1967 CHEVROLET CAMARO wheel alignment

BRAKES 5-30

CAUTION: Be sure the emergency brake ad-

justing, holes of the spindle and disc are in

alignment.

2.
Install the brake caliper and shoes as outlined in

this section.

3.
Bleed the brakes as outlined in this section.

4.
Install wheel and tire assembly and lower vehicle.

MAIN CYLINDER

The service operations for the main cylinder are the

same as for Duo-Servo main cylinder. Refer to service

procedures under Duo-Servo Brakes.

PARKING BRAKE SHOES

Corvette (Fig. 44)

Removal

1.
Remove tire and wheel assemblies and brake disc

as outlined in this section.

2.
Remove retractor spring at the top of the shoes.

Remove hold down springs on primary and secondary

shoes.

3.
Remove shoes by pulling them away from the anchor

pin.

4.
Remove the adjusting screw spring and adjusting

screw from the shoes.

Installation

1.
Put light coat of lubriplate on pads, backing plate,

and the threads of the adjusting screw.

2.
Attach adjusting screw spring to the bottom hole in

each shoe.

3.
Insert the star wheel between the shoes. (On left

hand brakes, the star wheel goes next to the rear

shoe; on right hand brakes, the star wheel goes next

to
the.
forward shoe).

4.
Install the shoes on the backing plate by spreading

them and placing them around the anchor pin.

5. Install the hold down springs on the hold down nails.
Fig.
44-Exploded View of Parking Brake Shoes

1.
Parking Brake Shoe

2.
Hold Down Spring and Cap

3. Hold Down Pin

4. Actuating Lever

5. Retractor Spring
6. Backing Plate

7. Parking Plate

8. Hold Down Spring and Cap

9. Adjusting Screw Spring

0, Adjusting Screw Assembly

6. Install retractor spring on one shoe and stretch to

other shoe.

CAUTION: Make sure that the lever assembly

which spreads the shoes is located so that the

notches on the lever fit against the shoes.

7. Install disc and caliper as outlined in. this section.

8. Bleed brakes as outlined in this section.

9. Adjust the parking brake as outlined in this section.

10.
Install wheels and lower vehicle.

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES
5-31

POWER BRAKES

INDEX

General Description 5-31

Maintenance
and"
Adjustments 5-31

Inspection . ... 5_31

Lubrication 5-31

Bleeding Instructions . . . 5.31

Air Cleaner Service . . . , 5.31
Page

Component Replacement 5-31

Power Brake Cylinder ......* 5-31

Removal . . 5-31

Disassembly and Assembly See Overhaul Manual

Installation . . . . 5-31

GENERAL DESCRIPTION

The Power Brake Unit is a self-contained hydraulic

and vacuum unit, utilizing manifold vacuum and atmos-

phere pressure for its power.

This unit permits the use of a low brake pedal as well

as less pedal effort than is required with the conventional

(nonpower) hydraulic brake system. Only two external
line connections are necessary -
one
a vacuum connection

from manifold to check valve located on front shell; the

other, a hydraulic connection from the main cylinder

outlet directly into the hydraulic system. The unit is

mounted on the engine side of the fire wall and directly

connected to the brake pedal.

MAINTENANCE AND ADJUSTMENTS

INSPECTIONS

1.
Check vacuum line and vacuum line connections as

well as vacuum check valve in front shell of power

unit for possible vacuum loss.

2.
Inspect all hydraulic lines and connections at the

wheel cylinders and main cylinder for possible

hydraulic leaks.

3.
Check brake assemblies for scored drums, grease

or brake fluid on linings, worn or glazed linings,

and make necessary adjustments.

4.
Check brake fluid level in the hydraulic reser-

voirs.
The reservoirs should be filled to the levels

shown in Figure 8.

5. Check for loose mounting bolts at main cylinder and

at power section.

6. Check air cleaner filter in power piston extension

and replace filter if necessary.

7. Check brake pedal for binding and misalignment

between pedal
-and
push rod.

LUBRICATION

The power brake unit is lubricated at assembly and
needs no further lubrication other than maintaining

normal reservoir fluid level. The reservoir should be

filled as described in this section.

BLEEDING INSTRUCTIONS

The power system may be bled manually or with a

pressure bleeder as outlined in this section. Use only

GM
Supreme 11 Brake Fluid or equivalent. Do not use the

power assist while bleeding. The engine should not be

running and the vacuum reserve should be reduced to

zero by applying the brake several times before starting

the bleeding procedure.

