1967 CHEVROLET CAMARO suspension

REAR SUSPENSION AND DRIVE LINE 4-39

Fig.
103—Removing Bearing Caps

these joints are disassembled, repack bearings

and lubricate reservoir at end of trunnions with

high-melting point wheel bearing lubricant and

replace the dust seals.

1.
Remove bearing lock rings from trunnion yoke.

2.
Support trunnion yoke on a piece of 1-1/4" I.D. pipe

on an arbor bed.

NOTE:
Due to length of the propeller shaft it

may be more convenient to use a bench vise,

for removal and installation, instead of an arbor

press.
In this case, proceed with disassembly

and assembly procedure as with an arbor press.

3.
Using a suitable socket or rod, press trunnion down

far enough to drive bearing cup from yoke (fig. 103).

4.
Remove dust seals from trunnion, clean and inspect

bearing rollers and trunnion. Relubricate bearings

with a lithium base chassis lubricant.

NOTE:
In addition to packing the bearings,

make sure that the lubricant reservoir at the

end of each trunnion is completely filled with

lubricant. In filling these reservoirs, pack lu-

bricant into the hole so as to fill from the

bottom. This will prevent air pockets and ensure

an adequate supply of lubricant.

5. Place new dust seals on trunnions - cavity of seal

toward end of trunnion - then position Tool J-21548
over end of trunnion and into cavity portion of seal.

Press seal onto trunnion until tool bottoms against

trunnion (fig. 104). .

NOTE:
Installation of seal is critical to proper

sealing - use specified tool during installation to

prevent seal distortion and to assure proper

seating of seal on trunnion.

6. Partially install one bearing cup into yoke. Place

trunnion in yoke and into bearing cup. Install other

bearing cup and press both bearing cups into yoke

(fig. 105) being careful to keep trunnion aligned in

bearing cups.

7. Press bearing cups far enough to install lock rings,

and install lock rings.

Installation

1.
Inspect yoke seal in the transmission and replace, if

necessary, as described in the transmission section.

2.
Insert propeller shaft front yoke into transmission.

NOTE:
On Corvette models, install front yoke

into transmission then position propeller shaft

between yoke and companion flange; install "U"

bolts to front yoke.

3.
Align propeller shaft with companion flange, using

reference marks established in "Removal" pro-

cedure, connect the rear universal joint by installing

"U"
bolt clamps over bearing trunnions - torque

nuts to specifications.

Fig.
104—"U" Joint Trunnion Seal installation
Fig.
105—Installing Bearing Cup and Trunnion

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-40

Fig.
106—Removing Propeller Shaft from Companion Flange

PROPELLER SHAFT (SAGINAW)

Removal

1.
Raise vehicle sufficiently to permit access to propel-

ler shaft and mark relationship of rear yoke to

companion flange.

2.
Remove trunnion bearing retaining strap attaching

screws from both bearings (fig. 106).

3.
Lower rear of propeller shaft, being careful not to

dislodge bearing caps from trunnion, and tape bear-

ing caps to trunnion.

4.
Withdraw propeller shaft front yoke from transmis-

.sion by moving shaft rearward, passing it under the

axle housing. Watch for oil leakage from transmis-

sion output shaft housing.

Repairs

NOTE:
Because of the elastic properties of the

nylon retainers, the trunnions must be pressed

from the yokes. Pressing the trunnions from the

yokes will shear the retainers which renders

the bearing caps unsuitable for reuse. A service

Jdt, which employs a snap ring to retain the

trunnion, must be used when reassembling the

propeller shaft (fig. 107).

1.
Remove trunnion at differential end of propeller shaft

Fig.
107—Service Kir Trunnion (Saginaw)
Fig.
108—Pressing Trunnion Bearing from Propeller Shaft

using the following procedure:

a. Support trunnion on a press bed so that the

propeller shaft yoke can be moved downward.

Support front of propeller shaft so that shaft is

in a horizontal position.

b.
Using a piece of pipe or similar tool, with an ins-

side diameter slightly larger than 1 1/8", press

bearing from yoke (fig. 108).

c. Apply force on yoke around bearing until nylon

retainer breaks. Continue to apply force until the

downward movement of the yoke forces the bear-

ing as far as possible from the yoke (fig. 109).

d. Complete removal of bearing by tapping around

circumference of exposed portion with a small

hammer (fig. 110).

e. Rotate propeller shaft so that opposite bearing

-may be removed in the manner described above.

f. Remove trunnion from yoke.

