Page 1
Spicer® Steer Axles
Application Guidelines
SAAG2025
June 2025
Application Guidelines
As a world leader in drivetrain technology, Dana is focused on keeping
your business optimized and running strong. From breakthrough patented
technologies to industry-leading innovations, our commercial vehicle
products increase durability, reliability, and efficiency.
Page 2
Table of Contents
Introduction
Important Information About These Guidelines ......................ii
Purpose ..................................................................................ii
Use of Guidelines ....................................................................ii
Warranties ...............................................................................ii
Questions ...............................................................................ii
Changes to Guidelines ...........................................................ii
Guideline Sections
Steer Axle Application Guidelines Sections ........................... 1
1. Model Nomenclature
E-Series Steer Axles Nomenclature .......................................2
D-Series IADB Steer Axles Nomenclature ............................. 3
D-Series Steer Axles Nomenclature ...................................... 4
D-2X00 Series Steer Axles Nomenclature .............................5
2. Applications and Engineering Data
Engineering Data Information Descriptive Explanation .......... 6
3. Alignment/Adjustment
Wheel Alignment ..................................................................22
Camber ................................................................................ 22
Caster Adjustment ............................................................... 23
Toe Setting ...........................................................................24
Ackermann Geometry .........................................................25
Track ................................................................................... 26
Overall Width .......................................................................27
Tire SLR (Static Loaded Radius) ......................................... 27
Tire DRR (Dynamic Rolling Radius) ......................................27
Steering Stop .......................................................................28
Lubrication ...........................................................................29
Steering System ..................................................................30
Drag Link Angle ................................................................... 31
Toggle Angle ........................................................................ 31
4. Application Approval Procedure
Automatic Submission - Application Approval Database ....32
5. Glossary of Terms
Terms ...................................................................................33
Page 3
Introduction
Important Information About These Guidelines
Purpose
The purpose of these Application Guidelines is to
provide original equipment manufacturer (OEM) builders
of medium- and heavy-duty trucks with information
about which Spicer® Steer Axle products are approved
by Dana Corporation’s Commercial Vehicle Systems
(Dana CVS) for use in common vocational applications
in the USA and Canada.
Use of Guidelines
These Guidelines apply to On, On-Off, and OffHighway axle applications and vocations in the USA
and Canada. The Guidelines are classified by steer axle
weight ratings. Steer axle selection and approval are
based on GCW/GVW rating, GAWR, steering geometry,
vehicle track, tire size, and spring mounting conditions.
Vehicle applications that meet the specified vocation
definitions and specified axle criteria are approved
by Dana CVS for use within the applicable general
requirements and recommendations without formal
review by Dana CVS Engineering. Applications outside
the specified vocations, duty cycles, ratings, and all
off-road applications must be reviewed and approved
on an individual basis by the Dana CVS Application
Engineering Department.
Questions
For answers to questions concerning these Guidelines
or to request access to Dana’s CVS Engineering
Application Approval Request website for a use not
covered by these Guidelines, contact one of the
following:
Dana Sales and Service Office
Phone: 1-877-777-5360
24 hours a day in the USA or Canada
Dana Holding Corporation
Commercial Vehicle Systems
3939 Technology Drive
Maumee, OH 43537
Phone: 1-877-342-3000
Changes to Guidelines
These Guidelines are subject to change at any time,
without prior notice, at the discretion of Dana CVS.
Warranties
Dana CVS’s warranties for steer axles are set out in
the Spicer Warranty Guide (CVWG-0900). Applications
and installations must either meet the requirements
of these Guidelines or be approved by the Dana CVS
Applications Engineering Department. Failure to obtain
applications approval or the use of Spicer axles or
their components in non-approved applications will
void the Dana CVS warranty coverage. Modification of
the vehicle, changes in the vocational use, or service
outside the limits of these Guidelines will void the Dana
CVS warranty coverage. OEM assumes responsibility
for system-related dynamics that adversely affect
product performance.
Return to Table of Contents ii
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Guideline Sections
Steer Axle Application Guidelines Sections
These Guidelines are divided into five (5) main sections:
1. Model Nomenclature
Describes the Dana Families of Steer Axles along with a breakdown of the model designations.
2. Applications and Engineering Data
Detailed Engineering data including available steer arm options, tie rod arm options, tie rod geometry graphs, GAWR
versus track, and camber / toe change due to loading.
3. Alignment/Adjustment
Graphically displays Steer Axle alignment details – showing caster, camber, toe, Ackermann geometry, steering angle,
and lubrication requirements.
4. Application Approval Procedure
Details method of submitting an approval request for any application that falls outside the standard guidelines listed in
section 2. Also provides a link to instructions on how to use our Applications Database.
5. Glossary of Terms
Return to Table of Contents 1
Page 5
1. Model Nomenclature
E-Series Steer Axles Nomenclature
On-Highway / Line Haul / Regional Haul Usage
E - 120 2 IR
Beam Type
I - I-Beam Standard Overall Width
W - I-Beam Wide Track over 96” OAW
L - Optimized Weight
R - Light Weight Option
Design Level
2 - Heavy Duty Kingpin
Joint, 2-Drawkeys
Nominal Load Capacity
X 100 lbs.
Steer Axle Series
Return to Table of Contents 2
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1. Model Nomenclature (continued)
D-Series IADB Steer Axles Nomenclature
On-Highway / Line Haul / Regional Haul Usage
D - 120 1 IR
Beam Type
I - I-Beam Standard Overall Width
W - I-Beam Wide Track over 96” OAW
L - Optimized Weight
R - Light Weight Option
Design Level
1 - Integrated Air Disc Brake Knuckle
Nominal Load Capacity
X 100 lbs.
