lock to lock to help distribute the grease. Note the knuckle will now be noticeably harder to rotate than during the end play measure- ment. This is normal, C. Repeat step 1. D. Onmodels using drawkeysfillthe voids in the draw- key holes with grease to prevent corrosion and ease future disassembly. INSTALLATION OF STEERING AND TIE ROD ARMS ‘A. Press fit key into steering arm and tie rod arm keyway near the small end of the taper. B. Insert arms into knuckle, NOTE: It is possible to mistakenly reverse the left hand and right hand tie rod arms. Distinction between left and right arm can be made by visualizing the tie rod assembly position. ‘On center point models FE970 and FF971 the tie rod ball stud is assembled into the arm from the top side; i.e., the ball stud is above the arm, This is also true for FU series axles with tie rod ends that are rebuildable. All other models have tie rod assemblies that install from the bottom side; ie., the ball stud is belowthe arm. CC. Assemble nuts and torque to specification. IMPORTANT: The correct torque range must be reached on steering arms and tierod arms. Torques below minimum will not seat the tapers properly and reduce service life. D. Install cotter keys. If the cotter hole does not align with the nut castellation, advance the nut tothe next castellation. Do not exceed the maximum specified torque value. Do not back nut off for cotter key hole alignment. TIE ROD ASSEMBLY AND INSTALLATION Tie tod assemblies with straight tubes contain left hand, threads on one end and right hand threads on the other. Those mate with similarly threaded tie rod ends. The ends therefore are not interchangeable. This type of assembly does not require removal from the arm fortoe- in adjustment and provides very fine adjustment. Tie rod assemblies with drop center tube contain coarse pitch threads on one side and fine pitch on the other. Ends for these are also not interchangeable. This type of assembly requires removal from the tie rod arm for adjustment since the drop center tube cannot be ro- tated, The differences in thread pitch provide a finer adjustment range for setting toe-in. A. Thread end assembles into tube equally on both sides to the approximate overall length required. B. Torque clamp lock nuts to specification. Assemble tie rod assembly into the tie rod armson the axle assembly. D. Torque the end assembly nuts to specification and install cotter key. E. Ifcotter pin hole does not align with the nut castella- tion, advance to the next castellation and install pin Donot exceed the maximum specified torque while doing this. Do not back nut off to align the cotter hole. NOTE: If tie rod end assemblies, tie rod tubes or tie rod arms have been removedor replaced, toe in must be checked and readjusted, 23 GENERAL WHEEL BEARING ADJUSTMENT ASSEMBLY ‘A. Assemble bearings and hub on the axle spindle. B. Install thrust washer, if used. C. Install the wheel bearing adjusting nut. Thread the nut against the bearing or thrust washer. Be sure there is sufficient clearance between the brake shoe and drum so brake shoe drag will notinterfere with the bearing adjustment. SEATING BEARINGS NOTE: It is recommended that a torque wrench be employed for assembly of the adjusting nut and jam nut. Tighten the adjusting nut to 100 Ib. ft. torque while rotating the wheal in both directions to be sure all bear- ing surfaces are in contact. Loosen the nut completely and then re-torque to 50 Ib. ft. while rotating the wheel. FINAL BEARING ADJUSTMENT The final bearing adjustment is designed to result in .001"to.010" end play. Always be sure that this endplay has been obtained after the jam nuthas been torqued or When the cotter pin has been installed. IMPORTANT: Failure to obtain end play as specified will cause bearing overload and pre- mature failure. ‘A. Foraxles that have single nut construction, back off adjusting nut 1/6 to 1/8 turn. Install cotter pin and ‘measure end play, adjusting if necessary. B, For axles that have double nut and lock construc- tion, backoff adjustingnut 1/4 to 1/Stum. Assemble wheel bearing lock ring ifused, jam nut lock and jam ‘ut, Tighten jam nut to torque specified below. Mea- sure end play and adjust if necessary. LB. FT. TORQUE NUT SIZE MIN. MAX. 1-1/8" to 2-5/8" 