AIR CLEANER SERVICE

Servicing of the air cleaner is recommended and the

element replaced when restriction becomes severe

enough to affect power brake response. At any other

time, if cleaning of the filter is felt necessary, it should

be shaken free of dirt or washed in soap and water and

thoroughly dried.

COMPONENT REPLACEMENT

POWER BRAKE CYLINDER

Removal

1.
Remove vacuum hose from vacuum check valve.

2.
Disconnect hydraulic lines at main cylinder.

Disconnect push rod at brake pedal assembly.

Remove nuts and lock washers securing power unit

to fire wall, and remove power unit from engine

compartment.
3.

4.

NOTE:
Chevy

to fire wall.
has a three stud attachment

Repair procedures for the power cylinder are outlined

in the Brake Section of the Overhaul Manual-for service
of the main cylinder refer to applicable portion of

"Standard Brakes" in this manual.

Installation

1.
Mount the power brake assembly in place and install

the attaching nuts and lock washers.

2.
Attach vacuum line to check valve.

3.
Secure hydraulic lines to main cylinder.

4.
Attach push rod to brake pedal assembly, and check

operation of stop light.

5. Bleed brakes as outlined in this section.

CAUTION: After replacing the unit on the vehi-

cle,
start the engine and allow vacuum to build

up before applying the brake.

CHEVROLET CHASSIS SERVICE

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 7-24

is at the full mark on the dip stick, it is just slightly be-

low the planetary gear unit. If additional oil is added,

bringing the oil level above the full mark, the planetary

unit will run in the oil, foaming and aerating the oil. This

aerated oil carried through the various oil pressure pas-

sages (low servo, reverse servo, clutch apply, converter,

etc.) may cause malfunction of the transmission assem-

bly, resulting in cavitation noise in the converter and

improper band or clutch application. Overheating may

also occur.

If the transmission is found consistently low on oil, a

thorough inspection should be made to find and correct

all external oil leaks.

PERIODIC OIL CHANGE

The transmission oil should be changed periodically as

recommended in Section 0, and whenever transmission is

to be removed from the vehicle for repairs.

1.
Run engine for one minute in neutral prior to chang-

ing.

2.
Be sure vehicle is level or raise from the rear only.

3.
Remove the oil pan drain plug and allow oil to drain

thoroughly into a pan or can.

Replace drain plug and refill with approximately two

quarts of oil specified in Section 0.

NOTE: To refill the transmission, remove dip

stick from oil filler tube and refill transmission

with oil specified in Section 0 using filler tube

and funnel J-4264. Then, after shifting into all

ranges at idle speed to fill all oil passages, the

engine should be run at 800-1000 rpm with the

transmission in Neutral until the oil warms up,

then add oil as required to raise the fluid level

to the full mark on the dip stick. Refill capacity

is approximately 2 qts.
4.

Fig.
1PG - Adjusting Low Band Using J-21848
PERIODIC LOW BAND ADJUSTMENT (Fig. 1PG)

Low band adjustment should be periodically performed

at 12,000 mile intervals, or sooner, as necessary if op-

erating performance indicates low band slippage.

1.
Raise vehicle and place selector lever in neutral.

2.
Remove protective cap from transmission adjusting

screw.

3.
a. On Corvette Models: Drop left exhaust pipe for

clearance.

b.
On Chevelle Models: To gain clearance between

underbody and transmission, it may be necessary

to remove rear mount bolts from crossmember,

and move transmission slightly toward passenger

side of vehicle. .

4.
Loosen adjusting screw lock nut 1/4 turn and hold in

this position with wrench.

5.
Using Special Tool J-21848 adjust band to 70 in. lbs.

and back off four (4) complete turns for a band which

has been in operation for 6,000 miles or more,.or

three (3) turns for one in use less than 6,000 miles.

CAUTION: Be sure to hold the adjusting screw

lock nut at 1/4 turn loose with a wrench during"

the.adjusting procedure.

6. Tighten the adjusting screw lock nut to specified

torque.

CAUTION: The amount of back-off is not an

approximate figure, it must be exact.

MANUAL SHIFT LINKAGE CHECK & ADJUST

(Column Type)

1.
The shift tube and lever assembly must be free in the

mast jacket. See Section 9 for alignment of steering

column assembly if necessary.