Steer Axle Series
Return to Table of Contents 3
Page 7
1. Model Nomenclature (continued)
D-Series Steer Axles Nomenclature
On-Highway / Medium Duty usage
D - 80 0 F
Beam Type
F - I-Beam Standard Overall Width
Design Level
Nominal Load Capacity
X 100 lbs.
Steer Axle Series
Return to Table of Contents 4
Page 8
1. Model Nomenclature (continued)
D-2X00 Series Steer Axles Nomenclature
On/Off-Highway / Severe Duty usage
D - 2X0 0 F
Beam Type
F - I-Beam Standard Overall Width
W - I-Beam Wide Track over 96” OAW
Design Level
Nominal Load Capacity
X 100 lbs.
Steer Axle Series
Return to Table of Contents 5
Page 9
2. Applications and Engineering Data
The following charts show all available Dana Spicer Steer Axles. The charts will have details on the following: Axle Model,
Max GAWR, Nominal Weight, Beam Drop, King Pin Intersection, Max Turn Angle, Max Track Width, Spring Mounting
Center Range, Nominal Overall Width, Max Tire Dynamic Rolling Radius, and Max Tire RPM.
Applications outside the specified vocations and duty cycles shown in Section 4 as well as the ratings (i.e: GAWR, track
and wheelbase) shown below, must be reviewed on an individual basis by the Dana Commercial Vehicle Application
Engineering Department.
Engineering Data Information Descriptive Explanation
Return to Table of Contents 6
Page 10
2. Applications and Engineering Data (continued)
Medium Duty D-Series Application Data
On-Highway / Medium Duty Usage
Max
Steer
Axle
Model
D-700F 7,000 268 3.50 1.00 71.0 50 84.5 31.0 35.0 78.48 96.0 20.0 504
D-800F 8,000 268 3.50 1.00 71.0 50 82.5 31.0 35.0 78.48 96.0 20.0 504
D-850F 8,500 268 3.50 1.00 71.0 50 82.0 31.0 35.0 78.48 96.0 20.0 504
Notes
1 Approximate, less wheel bearings, hubs, drums/rotors, brakes, and spindle nuts.
2 Drag link angle, relative to spring pad, should not exceed 13° at any orientation of steer arm travel. Any drag link angle that exceeds this limit requires further
Dana application engineering review and Dana approval.
3 The max torque about the king pin axis is not to exceed 28,450 in-lbs. Further evaluation is required for any torque that exceeds this limitation.
GAWR
Nominal
Weight
(lbs.) (lbs.) (in.) (in.) (in.) (deg) (in.) (in.) (in.) (in.) (in.) (in.) -
Beam Drop
1
"S" "C" Min Max
KPI
Max
Tur n
Angle
Max
Track
Width
SMC Range for
3" spring
Brg
Shoulder
to Brg
Shoulder
Nominal
Overall
Width
Tire Size
Max
DRR
Revs /
Mile
Return to Table of Contents 7
Page 11
2. Applications and Engineering Data (continued)
E-Series Application Data
On-Highway / Line Haul / Regional Haul Usage
Max
Steer
Axle
Model
E-1002IL 10,000 300 3.50 1.00 69.0 50 87.0 34.0 36.0 34.0 35.0 77.38 96.0 21.2 476
E-1002IR 10,000 307 3.50 1.00 69.0 50 89.0 32.0 36.0 32.0 35.0 77.38 96.0 21.2 476
E-1002LW 10,000 305 3.50 1.00 71.0 50 89.0 34.0 36.0 34.0 35.0 79.38 98.0 21.2 476
E-1002RW 10,000 319 3.50 1.00 71.0 50 91.0 32.0 36.0 32.0 35.0 79.38 98.0 21.2 476
E-1002XW 10,000 319 3.74 1.25 71.5 50 86.0 31.5 38.5 32.5 37.5 79.88 98.5 21.5 469
E-1252IL 12,500 300 3.50 1.00 69.0 50 81.5 34.0 36.0 34.0 35.0 77.38 96.0 19.9 507
E-1252IR 12,500 307 3.50 1.00 69.0 50 84.5 32.0 36.0 32.0 35.0 77.38 96.0 21.2 476
E-1252LW 12,500 305 3.50 1.00 71.0 50 83.5 34.0 36.0 34.0 35.0 79.38 98.0 19.9 507
E-1252RW 12,500 319 3.50 1.00 71.0 50 86.5 32.0 36.0 32.0 35.0 79.38 98.0 21.2 476
E-1202XW 12,350 319 3.74 1.25 71.5 50 84.0 31.5 38.5 32.5 37.5 79.88 98.5 21.5 469
E-1322IR 13,200 307 3.50 1.00 69.0 50 81.5 32.0 35.0 32.0 36.0 77.38 96.0 21.2 476
E-1322RW 13,200 319 3.50 1.00 71.0 50 83.5 32.0 35.0 32.0 36.0 79.38 98.0 21.2 476
E-1322I 13,200 362 5.00 0.86 69.0 50 85.5 30.0 37.0 31.0 36.0 77.38 96.0 21.2 476
E-1322W 13,200 376 5.00 0.86 71.0 50 87.5 32.0 39.0 33.0 38.0 79.38 98.0 21.5 469
E-1322XW 13,200 356 3.74 0.86 71.5 50 87.5 31.0 39.0 32.0 38.5 79.88 98.5 21.5 469
E-1462I 14,600 350 3.50 0.86 69.0 50 84.0 30.0 37.0 31.0 36.0 77.38 96.0 21.5 469
E-1462I 14,600 370 5.00 0.86 69.0 50 84.0 30.0 37.0 31.0 36.0 77.38 96.0 21.5 469
E-1462W 14,600 356 3.50 0.86 71.0 50 86.0 30.5 39.0 31.5 38.0 79.38 98.0 21.5 469
E-1462W 14,600 376 5.00 0.86 71.0 50 86.0 32.0 39.0 33.0 38.0 79.38 98.0 21.5 469
E-1462XW 14,600 356 3.74 0.86 71.5 50 86.0 31.0 39.5 32.0 38.5 79.88 98.5 21.5 469
Notes
1 Approximate, less wheel bearings, hubs, drums/rotors, brakes and spindle nuts.
2 Drag link angle, relative to spring pad, should not exceed 13° at any orientation of steer arm travel. Any drag link angle that exceeds this limit requires further
Dana application engineering review and Dana approval..
