2020 International LT — Wheel Alignment Specifications

Quick reference

Note: International publishes alignment values by VIN/axle model (e.g., Meritor/Dana steer axles, suspension option, tire size, and ride height). Always verify preferred values and allowable ranges in the official International service literature for your specific LT build. Do not substitute generic specs.

Adjustability

Front (steer axle)

• Toe: Factory-adjustable via the tie-rod sleeve/adjuster. This is the primary routine adjustment.
• Caster: Typically adjustable using steel caster wedges/shims between the leaf spring and axle pad on taper-leaf suspensions; some configurations allow fore/aft movement of the axle relative to the springs with shims. Ride height must be to spec before setting caster.
• Camber: Not factory-adjustable on solid I-beam steer axles. If camber is out of OEM range, correction is by axle bending performed by a heavy-truck alignment specialist or by addressing bent/defective components (axle beam, kingpin bores, hub). Do not attempt to correct camber with shims at the spindle on kingpin axles unless explicitly permitted by the axle manufacturer.
• SAI: Not adjustable; used as a diagnostic reference for bent axle beams, distorted knuckles, or kingpin inclination issues.

Rear (drive axles/tandems)

• Thrust/axle alignment: Adjustable depending on suspension. Most LT configurations use air-ride or taper-leaf drive suspensions with adjustable torque rods, eccentric cams, or slotted brackets at the axle/suspension link interfaces. These are used to square the primary drive axle to the frame centerline and align the secondary axle parallel to the primary.
• Toe: Not adjustable on drive axles. Toe concerns indicate housing damage or component deformation and require repair/bending by a qualified shop.
• Camber: Not adjustable; any camber on a drive axle indicates housing deflection.

Recommended adjustment hardware

• Front toe: Serviceable adjustable tie-rod sleeve; replace worn tie-rod ends as needed. Use new pinch bolts/clamps per OE torque.
• Front caster: Steel caster wedges/shims sized for the required caster change; new U-bolts, nuts, and washers are recommended whenever U-bolts are loosened or removed. Verify spring center bolt condition.
• Front camber: No bolt-on kit; correction by professional axle bending with calibrated equipment. Replace bent axle or knuckles if outside allowable bend limits per axle manufacturer (e.g., Meritor/Dana) guidance.
• Rear thrust/axle alignment: Use the suspension’s built-in adjusters—adjustable/replaceable torque rods, eccentric bushings, or slotted brackets as supplied by the suspension manufacturer (e.g., Hendrickson, International Air Ride). Replace worn bushings before adjustment. Where no adjusters exist, correction may require adjustable torque rods or component replacement per OEM.

Symptoms of bad alignment

• Feathered wear across steer tires: Typically excess toe-in/toe-out. Run your hand across the tread—sharp one way, smooth the other indicates toe feathering.
• One-shoulder steer tire wear: Excessive toe-in (outer shoulder) or toe-out (inner shoulder). Can also be compounded by camber or wheel bearing play.
• Pull or drift and uneven steer tire wear left vs. right: Caster split, ride-height issues, or frame/suspension thrust misalignment. Also check for tire conicity.
• Cupping/scalloping: Often shocks, imbalance, or loose components, but severe misalignment and bushing wear can contribute—inspect before aligning.
• Rapid steer wear with off-center steering wheel: Incorrect toe or drive-axle thrust angle causing the driver to hold constant steering input.
• Dog-tracking or crab-walk: Drive-axle thrust angle not zero; cab does not follow the trailer centerline.

When to align

• After replacing steering or suspension parts: tie-rod ends, drag link, kingpins/knuckles, springs/U-bolts, torque rods, bushings, airbags, or shocks.
• After setting/repairing ride height: Air-ride height must be corrected before alignment.
• After wheel/tire changes or rotations on steer axle, or if new tires show early irregular wear.
• After a curb/pothole impact, collision repair, or anytime the truck begins to pull, wander, or the steering wheel is off-center.
• As preventive maintenance: steer axle alignment checks every 6–12 months or 50–75k miles, and full tractor/thrust checks at similar intervals depending on duty cycle.

Typical alignment cost

• Steer axle (front-end) alignment: Approximately $200–$350 (USD) depending on region and shop.
• Full tractor (steer + tandem thrust/parallel): Approximately $300–$600. Additional time/parts if bushings, U-bolts, or torque rods are worn.
• Axle bending (to correct camber/toe on solid axles): Additional charge; only by qualified heavy-truck alignment facilities.

Actual prices vary; request a written estimate that includes pre-/post-printouts and any required hardware.

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