Remove trunnion at transmission end of propeller

shaft using the following procedure:

a. Support splined yoke on a press bed and the rear

of the propeller shaft on a stand so that shaft is

horizontal. Be sure that weight is evenly dis-

tributed on each side of the splined yoke and that

the fixed yoke half of the "U" joint is free to

move downward.

b.
Using a piece of pipe or similar tool, with an

inside diameter slightly larger than 1 1/8", press

bearing from yoke (fig. 108).

c. Apply force on yoke around bearing until nylon

retainer breaks. Continue to apply force until the

downward movement of the yoke forces the bear-

ing as far as possible from the yoke (fig. 109).

d. Complete removal of bearing by tapping around

circumference of exposed portion with a small

hammer (fig. 110).

e. Rotate propeller shaft so that opposite bearing

may be removed in the manner described above.

f. Remove splined yoke and trunnion from propeller

shaft.

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-41

Fig.
109—Bearing Partially Pressed from Propeller Shaft

g. Support exposed trunnion fingers on press bed and

press splined yoke from bearing caps using

method described above,

h. Remove trunnion from splined yoke.

3.
Install trunnion and bearing assembly to the propel-

ler shaft yokes using the,following procedure:

NOTE:
The trunnion and bearing assembly used

at the differential end of the propeller shaft

incorporates two different size bearing caps.

The larger bearing caps (with the annular

grooves) must be mated with the propeller shaft

yoke.

a. Install bearing cap and seal about one-fourth way

in on one side of yoke, using a soft-faced hammer

to tap the bearing into position. Check bearing

cap during installation to ensure that it does not

become cocked in yoke.
Fig.
Ill—Installing Trunnion to Propeller Shaft

b.
Insert trunnion into yoke (fig. 111).

c. Firmly seat trunnion into bearing cup and press

bearing cup into yoke until it is flush with yoke.

d. Install opposite bearing cap and seal making sure

that rollers do not become jammed on trunnion.

Check for free movement of trunnion in yoke.

e. Install bearing retainer snap rings making sure

that gap in ring is toward yoke (fig. 112).

Installation

1.
Inspect yoke seal in the transmission extension, re-

place if necessary as described in the transmission

section.

2.
Insert propeller shaft front yoke into transmission

extension, making sure that output shaft splines

mate with propeller shaft yoke splines.

3.
Align propeller shaft with companion flange using

reference marks established in "Removal" pro-

cedure; remove tape used to retain trunnion bearing

caps;
connect exposed bearing caps to companion

flange by installing retaining strap and screws—

torque screws to specifications.

Fig.
110—Removing Bearing from Propeller Shaft
Fig.
112—Installing Snap Ring to Retain Trunnion

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-42

Fig.
113—Rear Suspension Special Tools (Chevrolet, Camaro, Chevelle and Chevy II)

1.
J-8614

2.
J-21057

3. J-21468

4. J-5748

5. J-21830

6. J-7574

7. J-7877

8. J-21474

9. J-9458
Companion Flange Remover—Consists of J-8614-1

Holder, J-8614-2 Nut and J-8614-3 Screw.

Drive Pinion Oil Seal Installer—Heavy-Duty Axle.

Drive Pinion Oil Seal Installer—Light Duty

Axle—Used with J-9458.

Positraction Torque Measuring Adapter.

Upper and Lower Control Arm Bushing Puller-

Consists of J-21830-2 Adapter, J-21830-4 Receiver,

J-21830-7 Bridge—Used with J-21058-6 Spacer,

and J-21830-3 Spacer.

Chevrolet Lower Control Arm Front Bushing

Remover/Installer—Consists of J-7574-4 Receiver,

J-7574-1 Remover, J-7574-2 Installer Adapter,

J-7574-3 Spacer.

Chevrolet Tie Rod Bushing Remover/Installer—Consists

of J-7877-1 Remover Adapter, J-7877-2 Bushing

Receiver, J-7877-3 Installer Adapter—Used with

j-7079-2
Handle.

Chevelle Control Arm Bushing Remover—Consists of

J-21474-5 Receiver, J-21474-1 Spacer and

J-21474-2 Adapter.

Drive Pinion Oil Seal Installer—Light Duty

Axle—Used with J-21468.
10.
J-21051 Rear Wheel Bearing and Oil Seal Installer-

Heavy Duty Axle—Used with J-7079-2.

11.
J-21491 Rear Wheel Bearing and Oil Seal Installer—Light

Duty Axle—Used with J-8092.

12.
J-2619 Rear Wheel Bearing and Oil Seal Remover (Slide

Hammer).

13.
J-8119 Rear Wheel Bearing and Oil Seal Remover—Used

with J-2619.

14.
J-21058 Upper and Lower Control Arm Puller—Consists of

J-21058-15 Screw and J-21058-8 Nut—Used

with J-21830.