100 150 2.5/8" and over 100 200Bend the jam nut lock over the jam nut and over the adjusting nut if no lock ring is used. For assemblies using a dowelled adjusting nut, pierced lock washer, and no jam nut lock washer torque jam nut as follows, measure end play and adjust if necessary LB. FT. TORQUE MIN. MAX. 200 300 250 400 NUT SIZE 1-1/8" to 2-5/8" 2.5/8" and over STEERING STOP ADJUSTMENT All Rockwell axles are delivered with steering stop screws preset. Adjustments are often made by the vehi- cle manufacturer to accommodate various chassis de- signs and tire sizes. Steering stop adjustments on new vehicles are therefore not required. These adjustments of both axle steering stops and power steering unit should be periodically checked and corrected if necessary. The stop adjustment should be checked and corrected any time any part of the steering system is dis- assembled, replaced, added or adjusted. ‘Adjust the left and right knuckle steering stops to con- tact when the maximum turning angle of the specific, axleis reached, and lock with jam nut (Figure 37). Refer, to torque chart on page 24, MaxiMuM TURNING ANGLE Figure 37 24 NOTE: Do not adjust the turn angle beyondthat specified by the vehicle manufacturer. POWER STEERING GEAR (OR CYLINDER) ADJUSTMENT NOTE: Rockwell does not approve any power steering system without provision for pressure relief or positive mechanical stop to be set BE- FORE maximum turn angle is reached. The power must be cut off or reduced substantially ahead of the axle stop to prevent unnecessary stressing of the axle components. MECHANICAL RELIEF Vehicles with mechanical Pitman arm stops or assist cylinder stops should be adjusted to end the travel ofthe Pitman arm or cylinder 1/8" before the steering stop screw would contact the axle boss (Figure 38). KNUCKLE POSITION AFTER PIMAN ARM CYLINDER, ‘STOPS RESET STOP SCREW Figure 38 Maximum tur angle will then be determined by the arm oreylinderstop and not the axle stop. This must be done for full lft and full right turns. HYDRAULIC RELIEF Hydraulic steering gears equipped with poppet valves should be adjusted while a 1/4" to 3/16” spacer is held between the axle stop pad and stop screws. The poppet valves should be adjusted to allow pressure bypass at this position with spacer in place in full let and rightturn positions. During this setting the steering gear pressure should be at a minimum, 600 psi or less (Figure 39).KNUCKLE PosmioNs TURN ANGLE ‘STOP SCREW Figure 39 TOE-IN RECOMMENDATIONS ‘The following recommendations are for all Rockwell front steering axles. Rockwell concurs with the tire manufacturer's recom- mendation of 1/16" + 1/32" toe-in for bias ply or radial ply tires with the weight of the empty (unloaded) vehicle on the axle. For vehicles measured fully loaded the setting is 1/32" + 1/32" ‘Do not measure toe-in with the front axle jacked up. The toe-in should be measured with the weight of the vehicle on the axle. MAKE SURE VEHICLE IS ON A LEVEL FLOOR ‘A. Jack up the front axle. B. Use paint or chalk and whiten the center area of both front tites around the entire circumference. Position a scribe or pointed instrument against the whitened part of each tire and rotate the tires. The scribe must be held firmly in place so that a single straight line is scribed all the way around the tire. Lower vehicle on floor and then move the vehicle backward and then forward approximately ten feet. E. Position trammel bar at rear of tires and adjust pointers to line up with scribe lines and lock in place (scale should be set on zero). Pointers must be raised to spindle height on the tire as shown (Figure 40). 