3 The max torque about the king pin axis is not to exceed 43,050 in-lbs. Further evaluation is required for any torque that exceeds this limitation.
GAWR
Nominal
Weight
(lbs.) (lbs.) (in.) (in.) (in.) (deg) (in.) (in.) (in.) (in.) (in.) (in.) (in.) (in.) -
Beam Drop
1
"S" "C" Min Max Min Max
KPI
Max
Tur n
Angle
Track
Width
Max
SMC Range
for 3" spring
SMC Range
for 4" spring
Brg
Shoulder
to Brg
Shoulder
Nominal
Overall
Width
Tire Size
Max
DRR
Revs /
Mile
Return to Table of Contents 8
Page 12
2. Applications and Engineering Data (continued)
D-Series, IADB, Application Data
On-Highway / Line Haul / Regional Haul Usage
Max
Steer
Axle
Model
D-1001IL 10,000 323 3.50 1.00 69.0 50 87.0 34.0 36.0 34.0 35.0 77.38 96.0 21.2 476
D-1001IR 10,000 330 3.50 1.00 69.0 50 89.0 32.0 36.0 32.0 35.0 77.38 96.0 21.2 476
D-1001LW 10,000 328 3.50 1.00 71.0 50 89.0 34.0 36.0 34.0 35.0 79.38 98.0 21.2 476
D-1001RW 10,000 342 3.50 1.00 71.0 50 91.0 32.0 36.0 32.0 35.0 79.38 98.0 21.2 476
D-1251IL 12,500 323 3.50 1.00 69.0 50 81.5 34.0 36.0 34.0 35.0 77.38 96.0 19.9 507
D-1251IR 12,500 330 3.50 1.00 69.0 50 84.5 32.0 36.0 32.0 35.0 77.38 96.0 21.2 476
D-1251LW 12,500 328 3.50 1.00 71.0 50 83.5 34.0 36.0 34.0 35.0 79.38 98.0 19.9 507
D-1251RW 12,500 342 3.50 1.00 71.0 50 86.5 32.0 36.0 32.0 35.0 79.38 98.0 21.2 476
D-1321IR 13,200 330 3.50 1.00 69.0 50 81.5 32.0 35.0 32.0 36.0 77.38 96.0 21.2 476
D-1321RW 13,200 342 3.50 1.00 71.0 50 83.5 32.0 35.0 32.0 36.0 79.38 98.0 21.2 476
D-1321I 13,200 385 5.00 0.86 69.0 50 85.5 30.0 37.0 31.0 36.0 77.38 96.0 21.2 476
D-1321W 13,200 399 5.00 0.86 71.0 50 87.5 32.0 39.0 33.0 38.0 79.38 98.0 21.5 469
D-1461I 14,600 373 3.50 0.86 69.0 50 84.0 30.0 37.0 31.0 36.0 77.38 96.0 21.5 469
D-1461I 14,600 393 5.00 0.86 69.0 50 84.0 30.0 37.0 31.0 36.0 77.38 96.0 21.5 469
D-1461W 14,600 379 3.50 0.86 71.0 50 86.0 30.5 39.0 31.5 38.0 79.38 98.0 21.5 469
D-1461W 14,600 399 5.00 0.86 71.0 50 86.0 32.0 39.0 33.0 38.0 79.38 98.0 21.5 469
Notes
1 Approximate, less wheel bearings, hubs, drums/rotors, brakes and spindle nuts.
2 Drag link angle, relative to spring pad, should not exceed 13° at any orientation of steer arm travel. Any drag link angle that exceeds this limit requires further
Dana application engineering review and Dana approval..
3 The max torque about the king pin axis is not to exceed 43,050 in-lbs. Further evaluation is required for any torque that exceeds this limitation.
4 D-1XX1 assemblies utilize knuckles with integrated air disc brake (IADB) anchor plate. Resultant dressed axle assembly results in 35 lbs. weight savings over
equivalent E-1XX2 models with separate caliper anchor plate and attaching hardware.
GAWR
Nominal
Weight
(lbs.) (lbs.) (in.) (in.) (in.) (deg) (in.) (in.) (in.) (in.) (in.) (in.) (in.) (in.) -
Beam Drop
1,4
"S" "C" Min Max Min Max
KPI
Max
Tur n
Angle
Track
Width
Max
SMC Range
for 3" spring
SMC Range
for 4" spring
Brg
Shoulder
to Brg
Shoulder
Nominal
Overall
Width
Tire Size
Max
DRR
Revs /
Mile
Return to Table of Contents 9
Page 13
2. Applications and Engineering Data (continued)
D-2X00 Application Data
On/Off-Highway / Severe Duty Usage
Max
Steer
Axle
Model
D-2000F 20,000 440 3.50 1.25 68.04 50 87.0 32.0 35.0 77.90 96.00 21.5 469.0
D-2000F 20,000 479 5.00 0.56 68.04 50 87.3 32.5 36.5 77.90 96.00 21.5 469.0
D-2000W 20,000 529 5.24 1.50 70.68 50 88.5 32.0 37.5 80.52 98.24 21.5 469.0
D-2200F 22,800 440 3.50 1.25 68.04 45 82.5 32.0 35.0 77.90 96.00 21.5 469.0
D-2200F 22,800 479 5.00 0.56 68.04 45 82.5 32.5 36.5 77.90 96.00 21.5 469.0
D-2200W 22,800 529 5.24 1.50 70.68 50 85.3 32.0 37.5 80.52 98.24 21.5 469.0
Notes
1 Approximate, less wheel bearings, hubs, drums/rotors, brakes, and spindle nuts.
2 Drag link angle, relative to spring pad, should not exceed 13° at any orientation of steer arm travel. Any drag link angle that exceeds this limit requires further
Dana application engineering review and Dana approval.