15.
J-8092 Driver.Handle—Threaded Type.

16.
J-7079-2 Driver Handle—Insert Type.

17.
J-21548 Propeller Shaft "U" Joint Trunnion Seal Installer.

18.
J-21991 Chevelle Upper Control Arm Carrier- Bushing

Remover Adapter.

19.
J-5853 Torque Wrench—In. lbs.

20.
J-5810 Torque Wrench Adapter (3/4" to 3/8")

21.
J-1313 Torque Wrench—ft. lbs.

Tools Not Illustrated

J-22553 Rear Spring Front Bushing Remover/Installer Consists

of J-22553-1 Receiver, J-22553-2 Installer—Used

with J-21978-1 Receiver, J-21058-8 Nut and

J-21058-15 Puller Screw.

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-43

Fig.
114—Rear Suspension Special Tools (Corvette)

1.
J-8111-23 Torque Control Arm Spacer Flaring Tool

2.
J-22602 Wheel Drive Spindle Remover

3.
J-9436 Wheel Drive Spindle Outer Bearing Installer

4.
J-21057 Drive Pinion Oil Seal Installer

5. J-8331 Wheel Drive Spindle Outer Bearing Remover

6.
J-7877 Strut Rod Bushing Replacement Sef

7. J-7817 Wheel Drive Spindle Bearing Cup Installer

8.
J-21548 Propeller Shaft "U" Joint Trunnion Seal Installer

9. J-21556 Axle Drive Shaft "U" Joint Trunnion Sea! Installer

10.
J-5748 Positraction Torque Measuring Adapter

11.
J-7079-2 Driver Handle (Insert Type)

12.
J-8001 Dial Indicator Set

13.
J-8092 Driver Handle (Threaded Type)

14.
J-7055-1 Torque Control Arm Bushing Installer

15.
J-8614 Rear Axle Companion Flange Holder

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-5

LEVEL CYLINDER

TILTED CYLINDER

Fig.
8—Correct Main Cylinder Fluid Level

expelled brake fluid flows in a solid stream from the

bleeder hose and no bubbles are present, then close

bleeder valve tightly.

6. Remove brake bleeder wrench and bleeder hose from

wheel cylinder bleeder valve.

7. Repeat Steps 2 through 7 on the remaining wheel

cylinders in the correct bleeding sequence (fig. 5).

8. Fill the main cylinder to the levels shown in

Figure 8.

9. Install main cylinder diaphragm and cover.

PUSH ROD TO MAIN CYLINDER CLEARANCE

The brake pedal has a definite stop which is permanent

and not adjustable. This stop consists of a rubber

bumper at the release end of pedal travel. Before

adjusting push rod to main cylinder clearance, make

sure pedal returns to the fully released position freely

and that the pedal retracting spring has hot lost its

tension, then proceed as follows:

1.
Loosen check nut on push rod.

2.
Turn push rod as required to provide correct ad-

justment. Movement of pedal pad before push rod

contacts main cylinder pistons must be 1/16" to

1/4" (fig. 9).

3.
Tighten check nut against clevis, and recheck

movement.

HYDRAULIC BRAKE LINES

Hydraulic Brake Hose

The flexible hoses which carry the hydraulic pressure

from the steel lines to the wheel cylinders are carefully

designed and constructed to withstand all conditions of

stress and twist which they encounter during normal

vehicle usage.
The hoses require no service other than periodic

inspection for damage from road hazards or other like

sources. Should damage occur and replacement become

necessary, the following procedure is to be followed.

Removal

1.
Separate hose from steel line by turning double

flare connector out of hose fitting.

2.
Remove "U" shaped retainer from hose fitting and

withdraw hose from support bracket.

3.
Turn hose fitting out of wheel cylinder inlet.

Replacement

1.
Install new copper gasket on cylinder end of hose

(male end).

2.
Moisten threads with brake fluid and install hose in

wheel cylinder inlet.

3.
With weight of car on wheels and suspension in

normal position (front wheels straight ahead) pass

female end of hose through support bracket, allowing

hose to seek its own position. Insert hex of hose

fitting into the 12 point hole in support bracket

in position which induces least twist to hose (figk 10).

NOTE:
Do not twist hose unduly during ^

operation as its natural curvature is absolutely

necessary to maintain proper hose-tot

suspension clearance through full movement o£

the suspension and steering parts.

4.
Install "U" shaped retainer to secure hose in sup-

port bracket.

5. Inspect by removing weight completely from wheel,

turn wheels from lock to lock while observing hose

position. Be sure that hose does not tough other

parts at any time during suspension or wheel travel.

If contact does occur, remove hose retainer and

rotate the female hose end in the support bracket

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-29

Fig.
42—Installing Caliper on Disc

Check that the hose does not touch other parts at

any time during suspension or geometry travel.