25 Figure 40 F Position the trammel bar at the front of the tires. ‘Adjust scale end so that pointers line up with scribe marks. (0r toe-out) from scale (Figure 41). MINUS A EQUALS TOEJN Figure 41 H, ‘The same measurements can be made with a steel tape measure at spindle height. Toe-in (or toe-out) is the difference between the measurement taken at the front and rear ofthe tires (Figure 41). It an adjustment is necessary, loosen cross tube clamps and rotate cross tube as required and tight- en clamps. Move vehicle backward and then foi ward about 10 feet. This is particularly important when setting the toe-in on vehicles equipped with, racial tires. Recheck toe-in setting to make SURE it is correct.NON-DRIVING FRONT AXLE CAMBER SPECIFICATIONS FF FG FL Series CONDITIONS LEFT (DRIVER'S) SIDE RIGHT SIDE 1. Camber angles machined into axles. +3/4° nominal +1/4° nominal less hubs. ¢ axle not mounted under vehicle. ® no load. 2. Camber angles of axle equipped with hubs. +3/4° (+7/16") 1/4? (£7116) ® axle not mounted under vehicle. or or © no load, +1-3/16°to +516 | +11/16" to -3116° (final reading) (final reading) 3. Camber angles of FF-931, FF-941, FL-931 and +11/16° to —3/16° +3/16° to — 11/16" FL-951 axles under rated load, (final reading) (final reading) ¢ axle mounted under vehicle. 4. Camber angles of FF-931A and FF-941A aluminum +13/16° to — 1/16" ++5/16° to — 9/16" beam axles under rated load. (final reading) (final reading) @ axle mounted under vehicle. IMPORTANT: Camber is not adjustable. ROCKWELL DOES NOT APPROVE OF CHANGING THE CAMBER ANGLE OR BENDING OF STEEL OR ALUMINUM BEAMS. Bending the axle beam to alter camber angles is detrimental to the integrity of the axle beam. It camber angles, of models mentioned, do not meet specifications shown in the chart, contact your area Rockwell Technical Service Representative for assistance. ~, Most other models have a +1° nominal camber on the left and right sides, for condition #1. Conditions #2 and #3 are proportionally higher. CASTER Caster settings are determined by the vehicle manufacturer; generally, manually steered vehicles operate best at 1°to 2-4/2” positive caster. Power steered vehicles are generally set between 2° and 4-1/2° positive caster. Center point models FE970 and FF971 are the only exceptions. These operate best at —1/2° to -2°caster. 16900 and 17100 series axles have +3° caster machined into the axle center. Al other models must be adjusted for the caster at assembly. For maximum steering effort reduction, easy steer axles should be set at 1° positive caster. 26TROUBLESHOOTING GUIDE ‘a, Rapid or Uneven Tire Wear © Incorrect toe-in setting ‘© Improper tire inflation © Unbalanced tires Improper Ackerman steering geometry @ Tandem alignment b. Toe-in Control © When setting toe-in, it is important to neu- tralize the component and tire deflections by backing up and then going forward and re~ checking the toe-in. This is especially impor- tant with radial tires. The check and possible re-set should be followed even if bearing plates are used 2. Hard Steering © Low power steering system pressure © Improper assembly of steering gear box ¢ Inadequate or improper lubrication of knuckle pins Inadequate mechanical advantage of steering system in steering box ratio, lengths of pitman arm and steering arm © Improper caster Tight draglink or tie rod ends © Worn thrust bearing 3. Rapid Wear of Cross Tube Ends © Inadequate or improper lubrication ‘© Improper installation of add-on type power steering cylinders © Severely contaminative environment Failure of protective rubber boot Bent or Broken Cross Tube, Broken Ball Stud, Bent or Broken Steering Arm or Cross Tube Arm © Excessive power steering system pressure © Misadjusted power steering cut-off © Operational (curbing) ‘© Improper installation of add-on power steering Heavily Worn or Broken Steering Arm Ballstud © Over tightened draglink ¢ Inadequate or improper lubrication © Misadjusted power steering stops Excessive Wear of Knuckle Pins and Bushings ‘© Worn or missing seals and gaskets Improper type of grease ¢ Inadequate lubrication frequency ¢¢ Improper lubrication technique © Inadequate lubrication frequency due to ex- treme operating conditions such as abrasive dust and sandy environments Front Axle Shimmy or Vibration © Incorrect caster setting © Wheels andlor tires not properly balanced ‘© Wom shock absorbers a7STRAIGHT KING PIN MODELSWS é Rockwell International Automotive Operations Rockwell International Corporation 2135 West Maple Road Troy, Michigan 48084 U.S.A. ~ va No 210-8) Copyright ockwel ternational 1967 Lito nS (04485)«a Ms #4 ku, * 3. Many of the component parts are interchan: Page 1 PREFACE This manual has been prepared to provide our customers with the necessary ‘information for the care, maintenance and safe operation of the Ridewel! Model RAS-227 and RAD-227 Series air ride suspensions. The Ridewell Air Ride Suspension is designed and engineered to provide continuous trouble-free operation. Properly maintained, it will provide many miles of trouble free service. In the event of a major breakdown, system safeguards are engineered into the suspension that will allow the vehicle to be driven carefully to the nearest place of service. Major features of the Ridewell Model RAS-227 and RAD-227 Series are: 1, The entire load of vehicle is carried 190% on air springs. This provides the vehicle with exceptional ride due to road shocks being | dampened to their maximum. 