1967 CHEVROLET CAMARO differential

REAR SUSPENSION AND DRIVE LINE 4-27

SHIM AND

SERVICE

12

14

Fig.
72—Rear Axle Cross-Section (Chevrolet, Camaro, Chevelle and Chevy II)

1.
Companion Flange

2.
Deflector

3. Pinion Oil Seal

4.
Pinion Front Bearing

5. Pinion Bearing Spacer

6. Differential Carrier

LUBRICANT
7. Differential Case

8. Shim

9. Gasket

10.
Differential Bearing

11.
"Clock

12. Pinion Shaft Lock Bolt
13.
Cover

14.
Pinion Shaft

15.
Ring Gear

16.
Side Gear

17.
Bearing Cap

18.
Axle Shaft
19.
Thrust Washer

20.
Differential Pinion

21.
Shim

22.
Pinion Rear Bearing

23.
Drive Pinion

MAINTENANCE AND ADJUSTMENTS

The lubricant level should be periodically checked and

maintained at level of filler plug with a warm axle. See

the lubrication section of this manual for lubricant

recommendations.

Lubricant Leaks

Lubricant leaks should be checked for at the pinion

flange oil seal, axle wheel bearing seals, lubricant-filler
plug, and carrier cover. Correction of these leaks con-

sists of replacing the defective seals or gaskets involved

as described in this section.

AXLE BOLTS AND WHEEL NUTS

From a safety standpoint, axle housing to rear spring

bolts,
wheel nuts and control arm attaching bolts should

be periodically inspected for secure installation.

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION
AND
DRIVE LINE
4-28

SHIM AND

SERVICE

SPACER

13

Fig.
73—Rear Axle Cross-Section (Corvette)

1.
Companion Flange

2.
Pinion Seal

3. Front Pinion Bearing

4. Rear Pinion Bearing

5. Pinion Shim
6. Pinion

7. Differential Pinion

8. Differential Side Gear

9. Differential Bearing

10.
Differential Bearing Shim
11.
Yoke Bearing

12.
Yoke Bearing Seal

13.
Side Gear Yoke

14.
Carrier Cover

15.
Differential Case
16.
Differential Pinion Shaft

17.
Thrust Washer

18.
Ring Gear

19.
Pinion Bearing Spacer

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-29

REAR AXLE NOISE DIAGNOSIS

Mechanical failures of the rear axle are relatively

simple to locate and correct. Noise in a rear axle is a

little more difficult to diagnose and repair. One of the

most essential parts of rear axle service is proper

diagnosis.

Ail rear axles are noisy to a certain degree. The

action of transmitting the high engine torque through a

90° turn reducing propeller shaft speed produces noise

in rear axles. This point establishes the need for a line

between normal and abnormal or unacceptable axle

noises.

Slight axle noise heard only at a certain speed or under

remote conditions must be considered normal. Axle noise

tends to "peak" at varying speeds and the noise is in no

way indicative of trouble in the axle.

If noise is present in an objectionable form, loud or at

all speeds, an effort should be made to isolate the noise

as being in one particular unit of the vehicle. Axle noise

is often confused with other noises such as tire noise,

transmission noise, propeller shaft vibration and uni-

versal joint noise. Isolation of the noise as in any one

unit requires skill and experience. An attempt to elimini-

ate a slight noise may baffle even the best of diagnos-

ticians. Such practices as raising tire pressure to

eliminate tire noise, listening for the noise at varying

speeds and on drive, float and coast, and under proper

highway conditions, turning the steering wheel from left

to right to detect wheel bearing noise, will aid even the

beginner in detecting alleged axle noises. Axle noises

fall into two categories: gear noise and bearing noise.

GEAR NOISE

Abnormal gear noise can be recognized since it pro-

duces a cycling pitch and will be very pronounced in the

speed range at which it occurs, appearing under either

"drive," "float" or "coast" conditions. Gear noise

tends to peak in a narrow speed range or ranges, while

bearing noise will tend to remain constant in pitch. Ab-

normal gear noise is rare and usually originates from

the scoring of the ring gear and pinion teeth as a result

of insufficient or improper lubrication in new assemblies.

