1967 CHEVROLET CAMARO air condition

CLUTCH AND TRANSMISSIONS 7-12

DIAGNOSIS-OVERDRIVE

MECHANICAL

Any one of the following general complaints may be due

to non-standard mechanical conditions in the overdrive

unit:

1.
Does not drive unless locked up manually.

2.
Does not engage, or lock-up does not release.

3.
Engages with a severe jolt, or noise.

4.
Free-wheels at speeds over 30 mph.

These^ troubles may be diagnosed and remedied as de-

scribed in the following paragraphs.

1.
Does not drive unless locked up manually.

a. Occasionally, the unit may not drive the car for-

ward in direct drive, unless locked up by pulling

the dash control. This may be caused by one or

more broken rollers in the roller clutch, the

remedy for which is the replacement of the entire

set of rollers.

b.
This may also be caused by sticking of the roller

retainer upon the cam. This retainer must move

freely to push the rollers into engaging position,

under the pressure of the two actuating springs.

c. Sometimes this is due to slight indentations, worn

in the cam faces by the rollers spinning, remedied

by replacement of the cam.

2.
Does not engage, or lock-up does not release

.. a. Dash control improperly connected—-Unless the

overdrive dash control wire is connected to the

lockup lever on the left side of the overdrive

housing in such a manner as to move the lever

all the way back when the dash control knob is

pushed in, it may hold the shift rail in such a po-

sition as to interlock the pawl against full engage-

ment resulting in a buzzing noise when overdrive

engagement is attempted.

To correctly make this connection, loosen bind-

ing post at lever, pull dash control knob out 1/4",

move lever all the way to the rear, and tighten

binding post.

b.
Transmission and overdrive improperly aligned—

The same symptoms as above may also result

from misalignment, at assembly, of the overdrive

housing to the transmission case, resulting in

binding of the overdrive shift rail, so that the re-

tractor spring cannot move the rail fully forward,

when the dash control knob is pushed in, and the

transmission is not in reverse. Under such con-

ditions, the unit may remain fully locked up.

To test for this, be sure that the transmission

is not in reverse; disconnect the dash control

wire from the lockup lever, and feel the lever for

free forward movement. If the lever can be

moved forward more than 1/4", it indicates that

misalignment probably exists. To correct this,

Jposen the capscrews between the overdrive hous-

ing and transmission case, and tap the adpater

plate and overdrive housing until a position is

found where the rail shifts freely; tighten cap-

screws.

c. Kickdown switch improperly adjusted—The posi-

tion of the kickdown switch should be adjusted,

by means of the two large nuts which clamp the

switch shank, so the switch plunger travels 3/16"
before the throttle lever touches its stop.

Occasionally the large nuts which clamp the

switch through the switch bracket are tightened

sufficiently to bend the switch shank, thus pre-

venting free motion of the switch stem. This may

usually be remedied by loosening the upper of the

two nuts.

d. Improper installation of solenoid—If car cannot

be rolled backward under any circumstances and

there is no relay click when the ignition is turned

on, it probably indicates that the solenoid has

been installed directly, without twisting into the

bayonet lock between solenoid stem and pawl, thus

jamming the pawl permanently into overdrive en-

gagement. If the car will occasionally roll back-

wards, but not always, (and there is no relay click

when the ignition switch is turned on) it may indi-

cate that, upon installation, the bayonet lock was

caught, and the solenoid forcibly twisted into

alignment with the attaching flange, thus shearing

off the internal keying of the solenoid. Under

these circumstances, the end of the solenoid stem

may not catch in the pawl, and upon release of the

solenoid, the pawl will not be withdrawn promptly

from engagement, but simply drift out. If the

solenoid stem end has its two flats exactly facing

the two solenoid flange holes, it will not withdraw

the pawl properly. If the stem can be rotated

when grasped by a pair of pliers, it indicates that

the internal keying has been sheared.

e. Improper positioning of blocker ring—Occasion-

ally, either in assembly at the factory, or in

service operations in the field, the internal parts

of the overdrive unit may have been rotated with

the solenoid pawl removed, causing the blocker

ring to rotate, so that its two lugs are not located

with respect to- the pawl as shown in Figure 12B.