2. Parallelogram type tortjue arms mounted in rubber bushings. This gives the vehicle a unique road stability and allows the axles to articulate with no change in steering or drive line angle. - able between steering and drive suspensions. This allows for fewer parts ‘tg be stocked in your parts room, cePage 2 OPERATING INSTRUCTIONS The vehicle's air pressure must be built up and maintained in excess of 65 psi prior to operation. The reason, a minimum of 65 psi is required, 1s because an air brake protection valve has been installed in the service line leading to the suspension and must be opened preventing damage to air springs. This valve will automatically maintain safe air brake pressure should a loss of air due to a failure in the suspension system occur. Ride height of vehicle is automatically maintained by the use of Height Control Valves. These valves will increase or decrease the air pressure ‘in air springs as load is applied or removed from vehicle. In the event an air spring failure should occur.on one side, it is recomended the air springs on the opposite side be completely deflated. This should only be done if vehicle becomes difficult to operate. The ~ vehicle will then ride on the internal rubber bumpers of the air spring and can carefully be temporarily operated at a reduced speed. To deflate and cut off air pressure to damaged air, spring, disconnect the height control valve and rotate actuating lever arm to a vertical down "position. It should be noted that on the steering axle suspension there is only one (1) height control valve, and on the driving axle suspension there are two (2) ‘height control valves, a left and right hand. .Page 3 PRE-OPERATIONAL CHECK LIST Before vehicle is placed into service, the following steps should be taken. 1. Check all fasteners at frame attachment. 2. Check axle alignment - if alignment is out,see service procedure Page 6. 3. Check welds on clamping blocks in hanger, inside and out. Also, see that anti-turn washers are installed over head of alignment bolts and nuts. (oo oT s X indicates welds 4. Check torque of fasteners and weld of suspension to Drive Axle, Torque to 350 Ft. Lb. Torque to 350 Ft. Lb. 5. With vehicle on level~ground and air pressure built up in excess of 65 psi, all air springs should be of equal firmess. If not, see Page 8 and 9. 6. Check for proper ride height. If incorrect, see service procedure Page 8 and 9. ‘ Steer Axle X= 6.75 inches ‘ Drive Axle X= 8.06 inches 7. Check for clearance around air spring. B. Check for leaks and loose fittings on air lines. 9. “Check shock absorbers for any’ sign of leaking.Page ¢ PERIODIC OPERATION INSPECTION CHECK LIST After vehicle has been in operation for approximately 1,000 miles, all fasteners must be checked for proper torque. Refer to torque chart. Check for leaks and loose fittings on air lines. Check for equal firmess of air springs with vehicle on level ground and air pressure in excess of 65 psi. If not, see Page 8 and 9. Check air springs for any sign of wear marks. Check for proper ride height. Check welds at axle connection for any cracks. Check shock absorbers for any sign of leaking. 25,000 Mile Requirements Repeat all steps as 1,000 mile requirements. 