Side gears seldom give trouble as they are used only

when the rear wheels travel at different speeds.

BEARING NOISE

Defective bearings will always produce a whine that is

constant in pitch and varies with vehicle speed. This fact

will allow you to distinguish between bearing noise and

gear noise.

1.
Pinion bearing noise resulting from a bearing failure

can be identified by a constant rough sound. Pinion

bearings are rotating at a higher speed than differen-

tial side bearings or axle shaft bearings. This

particular noise can be picked up best by testing the

car on a smooth road (black top). However, care

should be taken not to confuse tire noise with bear-

ing or gear noise. If any doubt exists, tire treads

should be examined for irregularities that would

produce such noise.

2.
Wheel bearing noise may be confused with rear axle

noise. To differentiate between wheel bearings and

rear axle, drive the vehicle on a smooth road at

medium-low speed. With traffic permitting, turn
Fig.
74—Scored Hypoid Ring Gear

the vehicle sharply right and left. If noise is caused

by wheel bearings, it will increase in the turns be-

cause of the side loading. If noise cannot be isolated

to front or rear wheel bearings, inspection will be

necessary.

3.
Side bearings will produce a constant rough noise of

a slower nature than pinion bearings. Side bearing

noise will not fluctuate in the above wheel bearing

test.

Failure Analysis

The most common types of rear axle failures are

hypoid gear tooth scoring and fracture, differential gear

fracture. and/or differential bearing failure, and axle

shaft bearing failure.

Fig.
75-Cracked Hypoid Ring Gear

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-30

Fig.
76—Differential Gear Failure

Hypoid Gears

Hypoid gear tooth scoring (fig. 74) is caused generally

by improper break-in, incorrect lube, insufficient gear

backlash or improper 'ring/pinion gear alignment. The

scoring will progressively lead to complete erosion of

the gear tooth, or gear tooth pitting and eventual fracture

with possible attendant damage to bearings, if the initial
scoring condition is not diagnosed in time and corrected.

Hypoid gear scoring is easily recognized by its char-

acteristic loud whine in either drive, coast or under both

conditions. Another cause of hypoid tooth fracture (fig.

75) is extended overloading of the gear set which will

produce fatigue fracture, or shock loading which will

result in sudden failure.

Differential Gears

Common causes of differential gear failure are shock

loading, extended overloading leading to fatigue failure,

and overheating of gear thrust surfaces resulting from

excessive wheel spin and consequent lubrication break-

down. Overheating will lead to seizing of thrust surfaces

or tooth failure (fig. 76).

Bearings

• Failure of axle tapered roller bearings is due pri-

marily to excessive wear caused by long service or

foreign materials in the oil. The second most common

cause of bearing failure is too tight or too loose pre-

load adjustment leading to spalling and eventual failure.

This failure may also lead to hypoid gear scoring due to

the resultant misalignment of the hypoid gear set.

COMPONENT PARTS REPLACEMENT

(Chevrolet, Cheveile, Chevy II and Camaro)

AXLE ASSEMBLY

Removal

1.
Raise vehicle to a height that will permit axle as-

sembly to hang freely and position supports under

both frame side rails.

2.
Disconnect wheel cylinder inlet lines. Disconnect and

remove brake hose and brake line retaining bracket

by removing retaining bolt from carrier cover.

3.
Loosen parking brake equalizer adjusting nut and

disconnect both rear cables at frame bracket and at

control arms. See Section 5 for detail of parking

brake cable removal.

4.
Remove two trunnion bearing "U" bolts from the

rear yoke and separate rear universal joint. Wire

propeller shaft to frame side rail and tape trunnion

bearing cups.

5. Support arid secure axle assembly with an adjustable

lifting device. On Chevrolet and Cheveile models,

loosen upper and lower control arm attaching bolts

at axle housing. (On Chevrolet models, disconnect

tie rod at axle bracket.)