In other words, the solid portion of the blocker

ring may be in alignment with the pawl, which will

prevent fill} engagement of the pawl with the sun

gear control plate/

To test for this condition, remove solenoid

cover, pull dash control knob out, roll car 2 ft.

forward. Push dash control in, turn ignition

switch on. Then ground the "KD" terminal of

relay, and watch movement of center stem of

solenoid. It should not move more than 1/8" when

the solenoid clicks. Then, with the relay terminal

still grounded, shift into low gear, and roll car

forward by hand. Solenoid stem should then move

an additional 3/8", as the pawl engages fully.

These two tests indicate proper blocker action.

Unless both tests are met, the blocker ring is

probably not in the correct position.

3.
Engages with a severe jolt or noise

Insufficient blocker ring friction may cause the ring

to lose its grip on the hub of the sun gear control

plate. Check the fit and tension of the ring as de-

scribed under "Cleaning and Inspection".

4.
Free-wheels at speeds over 30 MPH

If cam roller retainer spring tension is weak the unit

will free wheel at all times. Check spring action as

described under "Cleaning and Inspection".

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-13

PULL-IN

WINDING
li
HOLD-IN

WINDING

Fig.
4B -
Overdrive Electrical Circuit Wiring Diagram

ELECTRICAL

Any one of the following general complaints may be due

to electrical trouble in the overdrive circuit.

1.
Does not engage.

2.
Does not release.

3.
Does not kickdown from overdrive.

These troubles may be traced and remedied as de-

scribed in the following paragraphs.

1.
Does not engage

a. With the ignition switch on, ground the "KD" ter-

minal of the solenoid relay with a jumper lead.

If the solenoid clicks, the relay and solenoid cir-

cuits are in operating condition. If no click is

heard in the relay, check the fuse and replace if

defective.

b.
If the fuse is good, use a second jumper lead to

connect the "SOL" and "BAT" terminals of the

relay. If a click is now heard in the solenoid, the

relay is probably at fault and should be repaired

or replaced.

c. If the solenoid does not click in Step b, check the

wiring to the No. 4 terminal of the solenoid and

replace if necessary. If the wiring is not defec-

tive,
the trouble is probably in the solenoid. Re-

move the solenoid cover, examine the solenoid

contacts in series with the pull-in winding and

clean if necessary. Test again for clicks, as in

Step b, after replacing solenoid cover and lead

wires.
Replace the solenoid if trouble has not

been corrected.

d. If the relay and solenoid circuits are in good con-

dition as determined in Step a, leave the ignition

switch on and make sure the manual control knob

is in the overdrive position. Ground one and then

the other of the two terminals next to the stem of

the kickdown switch (identified as "SW" and
?fREL"). K the solenoid clicks when one terminal

is grounded but not the other, replace the switch.

If the solenoid does not click when either of the

terminals is grounded, check the wiring between

the relay and the kickdown switch and replace if

defective.

e. If the solenoid clicks as each terminal is grounded

in Step d, ground the governor switch terminal.

If the solenoid clicks, the governor switch may be

defective. If the solenoid does not click, check

the wiring between the kickdown and governor

switches and replace if necessary.

2.
Does not release

a. Remove the connection to the "KD" terminal of

the relay. If this release overdrive, look for a

grounded control circuit between the relay and

governor switch.

b.
If the overdrive is not released in Step a, dis-

connect the lead to the "SOL" terminal of relay.

If this releases the overdrive, replace the relay.

3.
Does not kickdown from overdrive

a. With the engine running, connect a jumper lead

between the No. 6 terminal of the solenoid and

ground. Operate the kickdown switch by hand.

This should stop the engine. If it does, the sole-

noid is probably defective and it should be checked

for dirty ground-out contacts or other defects

within the ground-out circuit of the solenoid (fig.

4B).
Clean the contacts or replace the contact

plate as required.

b.
If the engine does not stop in Step a, ground one

and then the other of the two terminals (Identified

as "IGN" and "SOL") farthest from the sfem of

the kickdown switch. The engine should stop when

one of the two terminals (IGN) is grounded. If

the engine does not stop when the terminal is

grounded, the wiring or connections to the switch

between the switch and coil are defective. When

the btlier terminal (SOL) is grounded, the engine

should stop when the kickdown switch is operated.