If contact does occur, remove the U-shaped retainer

and rotate the end of the hose in the support bracket

one or two points in a direction which will eliminate

hose contact. Reinstall the retainer and recheck

for hose contact. If it is satisfactory, place the

steel tube connector in the hose fitting and tighten

securely.

If rear brake caliper is being serviced, connect

brake line to caliper.

Bleed brakes as outlined in this section.

Install wheels and lower vehicle.

BRAKE DISC

Servicing of the disc brakes is extremely critical

due to tolerances required in machining of the brake

disc to insure proper brake operation. In manufacturing

the brake disc, tolerances of the rubbing surfaces for

flatness is .001 and for parallelism is .0005, while

lateral runout of the faces must not exceed .004 total.

The maintenance of these close controls of the shape of

the rubbing surfaces is necessary to prevent brake

roughness. In addition, the surface finish must be non-

directional and maintained at 30-50 micro-inches. This

control of the rubbing surface finish is necessary to

avoid pulls and erratic performance and promote long

lining life and equal lining wear of both left and right

brakes.

tight scoring of the disc surfaces not exceeding .015

in depth, which may result from normal use, is not

detrimental to brake operation.

When the total disc thickness is less than .965 for the

1"
thick disc or 1.215 for the 1-1/4" thick disc, it should

be replaced. Disc thicknesses less than this can permit

the shoes to come out of contact with the shoe abutments

and cause malfunction.

Because performance is not impaired by surface im-

perfection not exceeding .015 deep, refinishing of the

rubbing surface is not necessary.
Fig.
43—Dial Indicating Disc Runout

Since extremely accurate control of the finishing oper-

ation is necessary for proper performance and excess

metal removal can cause malfunction, refinishing of the

rubbing surface is not recommended.

Checking Procedure (Fig. 43)

Front

Tighten the adjusting nut of the wheel bearing until all

play has been removed. It should be just loose enough

to allow the wheel to turn. Clamp a dial indicator to the

caliper so that its button contacts the disc at a point about

1 inch from the outer edge. When the disc is turned, the

indicator reading should not exceed .002 inches. If runout

exceeds this amount the hub and disc assembly should

be replaced. Due to the close tolerances involved it is

not recommended that the front discs be machined or

serviced separately.

After checking the runout, readjust, the wheel bearings

as outlined in Section 3 of this manual.

Rear—Corvette Only

Check the rear wheel bearing end play, as outlined in

Section 4 of this manual. Then dial indicate the disc face.

If lateral runout of the disc exceeds the bearing end play

by .003 inches, the disc should be refaced (not to exceed

.040 inches) or replaced.

Removal

1.
Raise vehicle and remove wheel and tire assembly.

/ 2. Remove brake caliper as outlined in this section.

3.
Drill out the five rivets attaching the disc to the hub

or spindle.

4.
Remove brake disc from vehicle.

5. Complete the removal of the five rivets from the

hub or spindle.

Installation

1.
Install the disc to the hub or spindle aligning the lug

bolts with the holes in the disc.

CHEVROLET CHASSIS SERVICE MANUAL

WHEELS AND TIRES 10-3

Fig.
3 - Spof Wear

to cautioning the owner of his driving habits, is to inter-

change tires regularly.

Side

This may be caused by incorrect wheel camber, under-

inflation, high cambered roads or taking corners at too

high a rate of speed.

The first two causes are the most common. Camber

wear can be readily identified because it occurs only on

one side of the treads, whereas underinflation causes

wear on both sides (fig. 2).

There is, of course, no correction for high cambered

roads.
Cornering wear is discussed further on.

Center

This is caused primarily by overinflation pf the tire

(fig. 2). Invisible fabric damage can also be caused by

overinflation.

Uneven

Uneven or spotty wear (fig. 3) is due to such irregu-

larities as unequal caster or camber, bent front or rear

suspension parts, out-of-balance wheels, brake drums
Fig.
4 - Cornering Wear

out-of-round, brakes out-of-adjustment, or other me-

chanical conditions. The remedy in each case consists

of locating the mechanical defect and correcting it.

Cornering

Since the introduction of independent spring front and

rear wheels, improvements in spring suspension have

enabled drivers to negotiate curves at higher rates of

speed with the same feeling of security that they had

with the older cars at lower speeds. Consequently,

curves are being taken at higher speeds with the result

that a type of tire wear called "Cornering Wear" (fig. 4),

frequently appears.

When a car makes an extremely fast turn, the weight

is shifted from a normal loading on all four wheels to an

abnormal load on the tires on the outside of the curve

and a very light load on the inside tires due to centrifugal

force. This unequal loading may have two unfavorable

results.

First, the rear tire on the inside of the curve may be

relieved of so much load that it is no longer geared to

CHEVROLET CHASSIS SERVICE MANUAL