3 The max torque about the king pin axis is not to exceed 58,850 in-lbs. Further evaluation is required for any torque that exceeds this limitation.
4 Dual steer arms are required except for when de-rated to 16,000 lbs. GAWR.
GAWR
Nominal
Weight
(lbs.) (lbs.) (in.) (in.) (in.) (deg) (in.) (in.) (in.) (in.) (in.) (in.) -
Beam Drop
1
"S" "C" Min Max
KPI
Max
Tur n
Angle
Max
Track
Width
SMC Range for
4" spring
Brg
Shoulder
to Brg
Shoulder
Nominal
Overall
Width
Tire Size
Max
DRR
Revs /
Mile
Return to Table of Contents 10
Page 14
2. Applications and Engineering Data (continued)
D-700F
D-800F
D-850F
Camber
Camber
FrontAxle
Load (lbs.)
4,000 0.35 0.10
5,000 0.28 0.03
6,000 0.21 -0.04
7,000 0.14 -0.11 D-700F
8,000 0.07 -0.18 D-800F
8,500 0.04 -0.21 D-850F
Return to Table of Contents 11
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.039” or 0.052° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Page 15
2. Applications and Engineering Data (continued)
E-10 02 X W
E-1202X W
Camber
Camber
Front Axle
Load (lbs.)
4,000 0.46 0.21
5,000 0.42 0.17
6,000 0.38 0.13
7,000 0.33 0.08
8,000 0.29 0.04
8,500 0.27 0.02
9,000 0.25 0.00
10,000 0.21 -0.04
11,000 0.17 -0.08
12,000 0.13 -0.13
12,350 0.12 -0.15
Return to Table of Contents 12
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.117” or 0.015° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Page 16
2. Applications and Engineering Data (continued)
E-1322X W
E-14 62 X W
Camber
Camber
Front Axle
Load (lbs.)
4,000 0.49 0.24
5,000 0.46 0.21
6,000 0.43 0.18
7,000 0.39 0.14
8,000 0.36 0.11
9,000 0.33 0.08
10,000 0.29 0.04
11,000 0.26 0.01
12,000 0.23 -0.02
13,200 0.19 -0.06 E-1322XW
14,000 0.16 -0.09
14,600 0.14 -0.11 E-1462XW
Return to Table of Contents 13
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.013” or 0.017° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Page 17
2. Applications and Engineering Data (continued)
E-10 02IR D-1001IR
E-1252 IR D-12 51IR
E-1322IR D-1321IR
Camber
Camber
Front Axle
Load (lbs.)
6,000 0.37 0.12
7,000 0.32 0.07
8,000 0.28 0.03
9,000 0.24 -0.01
10,000 0.19 -0.06 E-1002IR
11,000 0.15 -0.1
12,000 0.11 -0.14
12,500 0.09 -0.16 E-1252IR
13,200 0.06 -0.2 E-1322IR
Return to Table of Contents 14
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.019” or 0.025° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Page 18
2. Applications and Engineering Data (continued)
E-10 02RW D -10 01RW
E-1252 RW D-12 51RW
E-1322RW D-1321RW
Camber
Camber
Front Axle
Load (lbs.)
6,000 0.37 0.12
7,000 0.32 0.07
8,000 0.28 0.03
9,000 0.24 -0.01
10,000 0.19 -0.06 E-1002RW
11,000 0.15 -0.10
12,000 0.11 -0.14
12,500 0.09 -0.16 E-1252RW
13,200 0.06 -0.20 E-1322RW
Return to Table of Contents 15
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.011” or 0.015° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Page 19
2. Applications and Engineering Data (continued)
E-1462I D-1461I
Camber
Camber
Front Axle
Load (lbs.)
6,000 0.42 0.17
7,000 0.38 0.13
8,000 0.35 0.10
9,000 0.31 0.06
10,000 0.28 0.03
11,000 0.24 -0.01
12,000 0.21 -0.04
13,200 0.16 -0.09
14,000 0.14 -0.11
14,600 0.12 -0.14
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.014” or 0.019° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Return to Table of Contents 16
Page 20
2. Applications and Engineering Data (continued)
E-14 62W D -1461W
Camber
Camber
Front Axle
Load (lbs.)
6,000 0.43 0.18
7,000 0.39 0.14
8,000 0.36 0.11
9,000 0.33 0.09
10,000 0.29 0.04
11,000 0.26 0.01
12,000 0.23 -0.02
13,200 0.19 -0.06
14,000 0.16 -0.09
14,600 0.14 -0.11
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.013” or 0.017° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Return to Table of Contents 17
Page 21
2. Applications and Engineering Data (continued)
E-1322I D-1321I 5” Pad Drop
E-1462I D-1461I 5” Pad Drop
Camber
Camber
Front Axle
Load (lbs.)