If the engine does not stop when the kickdown

switch is operated with the second terminal

grounded, the kickdown switch is defective. If

the trouble is in the kickdown switch, adjust the

linkage to give more travel of the switch rod.

If this does not correct the trouble, replace the

kickdown switch.

If the kickdown switch operates as it should,

check for an open circuit in the wiring between

the kickdown switch and the No. 6 terminal of the

solenoid.

c. If the trouble is not located by the above checks,

the upper contacts of the kickdown switch may not

be opening. To check for this condition, ground

the overdrive control circuit at the governor

switch. This should cause the solenoid to click.

Operate the kickdown switch by hand. This should

cause a second click as the solenoid releases.

If there is no second click, adjust the linkage to

give more travel of the switch rod. If this does

not correct the trouble, replace the kickdown

switch.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-32

21.
Remove transmission output shaft slip yoke and in-

sert a plastic shipping plug in end of extension to

prevent spillage of transmission fluid.

NOTE:
The yoke is removed to avoid tearing

the heat reflecting pad on the underbbdy, when

the transmission is being removed.

22.
Remove bright metal ignition shielding from dis-

tributor area.

23.
Remove the transmission dip stick and tube

assembly.

24.
Disconnect transmission vacuum modulator line at

distributor advance line tee.

25.
Position transmission hoist under transmission and

attach safety chain to transmission.

26.
Remove transmission converter housing-to-engine

attaching foolts and slide transmission rearward.
NOTE:
Observe converter when moving trans-

mission rearward. If converter does not move

with the transmission, pry it free of flywheel

before proceeding.

27.
Install converter retaining strap.

28.
Lower and remove transmission from vehicle by

tilting the front down and to the right while inter-

mittently lowering the transmission to facilitate its

• removal.

29.
Reinstall transmission assembly by performing the

above steps in reverse order.

Bolt Torques

Transmission Case to Flywheel

Housing Bolts 35 ft. lbs.

Converter to Flywheel Bolts. . , . . 35 ft. lbs.

OTHER SERVICE OPERATIONS

Although certain operations, such as oil pan or gasket

replacement, valve body, governor, filler pipe "O" ring,

speedometer drive gear, case extension "0" ring and

rear oil seal, vacuum modulator, and servo cover or

gasket service may be performed from underneath the
vehicle without removing the Powerglide; their service

procedure is covered in the Passenger Overhaul Manual

and is not repeated here. Refer to the- Powerglide Sec-

tion of the Passenger Overhaul Manual for all other

service operations not covered here.

DIAGNOSIS

Proper operation of the Powerglide transmission may

be affected by a number of factors, all of which must be

considered when trouble in the unit is diagnosed.

Proper trouble diagnosis can only be accomplished

when performed in a thorough step by step procedure.

The following procedure has been devised and tested and

is recommended for all trouble diagnosis complaints and

if the service man will follow this checking procedure,

accurate and dependable diagnosis may be accomplished.

This will result in a savings of time, not only to the

service man, but to the customer as well.

WARMING UP TRANSMISSION

Before attempting to check and/or correct any com-

plaints on the Powerglide transmission it is absolutely

essential that the oil level be checked and corrected if

necessary. An oil level which is either too high or too

low can be the cause of a number of abnormal conditions

from excessive noise to slippage in all ranges.

It must be remembered that cold oil will slow up the

action of the hydraulic controls in the transmission. For

this reason a trouble or oil leak diagnosis should not be

attempted until the transmission has been warmed up by

either of the following procedures:

Shop Warm Up

1.
Connect tachometer to engine.

2.
Set parking brake tight and start engine.

3.
Place selector light in
"D"
(drive) range.

4.
Adjust carburetor idle speed adjusting screw to run

engine at approximately 750 rpm and operate in this

manner for two minutes. At the end of two minutes

of operation, the transmission will be sufficiently

warmed up for diagnosis purposes.
NOTE:
At this point, readjust the engine idle

speed to 450-475 rpm in
"D"
range.