6. Disconnect shock absorbers at axle brackets. Refer

to Shock Absorber Removal procedures outlined in

this section.

7. On Chevrolet and Cheveile models, lower axle as-

sembly until suspension reaches end of travel, then

disconnect spring retainers and withdraw springs

from vehicle.

8. On Chevy II and Camaro models, remove four nuts

securing lower spring seat to axle housing, then

remove spring front eye bolts or spring attaching

bracket and swing spring to rear so that it does not

interfere with axle.

9. On Chevrolet and Cheveile models, disconnect upper

and lower control arm attaching bolts at axle housing*
10.
Lower axle assembly and remove from under vehicle.

Installation

1.
Place axle assembly under vehicle and raise into

position.

2.
On Chevrolet and Cheveile models, install, but do not

tighten, upper and lower control arm attaching bolts

at axle housing.

3.
On Chevrolet models, position coil springs in upper

seats so that end of spring is indexed in seat.

4.
On Chevrolet models, install lower end of spring on

axle bracket or control arm and secure by installing

retainer and bolt. Install lock washer and retainer

nut.

5. On Cheveile pry lower pigtail of spring over vertical

flange of the axle bracket spring seat.

6. On Chevy II and Camaro models, install spring seat

pads and swing springs up into spring seats on axle

housing, making sure upper seat pads are aligned in

axle housing bracket.

7. Install spring front eye bolt and tighten, then install

spring seat lower mounting bracket and retaining

nuts.

8. Raise axle assembly to allow shock absorber and tie

rod installation. Position shock absorber in axle

bracket. Torque nut as outlined in Shock Absorber

Installation procedures.

9. Install brake hose and brake line retaining bracket

to carrier and connect wheel cylinder inlet lines.

Connect parking brake cable to frame bracket and

at control arm. Adjust parking brake and bleed

brakes as outlined in Section 5.

10.
Reassemble rear universal joint to companion flange.

11.
Support vehicle at axle and remove supports from

beneath the frame side rails.

12.
Remove supports and lower vehicle to floor. Torque

all affected parts to specifications.

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-31

Fig.
77—Differential Pinion Shaft Removal

AXLE SHAFT

Removal

1.
Raise vehicle to desired working height and remove

wheel and tire assembly and brake drum.

2.
Clean all dirt from area of carrier cover. *

3.
Drain lubricant from carrier by removing cover.

4.
Remove the differential pinion shaft lock screw and

the differential pinion shaft (fig. 77).

5. Push flanged end of axle shaft toward center of

vehicle and remove "C" lock from button end of

shaft.

6. Remove axle shaft from housing, being careful not

to damage oil seal.

Wheel Bolt Replacement .

Press bolts out of axle shaft flange (as illustrated in

Figure 78) and press new bolts into place, making sure

that they are tight and square with flange.

Off Seal and/or Bearing Replacement

•1.
Remove the oil seal by using the button end of the

axle shaft - insert the button end of the shaft behind

the steel case of the oil seal, then pry seal out of

bore being careful not to damage housing.

2.
Insert Tool J-8119 into bore and position it behind

bearing so that tangs on tool engage bearing outer

x race. Remove bearing, using slide hammer as shown

in Figure 79. Figure 80 shows a detail of axle

housing outer end.

3.
Lubricate new bearing with wheel bearing lubricant,

and install bearing so that it bottoms against
Fig.
79—Wheel Bearing Removal

shoulder (fig. 81). To install bearing use Tool

J-21491 for the Chevelle, Camaro and Chevy JI

light-duty axle and Tool J-21051 for all Chevrolet

models and also for Chevelle, Camaro and Chevy tl

models with heavy-duty axle.

Pack cavity between the seal lips with a high melting

point wheel bearing lubricant; position seal on tool

(Use J-21491 for the Chevelle, Camaro and Chevy II

light-duty axle and J-21051 for all Chevrolet models

and also for Chevelle, Camaro and Chevy II models

with heavy-duty axle) and position seal in axle

housing bore, tap seal into place so that it bottoms

against bearing (fig. 81).