6,000 0.42 0.17
7,000 0.39 0.14
8,000 0.35 0.10
9,000 0.32 0.07
10,000 0.28 0.03
11,000 0.25 0.00
12,000 0.21 -0.04
13,200 0.17 -0.08
14,000 0.14 -0.11
14,600 0.12 -0.13
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.010” or 0.013° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Return to Table of Contents 18
Page 22
2. Applications and Engineering Data (continued)
E-1322W D-1321W 5” Pad Drop
E-1462W D-1461W 5” Pad Drop
Camber
Camber
Front Axle
Load (lbs.)
6,000 0.41 0.16
7,000 0.38 0.13
8,000 0.34 0.09
9,000 0.3 0.05
10,000 0.27 0.02
11,000 0.23 -0.02
12,000 0.2 -0.05
13,200 0.16 -0.10
14,000 0.13 -0.12
14,600 0.11 -0.14
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.010” or 0.012° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Return to Table of Contents 19
Page 23
2. Applications and Engineering Data (continued)
D-2000F
D-2200F
Camber
Camber
Front Axle
Load (lbs.)
6,000 0.50 0.25
7,000 0.48 0.23
8,000 0.45 0.20
9,000 0.43 0.18
10,000 0.41 0.16
11,000 0.39 0.14
12,000 0.37 0.12
13,200 0.34 0.09
14,000 0.33 0.08
14,600 0.31 0.06
16,000 0.28 0.03
18,000 0.24 -0.01
20,000 0.20 -0.05
22,000 0.15 -0.10
22,800 0.14 -0.11
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.000” or 0.001° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Return to Table of Contents 20
Page 24
2. Applications and Engineering Data (continued)
D-2000W
D-2200W
Camber
Camber
Front Axle
Load (lbs.)
6,000 0.33 0.08
7,000 0.28 0.03
8,000 0.23 -0.02
9,000 0.18 -0.07
10,000 0.13 -0.12
11,000 0.08 -0.17
12,000 0.03 -0.22
13,200 -0.03 -0.28
14,000 -0.07 -0.32
14,600 -0.10 -0.35
16,000 -0.17 -0.42
18,000 -0.27 -0.52
20,000 -0.37 -0.62
22,000 -0.47 -0.72
22,800 -0.51 -0.76
Return to Table of Contents 21
(degrees)
Left Right
Total Toe Change:
Toe out change = 0.000” or 0.001° per 1,000 lbs. of vertical
load.
Toe change based on a tire diameter of 43.5 inches.
Page 25
3. Alignment/Adjustment
2 -
1 - P
2 - Negative camber
1 -
Wheel Alignment
Correct wheel alignment promotes longer tire life, reduced wear, and ease of handling while minimizing strain on the
steering system and axle components. Use vehicle manufacturer’s instructions to inspect wheel alignment.
Note: A total vehicle alignment is recommended when aligning the steer axle.
Camber
Camber is the vertical tilt of the wheel as viewed from the front of the vehicle. This is machined in at time of manufacture
and is not adjustable. Most roads are made with a crown which means that the outside/right hand of the lane is lower than
the left side of the lane. This improves the drainage of the road but adversely affects the vehicles handling. Road crown
must be compensated for in alignment settings because a crowned road causes a vehicle to pull or drift to the lower side
of the road. Typically, adjustment of camber is made to have slightly more positive camber on the left to compensate for
the road crown. Proper camber, in combination with correct toe and caster, assures that the tread is as flat against the
road as possible under all driving conditions.
"Positive" camber is an outward tilt
of the wheel at the top.
21
ositive camber
Vertical center line
"Negative" camber is an inward tilt
of the wheel at the top.
21
Vertical center line
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Page 26
3. Alignment/Adjustment (continued)
4 - Rear of truck
34
4 - Rear of truck
34
Caster Adjustment
Caster is the fore and aft tilt (toward front or rear of vehicle) of the steering kingpin as viewed from the side of the vehicle.
The basic purpose of caster is to maintain directional control, giving more on-center feel to the steering and return the
vehicle to a straight-ahead position when exiting a turn. A bicycle is a good example of caster where the front fork is
almost always tilted back, giving the front wheel positive caster. On a heavy truck, caster is adjusted when the steer axle is
mounted on the front springs. Typically, a wedge-shaped spacer block is used to initially set caster.
"Positive" caster is the tilt of the top of the
kingpin toward the rear of the vehicle.
1
2
1 - Vertical center line
2 - Kingpin center line
3 - Front of truck
"Negative" caster is the title of the top of the
kingpin toward the front of the vehicle.
1
1 - Vertical center line
2 - Kingpin center line
3 - Front of truck
2
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Page 27
3. Alignment/Adjustment (continued)
Toe Setting
Toe is the difference between the tire centerline-to-centerline distances as viewed from the front of the vehicle. This is
adjustable by loosening the cross-tube clamps and turning the tube. Each end is threaded opposite so that when you turn
one direction the tube assembly gets longer and, if you turn the other direction, it gets shorter, moving the tires in or out
depending on the adjustment needed. Cross tube clamps must be re-tightened when adjustment is completed.
Toe-in
Front of vehicle
A
Toe-in
Distance at front of tire is less
than distance at rear of tire
B
Toe-out
Front of vehicle
A
Toe-out
Distance at front of tire is greater
than distance at rear of tire
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Page 28
3. Alignment/Adjustment (continued)
Ackermann Geometry
Ackermann Geometry is a geometric arrangement of linkages in the steering of a vehicle designed to solve the problem
of wheels on the inside and outside of a turn needing to trace out circles of different radii. When a vehicle is steered, it
follows a path which is part of the circumference of its turning circle, which will have a center point somewhere along a
line extending from the axis of the fixed axle. The steered wheels must be angled so that they are both at 90 degrees to
a line drawn from the circle center through the center of the wheel. Since the wheel on the outside of the turn will trace a
larger circle than the wheel on the inside, the wheels need to be set at different angles. The Ackermann steering geometry
solves this concern by moving the steering pivot points inward so as to lie on a line drawn between the steering kingpins
and the center of the rear axle. This arrangement ensures that at any angle of steering, the center point of all of the circles
traced by all wheels will lie at a common point.