Road Warm Up

Drive the car approximately 5 miles with frequent

starts and stops.

NOTE:
At this point, make sure the engine idle

speed is set to 450-475 rpm in
"D"
range.

CHECKING FLUID LEVEL AND CONDITION

After transmission has been warmed up, check the

fluid level with the engine idling, parking brake set and

control lever in "N" (neutral). If the fluid level is low,

add fluid to bring level up to the full mark on gauge rod,

CAUTION: If fluid level is too high, fluid may

be aerated by the planet carrier. Aerated fluid

will cause turbulence in the converter which will

result in lost power, lower stall speed and lower

pressures in control circuits. Lower fluid level

to full mark, then shut off engine to allow air

bubbles to work out of fluid.

When checking oil level, aburned smell and discolora-

tion indicate burned clutches or bands and the transmis-

sion will have to be removed.

MANUAL LINKAGE

Manual linkage adjustment and the associated neutral

safety switch are important from a safety standpoint.

The neutral safety switch should be adjusted so that the

engine will start in the Park and Neutral positions only.

With the selector lever in the Park position, the park-

ing pawl should freely engage and prevent the vehicle

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-36

TURBO HYDRA-MATIC TRANSMISSION

INDEX

Page

General Description . . , . 7-36

Maintenance and Adjustments . 7-37

Transmission Fluid 7-37

Fluid Level Indicator 7-37

Shift Control Linkage Adjustment ........... 7-37

Neutral Safety Switch Adjustment 7-37

Draining and Refilling Transmission . . . 7-37

Pressure Regulator Valve 7-38

Control Valve Body . 7-39

Governor ..'.... 7-40

Modulator and Modulator Valve 7-40

Parking Linkage . . 7-40
Page

Rear Seal -. 7-40

Other Service Operations . . 7-40

Transmission Replacement 7-40

Turbo Hydra-Matic Diagnosis Procedure. ......... 7-41

Sequence . ; ; 7-41

Oil Level and Condition Check 7-41

Manual Linkage 7-41

Oil Leaks .' 7-41

Case Porosity - Repair ................ 7-42

Oil Pressure Check 7-42

Transmission Shift Points 7-42

Special Tools 7-43

GENERAL DESCRIPTION

The Turbo Hydra-Matic transmission is a fully auto-

matic unit consisting primarily of a 3-element hydraulic

torque converter and a compound planetary gear set.

Three multiple-disc clutches, one sprag unit, one roller

clutch and two bands provide the friction elements re-

quired to obtain the desired function of the compound

planetary gear set.

The torque converter couples the engine to the plane-

tary gears through oil and provides hydraulic torque

multiplication when required. The compound planetary

gear set produces three forward speeds and reverse.

The
3-
element torque converter consists of a pump or

driving member, a turbine or driven member, and a

stator assembly. The stator is mounted on a one-way

roller clutch which will allow the stator to turn clock-

wise but not counter-clockwise.

The torque converter housing is filled with oil and

is attached to the engine crankshaft by a flex plate and

always rotates at engine speed. The converter pump is

an integral part of the converter housing, therefore the

pump blades, rotating at engine speed, set the oil within

the converter into motion and direct it to the turbine,

causing the turbine to rotate.

As the oil passes through the turbine it is traveling in

such a direction that if it were not re-directed by the

stator it would hit the rear of the converter pump blades

and impede its pumping action. So at low turbine speeds,

the oil is re-directed by the stator to the converter pump

in such a manner that it actually assists the converter

pump to deliver power or multiply engine torque.

As turbine speed increases, the direction of the oil

leaving the turbine changes and flows against the rear

side of the stator vanes in a clockwise direction. Since

the stator is now impeding the smooth flow of oil, its

roller clutch releases and it revolves freely on its shaft.

Once the stator becomes inactive, there is no further

multiplication of engine torque within the converter. At

this point, the converter is merely acting as a fluid

coupling as both the converter pump and turbine are

being driven at approximately the same speed - or at a

one-to-one ratio.

