2021 International MV Wheel Alignment Specifications

Quick reference

Note: All toe measurements are given in inches, with positive values indicating toe-in and negative values indicating toe-out.

Adjustability

On the 2021 International MV, some alignment angles are adjustable from the factory, while others require aftermarket solutions or specialized repair techniques.

Front Axle:

• Camber: Factory non-adjustable. If camber is outside the acceptable range, it often indicates bent suspension components (e.g., axle beam, control arm, kingpin inclination issues). Correction typically involves replacing damaged parts or, in some cases, using aftermarket eccentric bushings or offset kingpin kits to achieve minor adjustments.
• Caster: Factory adjustable. Caster is typically adjusted using shims or eccentric bushings at the leaf spring mounts or control arm pivots, depending on the specific suspension design of your International MV. Proper caster settings are crucial for steering stability and return-to-center feel.
• Total Toe/Individual Toe: Factory adjustable. Toe is the most commonly adjusted angle and usually involves adjusting the tie rod ends. This is a critical adjustment for tire wear and steering response.
• SAI (Steering Axis Inclination): Factory non-adjustable. SAI is a geometric angle built into the steering knuckle and suspension design. If SAI is out of specification, it almost always indicates a bent steering knuckle or axle beam. Correction requires replacement of the affected components.

Rear Axle:

• Camber: Factory non-adjustable. Similar to the front, rear camber on a solid axle International MV is determined by the axle housing’s straightness. Deviations typically indicate a bent axle housing or damaged suspension components (e.g., bent spring perches or axle tubes). Repair usually involves replacing or repairing the axle housing.
• Total Toe/Individual Toe: Factory non-adjustable on a solid rear axle. Rear toe is set by the manufacturing of the axle housing. If rear toe is out of specification, it indicates a bent axle housing, spring perches that are misaligned, or a shifted axle. Aftermarket kits involving shims or specialized brackets can sometimes correct minor issues, but significant deviations often necessitate axle repair or replacement.
• Thrust Angle: While not directly adjustable, thrust angle is a result of the rear axle's alignment relative to the vehicle's centerline. An incorrect thrust angle is caused by incorrect rear toe on one or both sides or a shifted rear axle. Adjusting the rear axle's position (e.g., loosening U-bolts and shifting the axle on its spring perches, or adjusting control arm lengths if equipped with a multi-link rear suspension) can correct this.

Recommended adjustment hardware

Given the heavy-duty nature of the International MV, precise adjustments are crucial. While most toe adjustments are made with factory tie rod ends, for non-adjustable camber and significant caster corrections, aftermarket solutions might be considered. While specific kits vary by model year and suspension configuration, common types of hardware include:

• Eccentric Bushings: Used in control arms or leaf spring eyes to make small camber or caster adjustments.
• Shims: Often used with leaf springs to alter caster or sometimes camber on solid axles.
• Offset King Pin Kits: For kingpin front axles, these kits can provide minor camber and caster adjustments by changing the kingpin inclination.

Always consult with a reputable heavy-duty alignment specialist who is familiar with International trucks to determine the best course of action and appropriate hardware.

Symptoms of bad alignment

Ignoring alignment issues on a commercial vehicle like the International MV can lead to significant operational costs and safety concerns. Here's what to look for:

• Uneven Tire Wear: This is the most common indicator.
  • Feathering: Sawtooth-like wear across the tread, often indicating excessive toe-in or toe-out.
  • Shoulder Wear: Wear on only the inner or outer edge of the tire, typically pointing to incorrect camber.
  • Cupping/Scalloping: Irregular dips and rises around the tire's circumference, which can be caused by a combination of alignment issues, worn suspension components, or improper tire balancing.
• Vehicle Pulling: The truck drifts to one side when driving on a straight, level road. Can be caused by incorrect camber or caster on one side, or an incorrect thrust angle.
• Loose or Wandering Steering: The steering feels vague, and the vehicle constantly requires minor steering corrections to stay straight. Often linked to insufficient caster or excessive toe-out.
• Hard Steering/Poor Returnability: The steering wheel is difficult to turn or doesn't return to the center position easily after a turn. This can be a sign of excessive caster.
• Steering Wheel Not Centered: The steering wheel is crooked when the vehicle is traveling straight ahead. This almost always indicates an incorrect toe setting, even if the vehicle drives straight.

When to align

Regular alignment checks are vital for commercial vehicles. Schedule an alignment:

• After Suspension or Steering Component Replacement: Any work involving steering knuckles, tie rods, drag links, control arms, kingpins, leaf springs, or axle components necessitates an alignment.
• After Tire Replacement: New tires are a significant investment; protect them with a fresh alignment.
• After an Accident or Impact: Hitting a curb, pothole, or any other significant impact can throw off alignment.
• When Diagnosing Tire Wear Issues: New wear patterns are a clear signal.
• As Part of Routine Maintenance: Many fleets schedule alignments annually or semi-annually, or every 50,000 miles, depending on usage.

Typical alignment cost

The cost of an alignment for a 2021 International MV can vary significantly depending on your location, the shop, and the extent of the necessary adjustments. A basic front-end alignment for a heavy-duty truck can range from $150 to $350. If the rear axle also requires shimming or repositioning to correct thrust angle or rear toe, or if seized components need freeing or replacement, the cost could increase, potentially reaching $400 to $800 or more. Always get a detailed quote before authorizing any work.

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