Ideally, the point of intersection of the normal to the steering wheels on both sides should intersect on the line normal to
the center of the drive axle. If we did not introduce a positive tie rod angle, the tires would try to drive at the same turn
radius.
Wheelbase and Track
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Page 29
3. Alignment/Adjustment (continued)
As per above, when negotiating a turn, the inside wheel needs to turn at a higher rate than the outside wheel. This is
accomplished by adjusting the angle of the tie rod arm. Dana Spicer steer axles must be set-up depending on wheelbase
and track width in order to satisfy the Ackermann Geometry requirements. The dimensions “G” and “H” (from the figure
below, arm offset from KPI and arm length respectively) control the tie rod arm angle. These dimensions are present in the
Engineering Data Sheets of Dana axle products.
Track
Track is defined as the measured distance between the centers of the tires. This is created by the combination of steer
axle, hubs, and tire/wheels. The picture below shows this relationship.
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Page 30
3. Alignment/Adjustment (continued)
Overall Width
Overall width is defined as the dimension across the widest point on the axle. As seen in the picture above, this overall
width is across the wheel studs on the hub as shown.
Tire SLR (Static Loaded Radius)
Tire SLR or Static Loaded Radius is the measured distance from the ground at point of contact to the center of the spindle
/ tire while at the recommended load. This recommended load would be the GAWR. The picture below shows the SLR for
a typical situation.
Centerline of spindle/tire
SLR
For (non-drive) steer axle assemblies, the SLR is typically only used for dry park steer analysis.
Tire DRR (Dynamic Rolling Radius)
Like tire SLR, tire DRR, or Dynamic Rolling Radius, is also the distance from the ground at point of contact to the center
of the spindle. However, Tire DRR applies while the tire is rotating at vehicle speeds and inflated to the recommended
pressure for the appropriate vehicle application. The tire DRR is approximated from the tire supplier’s defined revolutions
per mile. Tire DRR is greater than tire SLR.
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Page 31
3. Alignment/Adjustment (continued)
Steering Stop
Steer Stops are set during vehicle assembly at the factory. Adjustment can be accomplished by loosening the jam nut and
turning the stop screw in or out depending on turn angle needed. Jam nut must be re-tightened once desired steer stop
angle has been set. The picture below shows where this turn angle is established and the relationship between the stop
screw and the forged stop on the beam. Steering stops are used to limit the amount of turn angle in a vehicle depending
on clearance of the tires and steer axle components to the frame rails, suspension, etc. Most steering gears have poppet
relief plungers that, when properly adjusted, will cut off power assist at the end of steering travel. This reduces pump
wear and excessive stress on steering linkage components. They should be adjusted to cut power assist leaving a gap
of 1/8” to 3/16” between the spindle stop and the axle. It is important that the steer stops are set properly first in order
for the steering gear poppets to be properly adjusted to protect the power steering system. This adjustment procedure is
described on the following pictures.
In addition to steering system components, the steering gear(s) must utilize some method of pressure relief to avoid
damage to the stop screw, knuckle, or beam. This will also reduce the likelihood of the stop screws loosening in the
knuckle.
Steer Knuckle "Turn Angle" Adjustment
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Page 32
3. Alignment/Adjustment (continued)
Lubrication
Proper lubrication practices are important in maximizing the service life of your steer axle assembly. For detailed
lubrication instructions, please reference Dana’s Commercial Vehicle Lubrication Manual (LM072012).
• Kingpins, Thrust Bearings, and Tie Rod Ends.
• On-Highway Applications – Standard
Pressure lubricate every 6 months or 25,000 miles (80,000 km).
• On-Highway Applications – LMS
Pressure lubricate every 1 year or 100,000 miles (160,000 km). A more frequent lubrication cycle is required for axles used in on/o
highway, refuse, or other severe service applications.
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Page 33
3. Alignment/Adjustment (continued)
Steering System
The following shows a typical truck steering system from - the input from the driver through the steering wheel - to the
output at the tires contacting the ground.
1. Tilt/Telescope Steering Column
2. Intermediate Column
3. Power Steering Gear
4. Pitman Arm
5. Tie Rod End
6. Drag Link
7. Tie Rod Assembly
8. Power Steering Pump
9. Reservoir
10. Suction Line
11. Supply Line
12. Return Line
13. Steering Arm
14. Steering Knuckle
15. Ackerman Arm
16. Steering Wheel
(courtesy of TRW Automotive – Commercial Steering Systems)
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Page 34
3. Alignment/Adjustment (continued)
Drag Link Angle
Based on the pictures below of the steering system, the drag link angle should not exceed 13 degrees relative to the
I-Beam spring pad. The drag link axis is defined through the spherical center of the ball studs at each end of the link.
Any drag link angle that exceeds this limit, at any orientation of steer arm travel, requires further evaluation from Dana CVS
Application Engineering.
Toggle Angle
In addition to the drag link requirement above, the toggle angle should not exceed 165 degrees. The toggle angle is
defined as the intersection of the axis through the ball stud spherical center projected to the king pin axis and the drag link
axis.
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Page 35
4. Application Approval Procedure
Automatic Submission - Application Approval Database
Requests can be submitted using the Dana Commercial Vehicle Systems Applications Approval Database found at the
following site:
https://www.cvsengineering.com/
Applicants must have a user ID and password from Dana Applications Engineering prior to use.