A hydraulic system pressurized by a gear type pump

provides the working pressure required to operate the

friction elements and automatic controls.

External control connections to transmission are:
Manual Linkage

Engine Vacuum

12 Volt Electrical

Signal
To select the desired op-

erating range.

To operate a vacuum mod-

ulator unit.

To operate an electrical

detent solenoid.

A vacuum modulator is used to automatically sense

any change in the torque input to the transmission. The

vacuum, modulator transmits this signal to the pressure

regulator for line pressure control, to the 1-2 accumula-

tor valve, and to the shift valves so that all torque re-

quirements of the transmission are met and smooth

shifts are obtained at all throttle openings.

The detent solenoid is activated by an alectric switch

on the carburetor. When the throttle is fully opened, the

switch on the carburetor is closed, activating the detent

solenoid and. causing the transmission to downshift at

speeds below approximately 70 MPH.

The selector quadrant has six selector positions: P,R,

N,D,
L2,L1.

P.
*
- Park position positively locks the output shaft to

the transmission case by means of a locking pawl

to prevent the vehicle from rolling in either di-

rection. The engine may be started in Park

position.

R. - Reverse enables the vehicle to be operated in a

reverse direction.

N.
- Neutral position enables the engine to be started

and run without driving the vehicle.

D,
- Drive Range is used for all normal driving condi-

tions and maximum economy. Drive Range has

three gear ratios, from the starting ratio to

direct drive. Detent downshifts are available by

depressing the accelerator to the floor.

L2.
- L2 Range has the same starting ratio as Drive

Range, but prevents the transmission from shift-

ing above second speed to retain second speed

acceleration when extra performance is desired.

L2 Range can also be used for engine braking.

L2 Range can be selected at any vehicle speed,

and the transmission will shift to second gear and

remain in second until the vehicle speed or the

throttle are changed to obtain first gear operation

in the same manner as in D Range.

CHIVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-41

CAUTION: Use converter holding ToolJ-5384

when lowering transmission or keep rear of

transmission lower than front so as not to lose
converter.

The installation of the transmission is the reverse of

the removal.

TURBO HYDRA-MATIC DIAGNOSIS PROCEDURE

Accurate diagnosis of transmission problems begins

with a thorough understanding of normal transmission

operation. In particular, knowing which units are in-

volved in the various speeds or shifts so that the specific

units or circuits involved in the problem can be isolated

and investigated further. Analytical diagnosis will pro-

tect the technician from come backs and certainly will

improve owner satisfaction.

An important and often overlooked aspect of diagnosis

is finding out specifically what the customer is com-

plaining of. For this purpose a short ride with the cus-

tomer will often prove beneficial. It may be found that

the condition the customer wants corrected is standard

and should not be altered.

The following sequence, based on field experience, pro-

vides the desired information quickly and in most cases

actually corrects the malfunction without requiring the

removal of the transmission. Details of the items listed

in this sequence are covered further in the text.

SEQUENCE FOR TURBO HYDRA-MATIC

DIAGNOSIS PROCEDURE

1.
Check oil level and condition.

2.
Check and correct detent switch.

3.
Check and correct vacuum line and fittings.

4.
Check and correct manual linkage.

OIL LEVEL AND CONDITION CHECK

Always check the oil level before road testing. Oil

must be visible on dip stick prior to operating the ve-

hicle. Erratic shifting, pump noise, or other malfunc-

tions can in some cases be traced to improper oil level.

Oil level should be checked with the selector lever in

the Park (P) position, engine running, and the vehicle on

level pavement.

Fluid level should be to the FULL mark with the trans-

mission at normal operating temperature (170°-190°
F.).

With warm fluid (room temperature), the level should be

at or slightly below the ADD mark.

If oil level was low, refer to Oil Leaks.

The condition of the oil is often an indication of whether

the transmission should be removed from the vehicle, or

to make further tests. When checking oil level, a burned

smell and discoloration indicate burned clutches or bands

and the transmission will have to be removed.

MANUAL LINKAGE

Manual linkage adjustment and the associated neutral

safety switch are important from a safety standpoint

The neutral safety switch should be adjusted so that the

engine will start in the Park and Neutral positions only.