Brake Flange Plate Replacement

1.
Remove "brake line at wheel cylinder inlet and dis-

assemble brake components from flange plate. Refer

to Section 5 for brake disassembly procedure.

2.
Remove 4 nuts securing flange plate to axle housing.

3.
Install new flange plate to axle housing and torque

nuts to specifications.

Fig.
78—Wheel Bolt Replacement
Fig.
80-Axle Housing Detail

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-32

HP?

Fig.
81
—Whed Bearing and/or Oil Seal Installation

4.
Install brake components on flange and connect

hydraulic line to wheel cylinder inlet. See Section 5

for brake assembly procedure.

5. Install axle shaft, brake drum and wheel and tire

assembly.

6. Bleed and. adjust brakes as outlined in Section 5.

Installation

1.
Slide axle shaft into place.

CAUTION: Exercise care that splines on end

of shaft do not damage oil seal and that they

engage with splines of differential side gear/

2.
Install axle shaft "C" lock on button end of axle-

shaft and push shaft outward so that shaft lock seats

in counterbore of differential side gear.

3.
Position differential pinion shaft through case and

pinions, aligning hole in shaft with lock screw hole.

Install lock screw and torque to specifications.

4.
Using a new gasket, install carrier cover and torque

bolts to specifications.

CAUTION: Make sure both gasket surfaces on

carrier and cover are clean before installing

new gasket. Torque carrier cover bolts in a

crosswise pattern to ensure uniform draw on

cover gasket.

5. Fill axle with lubricant to a level even with bottom

of filler hole. See Section 0 for proper lubricant.

6. Install brake drum and wheel and tire assembly.

7. Lower vehicle and test operation of axle.

PINION FLANGE, DUST DEFLECTOR

AND/OR OIL SEAL

Replacement

1.
Raise rear of vehicle and place stand jacks under

frame side rails so that axle hangs freely to allow

sufficient working room.

2.
Check wheels for freedom of rotation.

3.
Separate rear universal joint, tape trunnion bearings

to joint, position propeller shaft to one side and tie

it to frame side rail.

4.
Using Tool J-5853 with Adapter J-5810 and a suitable

socket on the pinion flange nut, rotate the pinion

through several complete revolutions and record the

torque required to keep the pinion turning (fig. 82).

If flange is to be reused, mark pinion and flange for

reassembly in the same relative position.

5. Install Tool J-8614-1 on pinion flange and remove

pinion flange nut and washer (fig. 83). (Position
Fig. 82—Measuring Drive Pinion Bearing Preload

J-8614-1 on flange so that the four notches are

toward flange.) Discard nut and use a new one

upon reassembly.

6. Thread pilot end of Tool J-8614-3 into small O.D.

end of J-8614-2. Then with J-8614-1 installed as

in Step 4, insert J-8614-2 into J-8614-1 and turn

it 45 degrees to locked position. Remove flange by

turning J-8614-3 while holding J-8614-1 (fig. 84).

7. Pry old seal out of bore, using a screw driver or a

hammer and chisel.

8. Inspect pinion flange for smooth oil seal surface,

worn drive splines, damaged ears, and for smooth-

ness of bearing contact surface. Replace if

necessary.

9. If deflector requires replacement, remove by tapping

from flange, clean up stake points; install new de-

flector, and stake deflector at three new equally

spaced positions.

NOTE:
Staking operation must be performed

in such a manner that the seal operating surface

is not damaged.

1.0. Pack the cavity between the seal lips of the pinion

flange oil seal with a lithium-base extreme pressure

lubricant, position seal in bore, then using Tools

J-21468 and J-9458, for light-duty axle and Tool

Fig. 83-—Drive Pinion Nut Removal

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-36

Fig.
94—Installing Pinion Oil Seal

DIFFERENTIAL CARRIER

Removal

1.
Disconnect spring end link bolts as outlined in

Spring—Removal, in this section.

2.
Disconnect axle drive shafts at carrier by removing

"U"
bolts securing trunnion to side gear yoke.

3.
Disconnect carrier front support bracket at frame

crossmember.