50,000 Mile Requirements Repeat all steps as 1,000 mile requirements. Block frame of vehicle and allow axles to hang and, check air springs for signs of chaffing or wear. : ‘If tires are showing signs of uneven wear, alignment should be checked. This should be performed as soon as wear signs becone visible, Remove one shock absorber and push in and out; if there is little resistance, they should be replaced at this time. Note: Your vehicle may be equipped with adjustable shock absorbers in which case do not dispose of them, see Page 10. a “Page 5 ‘TROUBLE SHOOTING Possible Cause Remedy. AN Air Spring Flat or Slow to Fill Inadequate air pressure to suspension. Air filter may be clogged Defective Air Brake Protection Valve. Height Control Valve inlet clogged or not functioning. Build air pressure in excess of 65 psi. Check all air connections. Repair or replace Replace Repair or replace Air Spring Flat on One Side of Suspension Damaged air spring. Height Control Valve inlet clogged or not functioning Improperly adjusted Height Control Valve Replace Repair or replace See Page 8 and 9 for adjustment procedure. When Vehicle is Parked Suspension Deflates Rapidly Leak in air line Damaged air spring Locate and repair Replace : Vehicle Pulls to Left or Right Tire pressure s ‘Axle out of alignment Bushings in torque arm worn Inflate to specifications. See alignment procedure Page 6 See Service Instructions Page 7 Vehicle has Excessive Sway, ‘Air springs may be softer on one. side . Height Control Valve inlet may be clogged a Bushings in adjustable sway bar Bushings in torque arm worn Adjust Height Control Valve. See Page 8 and 9 Repair or replace Remove and replace See Service Instructions Page 7Page 6 SERVICE INSTRUCTIONS Replace an Air Spring Block frame of vehicle with proper jacks or stands. 2. Exhaust air from the suspension system. a 3. Disconnect air supply line and remove upper and lower mounting bolts on air spring. 4. Remove and replace air spring. Reconnect upper and lower mounting bolts and air supply line. 6. Torque all connections to specified torque. 7. Remove stands from frame and build air pressure in excess of 65 psi. 8. Check for air line leaks. Replace a Shock Absorber 1. Remove tires from axle if necessary. 2. Remove upper and lower mounting nuts. 3. “Remove and replace shock absorber. 4. Torque nuts to proper specifications. 5. Reinstall tire and torque wheel nuts to proper specifications. Note: .If your vehicle is equipped with adjustable shocks, see Page 10. Realignment of Axle 1. Remove anti-turn washers fro head of bolt and nut of eccentric bolts in hanger. 2. Remove 1%" nut on eccentric bolts. 3. To align axle, turn arrow marked on bolt head in direction you want axle to move. Note upper and lower arrows should-point in same direction. 4. When axle“is aligned, install new is" lock nut and torque to 750 ft. Ib. lubricated threads. 5. Reinstall anti-turn washers over head of bolts and nuts and tack weld in two (2) places. Note: If unit has been in service for more than 150,000 miles, it is recommended that at least one eccentric bolt be removed and visually inspected. Look for signs of wear on bolt and bushing sleeve. To remove eccentric bolt, turn arrow on bolt head to 12 o'clock position and tap out with hammer.Page 7 Replace Bushings in Torque Arms ecceeceemecciens a 10. ne 12. 3B. 4. Block frame of vehicle with proper jacks or stands and exhaust air from suspension system. Remove tires from axle. Support axle and remove shock absorber if required. Remove anti-turn washers from head of bolt and nut of eccentric bolts. Remove 1%" nut on eccentric bolt and turn arrow on bolt head to 12 o'clock position and tap out. Remove 14" Cap Screw from other end of torque arm in axle seat. Remove Torque Arms from suspension and press bushings out in hydraulic press. Reinstall new bushing in hydraulic press and be sure to use a rubber lubricant. Note: Bushing should be centered in Torque Beam Eye. New fasteners should be used at this time. Be sure to lubricate all fasteners with some type of rust preventative grease. Reinstall Torque Arms in suspension axle seat first and then to hanger. With Axle at proper ride hetght, torque Ih" Cap Screw in axle seat to 1,100 ft. Ibs. Insta] new eccentric bolts in hanger with arrow at 12 o'clock position and only snug the nut down. Reinstall shock absorber and tires. Follow procedure for Realignment of Axle for balance of work to be performed, PagePage 8 HEIGHT CONTROL VALVE > toeenur wernt : sor weve ani en ED, gear ol valve acqusinant en : ag, NYLON BLOCK eumaer a -ovr* To ain senna iN” AIR SUPPLY Having a clear understanding of how this valve functions, and what importance is placed on it will aid you in the successful