With the selector lever in the Park position, the park-

ing pawl should freely engage and prevent the vehicle

from rolling. The pointer on the indicator quadrant

should line up properly with the range indicators in all

ranges.
OIL LEAKS

Before attempting to correct an oil leak, the actual

source of the leak must be determined. In many cases,

the source of the leak can be deceiving due to "wind flow"

around the engine and transmission.

The suspected area should be wiped clean of all oil be-

fore inspecting for the source of the leak. Red dye is

used in the transmission oil at the assembly plant and

will indicate if the oil leak is from the transmission.

. The use of a "black light"* to identify the oil at the

source of leak is also helpful. Comparing the oil from

the leak to that on the engine or transmission dip stick

(when viewed by black light) will determine the source

of the leak.

Oil leaks around the engine and transmission are gen-

erally carried toward the rear of the car by the air

stream. For example, a transmission "oil filler tube to

case leak" will sometimes appear as a leak at the rear of

the transmission. In determining the source of an oil

leak it is most helpful to keep the engine running.

POSSIBLE POINTS OF OIL LEAKS

• 1. TRANSMISSION OIL PAN LEAK

a. Attaching bolts not correctly torqued.

b.
Improperly installed or damaged pan gasket.

c. Oil pan gasket mounting face not flat.

2.
REAR EXTENSION LEAK

a. Attaching bolts not correctly torqued.

b.
Rear seal assembly — damaged or improperly

installed.

c. Gasket seal — (extension to case) damaged or

improperly installed.

d. Porous casting.

3.
CASE LEAK

a. Filler pipe "O" ring seal damaged or missing;

misposition of filler pipe bracket to engine —

"loading" one side of
"O"
ring.

b.
Modulator assembly "O" ring seal
—
damaged or

improperly installed.

c. Governor cover, gasket and bolts — damaged,

loose; case face leak.

d. Speedo gear
—
"O" ring damaged.

e. Manual shaft seal — damaged, improperly in-

stalled.

f. line pressure tap plug — stripped, shy sealer

compound.

g. Parking pawl shaft cup plug
—
damaged, improp-

erly installed.

h. Vent pipe (refer to Item 5).

i. Porous case.

4.
FRONT END LEAK

a. Front seal - damaged (check converter neck for

nicks,
etc., also for pump bushing moved for-

ward);
garter spring missing from pump to con-

verter seaL

b.
Pump attaching bolts and seals
—
damaged, miss-

ing, bolts loose.

CHEVROLET a
SERVICE

SECTION
9

STEERING

CONTENTS
OF
THIS SECTION

Standard Steering
9-1

Power Steering
9-33

Special Tools
9-40

STANDARD STEERING

INDEX

Page

General Description 9.x

Maintenance and Adjustments 9.1

Adjustments
........................
9-2

Steering Gear 9-2

Steering Wheel Alignment and Higji

Point Centering. . . . 9-4

Toe-in Adjustment 9-4

Corvette Steering Ratio . . . . 9-4

Component Replacement and Repairs . . . . 9-4

Steering Wheel . . . 9-4

Regular Production 9-4

Simulated Wood . . . . 9-5

Corvette Telescoping 9-5

Steering Coupling . 9-6

Steering Gear . 9-9

Sector Shaft Seal Replacement 9-10

Steering Column 9-10

Removal 9-10

Disassembly—Syncromesh Column 9-12
Page

Assembly—Syncromesh Column . . 9-14

Disassembly—Column Mounted Powerglide

Lever or Floor Shift Column 9-16

Assembly-^Column Mounted Powerglide

Lever or Floor Shift Column g_x7

Disassembly—Tilt Column 9-19

Assembly—Tilt Column 9-21

Disassembly—Standard Corvette Column 9-23

Assembly—Standard Corvette Column 9-25

Disassembly—Corvette Telescoping Column .... 9.26

Assembly—Corvette Telescoping Column 9-27

Installation 9.27

Steering Linkage 9.29

Tie
Rods.
. 9-29

Relay Rod . . 9-31

Idler Arm . . . . 9-31

Pitman Arm. . 9-32

Steering Arms • • • • 9-32

Steering Damper 9-32

GENERAL DESCRIPTION

The regular production steering gear
is the
recirculat-

ing ball type. This gear provides
for
ease
of
handling
by

transmitting forces from worm
to
sector gear through

ball bearings.
The
steering linkage
is of
the relay type,

and extended interval lubrication design, with the pitman

arm connected
to one end of
the relay
rod. The
other
end

of
the
relay
rod is
connected
to an
idler
arm
which
is

connected
to the
frame side rail opposite
the
steering
gear.
Two
adjustable
tie
rods connect
the
relay
rod to