Note: Paper copies are no longer utilized. Vehicle parameters must be entered in the online database.
Application approvals are valid for 3 years.
The majority of Dana’s axle volume is for bare axle assemblies – less brakes, wheel ends, speed sensors, calipers, and
related hardware. The vehicle manufacturer is responsible for the selection of these components, system integration of
these components, and obtaining application approval from the relevant suppliers.
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Page 36
5. Glossary of Terms
Terms
ABS – Antilock Brake System; ABS electronically monitors
wheel speed and prevents wheel lock-up by rapidly cycling the
brakes during panic stops and when stopping on low-friction
surfaces.
Ackermann geometry – the relative angular movements of
the front wheels while traveling along a curved path; a double
pivoting steering system where the outer tie rod arms are bent
slightly inward so that when a vehicle is making a turn, the
wheels toe-out and the inside wheel will turn more sharply
than the outer wheel; this is done to compensate for the
greater distance the outside wheel must travel; these angular
movements relate to the length of wheelbase and the width
of track; true Ackermann geometry includes the Jeantaud
modification to Rudolph Ackermann’s original principle.
Alignment – method of maintaining proper relationship between
all components of the steering system.
Beam drop – distance from the kingpin to spindle intersection
and the spring mounting pad surface.
Bearing shoulder to bearing shoulder dimension – distance
from the machined inner bearing contact point on one side of
the axle to the other machined inner bearing contact point on
the other side.
Caster, Positive – kingpin centerline projected ahead of the
road contact point.
Compressible inserts – foam inserts installed in the top and
bottom of the kingpin under the cap that reduce the pressure/
vacuum that is found in the bushing area during typical service.
Cramp angle – maximum turn of steering wheel in either
direction.
Creep rating – load rating for a vehicle used at a regulated
low speed while maneuvering or driving with lift able axles in
retracted mode.
Cross link – composed of the adjustable cross tube and
threaded tie rod ends with ball sockets that connect the LH
knuckle tie rod arm to the RH knuckle tie rod arm.
Cross tube – center tube portion of a cross-link assembly that
is threaded with opposite threads on each end thereby allowing
adjustment by turning the tube with one hand.
CTI – Central Tire Inflation; means to easily adjust the vehicle
tire pressure, both inflate and deflate, for the conditions
encountered whereby improving vehicle mobility performance.
Double drop – beam having a drop in the center between the
spring mounting pads as well as the drop from the KPI to the
spring mounting pads.
Belleville washer – also known as coned-disc springs
or Belleville disc springs; provide very high loads at small
deflection and also maintain a constant force regardless of
dimensional variations due to wear, temperature changes or
tolerances.
Bridge formula – formula used to determine maximum gross
weight permissible on any group of axles.
Broached bushing – bushing that is finished by a round cutting
tool that has multiple teeth each removing a small portion of the
bushing material to achieve desired finished size.
Camber – the tilt of the wheel side to side while looking from
the front; places the road contact point closer to the king pin
axis thereby reducing road inputs to the steering system and
contributes to steering stability.
Camber, negative – top of the wheel tilts inward.
Camber, positive – top of the wheel tilts outward.
Caster – tilt of the kingpin centerline looking from the side;
offers directional stability and assists in returning wheels to a
straight-ahead position through self-centering action.
Caster, Negative – kingpin centerline projected behind the road
contact point.
Draglink – connection between the pitman arm and the steer
ball on the steer arm; acts as a pull-and-push rod to convey
steering movements from the chassis-mounted steering box to
the spring-mounted axle.
Draglink Angle – Angle of the draglink assembly relative to the
spring pad in the side view.
Draw key – fastener that works like a wedge and provides
a mechanism to lock the beam to the kingpin while allowing
rotation of the knuckle on the kingpin.
Drop socket – socket with the ball center not coincident with
the threaded end.
Dry park maneuver – turning steering wheel/tires without any
forward or reverse movement.
Dual draw key – arrangement of two draw keys used to
balance load on kingpin maintain alignment of kingpin to
knuckle/beam bore.
Foam insert – foam piece also known as the compressible
insert.
GAWR – Gross Axle Weight Rating; is the total weight capacity
of the axle.
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Page 37
5. Glossary of Terms (continued)
GCWR – Gross Combination Weight Rating; is the total weight
capacity of a combination vehicle, (tractor and trailer) as
determined by axle ratings; it includes the weight of the vehicle
and payload.
Grade – the degree of inclination of a road.
I-Beam – forged steel structural beam constructed in the shape
of an “I”.
Integral knuckle – one piece steel knuckle forging made with
both steer and tie rod arms forged into one piece.
Jam Nut – second nut on a screw or bolt which locks against
the first nut (i.e., jams against it so that the nut won't come
loose).
Kingpin – front axle pin allowing wheels to steer vehicle.
Kingpin inclination angle – angle of the kingpin in relation to
a vertical line at the point of intersection on the ground at tire
contact as viewed from the front or back.
Knuckle – integral with the spindle, the inner portion of which is
affixed to and pivots on the kingpin.
Knuckle cap – bolt on or threaded in cap used to seal the
outer sides of the upper and lower portion of the steer knuckle;
this cap is used to prevent contamination from getting into the
kingpin joint area.
Knuckle seal – seal built into inner side of the upper and
lower portion of the steer knuckle; this seal is used to prevent
contamination from entering the areas between the kingpin, the
knuckle and the beam.
KPI – King Pin Intersection or King Pin Index– This is generically
used to define the width of the I-beam. This is the distance
between the left and right points where the king pin axis
intersects the knuckle spindle centerline.