4.
Disconnect propeller shaft at transmission and at

companion flange. Slide transmission yoke forward

into transmission. Drop propeller shaft down and
Fig.
95-Pinion Sea! Installed

out toward the rear.

5. Mark camber cam and bolt relative location on strut

rod bracket and loosen cam bolts.

6. Remove four bolts securing bracket to carrier lower

surface and drop bracket. Remove camber cam bolts

and swing strut rods up and out of the way.

7. Remove eight carrier-to-cover bolts. Loosen bolts

gradually to allow lubricant to drain out.

8. With mounting bolts removed, pull carrier partially

out of cover, drop nose to clear crossmember and

gradually work carrier down and out.

Installation

1.
Clean inside of carrier cover and liberally grease

gasket surface. Place new gasket on cover.

2.
Cut heads off two l/2"-13 x 1-1/4" bolts and slot

unthreaded end. Install these aligning studs into two

below-center carrier bolt holes, one on each side.

3.
Raise carrier into position aligning studs into

cover (fig. 96).

4.
Install carrier-to-cover bolts and tighten securely.

5. Connect propeller shaft to companion flange and

transmission yoke.

6. Install rubber cushion on bracket and position to

frame crossmember. Install hut and torque to

specifications.

7. Raise axle drive shafts into position and assemble

inboard trunnion to side gear yokes with "U" bolts.

8. Assemble strut rods to bracket and raise bracket

into position under carrier. Install four bolts and

torque to specifications. Move camber cams to

marked location and tighten cam nuts.

Fig.
96—Installing Carrier Assembly

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-37

9. Connect spring end link bolts as outlined under

Spring--Installation, in this section.

10.
Remove filler plug, located on right side of cover,

and fill -with hypoid lubricant to level of filler hole.

11.
Lower vehicle and road test for leaks, noise and

general performance.

POSITRACTION DIFFERENTIAL UNIT

The optionally available Positraction differential unit

is installed in the conventional carrier to replace the

standard differential unit.

Service procedures for the Positraction equipped axle

are the same as on a conventional axle except for the.

operations listed below.

On the Vehicle Check

If vehicle is equipped with a manual transmission, shift

transmission into neutral.

1.
Raise rear of vehicle until wheels are off the ground,

remove one wheel and tire assembly.

2.
Attach Adapter J-5748 to axle shaft flange and install

a
1/2-13
bolt into adapter (fig. 97).

3.
With wheel and tire assembly still on vehicle held

firmly to prevent turning, measure torque required
Fig.
97—Measuring Positraction Rotating Torque

to rotate opposite axle shaft with a 0-150# torque

wrench attached to J-5748. Torque should be 70

ft.
lbs. minimum new, and no less than 40 ft. lbs. if

used.

PROPELLER SHAFT AND UNIVERSAL JOINTS

INDEX

Page
Page

General Description 4-37

Component Parts Replacement. 4-38

Propeller Shaft (Dana) 4-38

Removal 4-38

Repairs 4-38
Installation 4-39

Propeller Shaft (Saginaw) 4-40

Removal 4-40

Repairs 4-40

Installation 4-41

GENERAL DESCRIPTION

The one-piece, exposed-type, tubular propeller shaft is

used on all models. The cardon-type universal joints are

of the extended-life design and do not require periodic

maintenance. A splined front yoke on the front end of the

propeller shaft extends into a splined coupling on the

transmission output shaft. This slip joint permits slight

lengthening and shortening of the propeller shaft to com-

pensate for up and down movement of the rear axle
assembly.

A light duty (fig. 98) and a heavy duty (fig. 99) version

of the tubular propeller shaft is used. The heavy-duty

shaft incorporates a damper, as part of the sleeve yoke,

at the transmission end of the shaft. This damper is not

serviced separately—the sleeve and damper (fig. 100)

must be replaced as an assembly.

Two different methods are used to retain the trunnions

Fig.
98—Light-Duty Propeller Shaft Cross-Section (Dana Design)

CHEVROLET CHASSIS SERVICE MANUAL