operation of your vehicle. The Height Control Valve 1s the heart of the air control system. It is also the key valve in the operation of the suspension system, so.a great deal is required of it. In simple terms, this valve meters the air pressure auto matically to and from air springs controlling the relative position (mounting height) between vehicle frame and axle. How it Works . As load is applied, the actuating lever arm moves from its neutral position to the Up (intake) position. This opens the valve and air {s allowed to pass into air springs, bringing the actuating lever arm back to a neutral position. As load is removed, the actuating lever arm moves from its neutral position to the Dawn (exhaust) position. This opens another part of valve and air is allowed to exhaust from air springs, bringing the actuating lever arm back to a neutral position. . It should be noted the valve has a 2 - 6 second time delay and a 3/8" dead zone. This prevents unnecessary intake and exhausting of air springs as vehicle encounters uneven terrain at operating speed. How to Adjust Valve 1. With vehicle on level ground, build and maintain air pressure in excess of 65 psi. : 2. Disconnect links from valves and'rotate actuating lever arms down, exhausting all air from air springs. 3. On one valve rotate arm up, this will allow air into air springs. Bring arn of valve to neutral position when proper ride height is reached. See Note No. 6 of pre-operational check list, Page 3. 4. When proper ride height is reached, place locating pin in valve and loosen Jock nut on lever arm. Connect link and tighten lock nut to 5 ft. pounds.Page 9 5. Disconnect link and remove locating pin. Rotate arm down to exhaust air springs about halfway. Then reconnect link and air springs should reinflate to proper dimension. 6. Disconnect link from properly set valve and rotate lever arm down exhausting aul You are now ready to adjust other valve following steps 3, 4 and 5. 7. Important -- Connect links to both valves simultaneously, all air springs should inflate to proper ride height. At this time check to see that air springs are of equal firmness. Care and Maintenance Normal air brake system maintenance should be practiced. A protective screen has been installed on the air supply part of valve. This is to prevent dirt or foreign particles from entering valve and causing a malfunction. This screen can be taken off and cleaned. Visually inspect the valve for proper clearance around or damage to actuating lever. Never grease this valve. Valve Replacement The following steps should be performed before valve is replaced. 1, Build and maintain air pressure in excess of 65 psi. . 2. Disconnect the link. i 3. Move actuating lever arm up - hold for at least ten (10) seconds - air should flow into related air springs. 4. Move actuating lever arm to neutral position - air flow should stop. 5. Hove actuating lever arm down to exhaust air - NOTE: ’ Delay time should be same as intake. 6. Move actuating lever arm to neutral position - air flow should stop. 7. Valve is functional if performance is as noted.Page 10 SHOCK ABSORBER ADJUSTMENT 2ROCEDURE ADJUSTMENT If - after many thousands of miles of use - the damping effect of the shock ab- sorbers requires adjustment, this can be done as follows: Fig. 1 Remove the shock absorber from the vehicle and hold it vertically with the lower eye or pin attachment in a vice. Use clanp plates to prevent damage. ATTENTION If there is an indentation B in the dust cap C and the cover shows 2 holes A, the shock absorber is fitted with a bump rubber D. If so, fully extend the shock absorber and insert a round bar or screw driver through the holes. Push the bump rubber down and remove it. Fig. 2 Fully close the shock absorber at the same time turning the dust cap or piston rod slowly TO THE LEFT (anti-clockwise, see fig. 2 and 2 A) until it is felt that the cams of the adjusting nut engage in the recesses of the foot valve assembly (fig. 2 B). The damper may have already been adjusted. Therefore check whether the shock absorber is in the unadjusted position or not by keeping it closed and gently turning further TO THE LEFT counting at the same time the half turns until a stop is felt. Stop turning then and DO NOT USE FORCE. Fig. 