Liftable axle – axle that is capable of lifting off the ground and
reducing load during parking maneuvers and lowering to the
ground and reducing the load for bridge laws.
Limited access – roads where access is controlled and limited
to entrance and exit in designated areas such as highway
ramps; see also Turnpike.
Line Haul – trucking involving moving different types of freight
in high mileage operation (over 60,000 miles/year).
LMS – Low Maintenance System that eliminates wheel-bearing
adjustment and increases service intervals using a combination
of lube, bearings and seals.
Locator dowel hole – drilled hole located centrally on the
spring pad drilling that is used to locate the caster block used
to attach the springs to the steer axle.
OAW – Overall Width across the widest portion of the vehicle/
axle/etc.
OEM – Original Equipment Manufacturer.
Off Highway – operation exceeding 10% of the time on
unimproved surfaces such as loose dirt, mud and sand.
On Highway – refers to trucking performed on turnpike quality
roads, freeway or expressway.
On/Off Highway – refers to trucking operations that involve
traveling both on highway and on roads of lesser standards, for
example timber hauled out of the woods on forest roads and
then on the highway to the mill.
Pitman arm – arm attached between the steering gear sector
shaft and the drag link which transmits the steering force from
the cross shaft to the steering linkage system; this is how
the rotary motion of the steering wheel is turned into lateral
movement of the arm.
Pusher axle – a "dead axle" (no driving capability) used to give
vehicle more weight carrying capacity; a pusher axle is ahead
of the drive axle; a tag axle is behind the drive axle; this type
of axle may have the capability of being raised or lowered and
some are made to be “steerable”.
Regional Haul – on-highway usage within a region, typically a
one day round trip.
Relief pressure – maximum pressure where the steering gear
is protected from providing too much load into the steering
system.
Rolling radius – distance from center of the tire to the ground
under rated axle capacity at maximum vehicle speed.
Secondary – roads that are typically well-maintained gravel
or crushed rock, surface conditions are not as favorable as on
primary roads.
Sensor sleeve – rigid steel sleeve mounted in the knuckle
to provide a pilot for the ABS sensor to be mounted in close
proximity to the tone ring on the hub.
Shims – spacers used to fill in the space between knuckle and
top of beam after thrust washer is installed on the bottom side
of the beam.
SLR – Static Loaded Radius; distance, expressed in inches,
from the center of a tire/wheel assembly to the pavement,
measured when mounted on a vehicle and loaded to its
maximum rated capacity.
SMC – Spring Mounting Center; distance between frame rails
where beam is mounted in the vehicle.
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Page 38
5. Glossary of Terms (continued)
Spring pad – flat locator surface on the beam is drilled for the
specific mounting pattern for the U-bolt connect to the leaf
spring.
Steer arm – rigid connection between the steering mechanism
and the steer knuckle.
Steer arm swing radius – radius created when the steer
knuckle rotates from stop to stop; establishes clearance
window.
Steering gear – the mechanism that translates the steering
wheel rotation into movement at the steer knuckle through the
draglink.
Steering knuckle – the inner portion of the spindle that is
connected to and pivots on the kingpin allowing the wheels to
turn while under load.
Stop screw – a combination screw and lock nut arrangement
that limits the angular travel of the steer knuckle in a steer axle.
Tag axle – a "dead axle" (no driving capability) used to give
vehicle more weight carrying capacity. A tag axle is behind the
drive axle. This type of axle may have the capability of being
raised or lowered and some are made to be “steerable”.
Toggle Angle – Angle between axes of 2 steering members
(TR assy & TR arm axis or Drag link assy and steer arm axis.)
Generally, the max toggle angle should not exceed 165° at any
steering position.
Track – distance between the centers of the tires.
Tubular beam – beam constructed of a seamless / hollow tube
with forged steel beam ends welded on the ends to create the
foundation of a steer axle.
Turnpike – expressway or freeway.
Wheelbase – distance between centerline of front to rear axles
or to centerline of tandem axle.
Wide track – axle that is wider than standard maximum 96”
overall width.
Woodruff key – a half-moon shaped piece of metal used to
secure something to a shaft which has a notch cut in the shaft
to accommodate the key.
Zerk – grease fittings; lubrication fitting used for pressurized
grease application
Taper – cone shaped object or form.
Thrust bearing – these bearings are designed to carry only
thrust loads.
Tie rod arm – the arm that is rigidly connected to the steer
knuckle that ties the LH knuckle to the RH knuckle and also
sets up the steering/Ackermann geometry.
Tie rod arm angle – the angle formed in the horizontal plane
between the vertical plane formed by the kingpin intersection/
pivot point and the tie rod arm mounting hole where the tie rod
end attaches.
Tie rod socket assembly – threaded part with a ball socket
for articulation which attaches in the cross tube for adjustment;
each end is threaded the opposite of the other.
Tie rod offset – the distance from the kingpin intersection/pivot
point to the tie rod arm mounting hole where the tie rod end
attaches in the lateral direction.
Tire pressure controls – see CTIS.
Toe – the difference between the tire centerline-to-centerline
distances in the front versus the rear.
Toe-in – positive toe; tires are pointing in as seen from the front;
provides straight-line directional stability.
Toe-out – negative toe; tires are pointing out as seen from the
front; will result in “road wander”.
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Page 39
Notes
Return to Table of Contents 36
Page 40
Dana.com/CV/Contact
Application Policy
Capacity ratings, features, and specifications vary depending upon the model and
type of s erv ice. Application app rovals m ust be obt ained from Dana; cont act your
representative for ap plica tion approval. We re ser ve the rig ht to chan ge or mod ify o ur
product specifications, configurations or dimensions at any time without notice.
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