the steering arms.

All passenger
car
models
for 1967 are
equipped with

new energy absorbing steering columns.
The
mast jacket,

shift tube,
and
steering shaft
are
designed
to
collapse

under various front impact conditions.
All new
columns

are
of
this design, including
the
tilt option and telescope

option.

MAINTENANCE
AND
ADJUSTMENTS

The manual steering gear
is
filled
at the
factory with
a

water resistant grease. Seasonal change
of
this lubrica-

tion
is
unnecessary and
the
housing should
not be
drained.

The steering gear lubricant level should
be
checked every

36,000 miles. Whenever required, additions should
be

made using
a
water resistant
EP
chassis lubricant.

Check and fill steering gear
as
follows:

1.
Remove lower
and
outboard cover retaining screws

(fig.
1).
2.
Insert filling device
in
lower screw hole.

3.
Inject lubricant until
it
appears
in
outboard screw

hole; gear
is now
filled
to
correct level.

The steering linkage should
be
lubricated with water

resistant
EP
chassis lubricant every 6,000 miles
or six

months, whichever occurs first. Lubrication points
and

additional information
on the
chassis lubricant
to be
used

can
be
found
in
Section
0 --
General Information
and

Lubrication.

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-35

Fig.
66—Power Steering Diagnosis

shown in Figure 66. Gauge must be between shut-

off valve and pump. Open shut-off valve,

b.
Remove filler cap from pump reservoir and check

fluid level. Fill pump reservoir to full mark on

dip stick. Start engine and, holding steering

wheel against stop, check connections at Tool

J-5176 for leakage. Bleed system as outlined
under Maintenance and Adjustments. Insert ther-

mometer (Tool J-5421) in reservoir filler open-

ing. Move steering wheel from stop to stop

several times until thermometer indicates that

hydraulic fluid in reservoir has reached tempera-

ture of 150° to 170°F.

CAUTION: To prevent scrubbing flat spots on

tires,
do not turn steering wheel more than five

times without rolling car to change tire-to-floor

contact area.

c. Hold steering wheel against a stop momentarily

and read pressure gauge. If the maximum pres-

sure is below specifications, a faulty hydraulic

circuit is indicated. To determine which part is

faulty, proceed with test number two.

Test Number Two—Oil Circuit Closed

a. Slowly turn shut-off valve on J-5176 to closed

position and read pressure indicated on gauge.

Quickly reopen valve to avoid pump damage, if

indicated pressure is less than specification,

pump output is below requirement and pump may

be considered faulty. If pressure indicated is

within specifications, it may be safely assumed

that the external hoses, connections, valve and

adapter or steering gear is at fault.

NOTE:
If pump proves faulty in test number

two,
test should be repeated after pump is re-

paired and installed in vehicle. This will provide

a means of checking the repairs made to the

pump and the condition of the steering gear or

valve and adapter which may also be faulty.

COMPONENT REPLACEMENT AND REPAIRS

POWER STEERING PUMP

Removal (Fig. 67)

1.
Disconnect hoses at pump. When hoses are discon-

nected, secure ends in raised position to prevent

drainage of oil. Cap or tape the ends of the hoses to

prevent entrance of dirt.

NOTE:
Chevelle with 396 engine uses a remote

reservoir. It is necessary to disconnect the

reservoir to pump hose before removing the

pump.
Hold a 1 qt. container under the reservoir

when the hose is removed to catch the fluid.

2.
Install two caps at pump fittings to prevent drainage

of oil from pump.