3 Keeping the shock absorber closed (fig. 3 and 3A) make 2 half turns (360°) To THE RIGHT (clockwise). In case of prior adjustment add the number of half turns previously found. The total range is about 5 half turns. Pull the shock absorber out vertically WITHOUT TURNING for at least 1 cm to disengage the adjusting mechanism. The dust cap or piston rod may now be turned freely (fig. 38) ATTENTION Where 2 bunp rubber was installed, refit same inside the dust cap and by fully closing the shock absorber, the rubber will seat again at top of the dust cap. The shock absorber’ will perform as_néw again and can now be refitted. N.B. Adjustment must always be carried out in pairs - thus 2 front and/or 2 rear dampers - and for the same amount.Rockwell Technical Service Aid SUBJECT: EASY STEER™ STEERING KINGPIN KITS MODELS: FD-961, FF-931, 931A, 932, 933, 934, 941, 941A, 942, 943, 944, 952, 961; FG-931, 933, 941, 943, 952; FL-931, 941, 943, 951; 17100, 17101 THIS IS SUPPLEMENTAL INFORMATION FOR ROCKWELL FIELD MAINTENANCE MANUAL NO. 2. Easy Steer steering kingpin kits are used to service Easy Steer axles. The kits can also be used to convert conventional axles to Easy Steer axles. Each kit contains four bushings. The bushings can be different colors. The different colors indicate only that the bushings were manufactured at different locations. The different color bushings included in a kit are interchangeable. Use the kits as follows: STEP 1 STEP 3 UPRER KNUCKLE UPPER & LOWER USE TO BOSS BUSHING BUSHING REAM Kit No. [SERVICE [CONVERT mata 1307 Fr-o41 | FF-931 > Fro42 | FF-932 F943 | FF-933 Fro44 | FF.934 1308 FFO41A_| FF-931A 1308 FF-952 Fo04 = |FG-931 FG-043 | FG-933 FG-952 17100 47101 1312 FL-o41 | FL-03t FLe43 KNUCKLE F951 BORE 1315 FD-961 FF-961 STEP 4) a UPPER & LOWER STEP 2 GREASE SEAL TOWER KNUCKLE INSTALLATION BOSS BUSHING MARKED © DEPTH INSTALLATION AND SIZING OF BUSHINGS NOTE MACHINED ‘SURFACE SEAL uP BUSHING See Rockwell Field Maintenance Manual No. 2 for the correct procedures to remove and install the steering knuckle. Then see Figure 1. Step 1 Press the upper bushing approximately 1/8 inch into the knuckle and then relieve the pressure. Now press the bushing to the correct depth as indicated in the following chart. Paget PamadnUSA vans 467 Testor Supersaes TSA ‘678Step2 Put he knuckle bottom side up. Repeat step 1 for the lower bushing making sure you press the lower bushing to the correct depth as indicated in the following chart. A castion FINISH THE BUSHINGS BEFORE YOU INSTALL THE SEALS. A REAMER WILL DAMAGE THE SEALS. ‘Step 3 Use a reamer to finish the bushings. Do not use a burnishing bar or burnishing balls. The bushings must be finished to the diameter indicated in the following chart and must be in line with each other within 0.001 inch. A caution MAKE SURE YOU INSTALL THE SEALS SO THAT THE LIPS OF THE TWO SEALS ARE TOWARD EACH OTHER. IF YOU INSTALL THE SEALS BACKWARD, YOU WILL NOT BE ABLE TO PURGE GREASE WHEN YOU LUBRICATE THE KNUCKLE. Step 4 Install the upper and lower grease seals so that the seals are even with the machined surfaces of the knuckle bosses. FINISHED DIAMETER OF AXLE DEPTH OF DEPTH OF BUSHINGS (BOTH BUSHINGS ki No. | MODEL UPPER BUSHING | LOWER BUSHING | IN LINE WITHIN 0.001 INCH) 1307 | FF-931, FF-932 | 0.952-0.982 inch | 0.352-0.382 inch _| 1.7950-1.7960 inches. FF-993, FF-934 FF-941, FF-942 FF-943, FF-944 1308 _| FF-931A, FF-941A | 0.445-0.475 inch __| 0.290-0.20 inch _| 1.7950-1.7960 inches 1309 | FF-952, FG-931 | 0.952-0.382 inch | 0.952-0.382 inch _| 1.7950-1.7960 inches FG-933, FG-941 FG-943, FG-952 17100, 17101 (0.477-0.507 inch _| 0.412-0.442 inch _| 1.7950-1.7960 inches 1312 | FL-931, FL-941 | 0.955-0.985 inch | 0.670-0.700 inch 2.0000-2.0010 inches ~ FL-949, FL-951 1315 | FD-961, FF-961 | 0.952-0.382 inch _| 0.352-0.382 inch _| 1.7950-1.7960 inches ‘These Easy Steer steering kingpin kits are available from: Rockwell Intemational Florence Distribution Center 7975 Dixie Highway Florence, Kentucky 41042 Rockwell International ‘Automotive Operations Rockwell Intemational Corporation — "2135 West Maple Foss Troy, Michigan 48084 US.A ‘Supeoen TSAI Fro ovens 487 ‘eon Petad a USA,SERVICE MANUAL RIDEWELL "ALLAIR" SUSPENSTON MODEL RAS-227 AND RAD-227 FOR BLUE BIRD BODY CO.