3.
Remove pump belt.

4.
On Corvette with 427 engine, loosen alternator ad-

justment and remove pump to alternator belt.

5. Remove pump from attaching parts and remove pump

from vehicle.

NOTE:
On Chevrolet and Chevy II equipped with

283 and 327 engine it may be necessary to re-

move pump brace.

6. Remove drive pulley attaching nut.

7. Remove pulley from shaft with Tool J-21239 (for

stamped pulleys) or Tool J-8433-1 with J-8433-2
adapter (for cast iron pulleys). Do not hammer

pulley off shaft as this will damage the pump.

Fig.
67—Power Steering Pump Mounting

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 10

WHEELS AND TIRES

INDEX

Page

General Description
10-1

Maintenance
and
Adjustments
.............. 10—1

Tires
10-1

Pressures . 10-1

Inspection 10-1

Wear 10-1

Rotation 10-4

Noise 10-4

Cleaning 10-4

Change (W/Wheels) 10-4

Wheels 10-5

Static Balancing (w/Tire) 10-5
Page

Dynamic Balancing (w/Tire) . 10-5

Run Out (w/o Tire) 10-5

Cleaning 10-5

Service Operations 10-5

Tires 10-5

Removal 10-5

Installation 10-5

Repair 10^6

Wheels . 10-6

Valve Assembly 10-6

Repair (Rim) 10-7

GENERAL DESCRIPTION

WHEELS

Chevrolet, Chevelle, Camaro, Chevy n, and Corvette

are base equipped with welded steel wheels. Five studs

with nuts fasten each wheel to the front hub or rear axle

flange. Disc brake equipped vehicles (except Chevrolet

and Corvette) require special 14 inch diameter wheels

with a revised design for clearance, Chevrolet disc brake

equipped vehicles have 15 in. diameter wheels as do all

Corvettes.

Chevrolet station wagons, Chevelle Super Sport 396,

Corvette and Camaro Super Sport 350 are base equipped

with 6 in. width wheels. All other vehicles have 5 in.

width wheels, except Chevy n 100, 300 and 500 Series

Sedans, which have 4 in. width wheels.

Do not install 6 inch width wheels or snow chains on

Chevrolets equipped with rear fender skirts.

TIRES

The factory installed tires on Chevrolet passenger

cars are selected to provide the best all around tire

performance for all normal operation. They are de-

signed to operate satisfactorily with loads up to and in-

cluding the specified full rated load capacity of the
automobile when inflated as recommended in the Vehicle

Capacity Rating and Recommended Tire Inflation Pres-

sures Table (see Specifications).

Optional Oversize and 8-Ply Rating Tires

{Chevrolet and Chevelle Only)

Oversize or 8-ply rating tires are not necessary on

passenger cars for normal requirements. However, an

extra margin of tire service is available when these

options are used at loads up to and including full rated

load.

Optional oversize 4-ply rating and/or 8-ply rating

tires are available on models as indicated in the Tire

Usage Chart (see Specifications). On some models (ex-

ample—Station Wagon), space limitations do not permit

the use of a larger size tire; hence, the 8-ply rating

tire is an available option.

In either case, these tires are applicable to extended

operation at or near full rated load or for trailer towing

when an extra margin of tire service is desired. How-

ever, use of a larger tire or an 8-ply rating tire should

not be construed as permitting an increase in the full

rated vehicle load (see Specifications).

MAINTENANCE AND ADJUSTMENTS

TIRES

Inflation Pressures

To ensure the proper tire inflation pressure for the

owners particular requirements follow the recommenda-

tions in the Vehicle Capacity Rating and Recommended

Tire Inflation Pressures Table (seeSpecifications). Keep

tires properly inflated, and check inflation pressures

periodically. This will ensure the best tire life and riding

comfort, over the full range of driving conditions.
Inspection

Every few thousand miles and at each lubrication, tires

should be checked for sharp objects or stones in the

tread. H tire is punctured, it should be repaired using

one of several repair kits available through tire manu-

facturers1 outlets.

Wear

Misalignment

This is wear due to excessive toe-in or toe-out. In

CHEVROLET CHASSIS SERVICE MANUAL