2.
To check for proper shift linkage adjustment, lift

the transmission selector lever towards the steering

wheel. Allow the selector lever to be positioned in

drive (D) by the transmission detent.

NOTE: Do not use the indicator pointer as a

reference to position the selected lever. When

performing linkage adjustment, pointer is ad-

justed last.

3.
Release the selector lever. The lever should be in-

hibited from engaging low range unless the lever is

lifted.

4.
Lift the selector lever towards the steering wheel,

and allow the lever to be positioned in neutral (N) by

the transmission detent.

5.
Release the selector lever. The lever should now

be inhibited from engaging reverse range unless the

lever is lifted.

6. A properly adjusted linkage will prevent the selector

lever from moving beyond both the neutral detent, and

the drive detent unless the lever is lifted to pass

over the mechanical stop in the steering column.

7.
In the event that an adjustment is required, place

the selector lever in drive (D) position as determined

by the transmission detent. See Steps 2 and 3.

8. Loosen the adjustment swivel at the cross-shaft,

and rotate the transmission lever so that it contacts

the drive stop in the steering column.

9. Tighten the swivel and recheck the adjustment. See

2 and 6.

CHEVROLET CHASSIS SERVICE MANUAL

CLUTCH AND TRANSMISSIONS 7-37

LI.
- LI Range can be selected at any vehicle speed,

and the transmission will shift to second gear

and remain in second until vehicle speed is re-

duced to approximately 40 MPH, .depending on

axle ratio. LI Range position prevents the trans-

mission from shifting out of first gear.
It is very important that any communication concerning

the Turbo Hydra-Matic always contain the transmission

serial number and that all transmission parts returned

to Chevrolet Motor Division always be tagged with the

transmission serial number.

MAINTENANCE AND ADJUSTMENTS

TRANSMISSION FLUID

Transmission fluid level should be checked with trans-

mission warm and selector lever in "P" Park position,

every time engine oil level is checked or as specified in

Section 0 when engine oil is changed.

CAUTION: Since the Turbo Hydra-Matic trans-

mission is very sensitive to oil level, special

precautions should be taken when checking the

oil level, to insure against an overfifE

Transmission fluid should be changed as specified in

Section 0.

FLUID LEVEL INDICATOR

The fluid level indicator is located in the filler pipe at

the right rear corner of the engine. To bring the fluid

level from the add mark to the full mark add 1 pint.

Fluid level should be to the full mark with transmission

at normal operating temperature. With cold fluid the

level should be at the add mark or slightly below.

SHIFT CONTROL LINKAGE ADJUSTMENT

Adjust linkage as shown below and in Figure 2.

1.
The shift tube and lever assembly must be free in the

mast jacket See Section 9 for alignment of steering

column assembly if necessary.

2.
To check for proper shift linkage adjustment, lift the

transmission selector lever towards the steering

wheel. Allow the selector lever to be positioned in

drive (D) by the transmission detent.

NOTE: Do not use the indicator pointer as a

reference to position the selector lever. When

performing linkage adjustment, pointer is ad-

justed last.

3.
Release the selector lever. The lever should be in-

hibited from engaging low range unless the lever is

lifted.

4.
Lift the selector lever towards the steering wheel,

and allow the lever to be positioned in neutral (N) by

the transmission detent.

5.
Release the selector lever. The lever should now be

inhibited from engaging reverse range unless the

lever is lifted.

6. A properly adjusted linkage will prevent the selector

lever from moving beyond both the neutral detent,

and the drive detent unless the lever is lifted to pass

over the mechanical stop in the steering column.

See schematic diagram.

7.
In the event that an adjustment is required, place the

selector lever in drive (D) position as determined by

the transmission detent. See Steps 2 and 3.

8. Loosen the adjustment swivel at the cross-shaft, and
rotate the transmission lever so that it contacts the

drive stop in the steering column.

9. Tighten the swivel and recheck the adjustment. See

Steps 2 and 6. -

l(h Readjust indicator needle if necessary to agree with

the transmission detent" positions. See Section 9.

11.
Readjust neutral safety switch if necessary to pro-

vide the correct relationship to the transmission de-

tent positions. See Section 12.

12.
When properly adjusted the following conditions must

be met by manual operation of the steering column

shift lever:

a. From reverse to drive position travel, the trans-

mission detent feel must be noted and related to

indicated position on dial.

b.
When in drive and reverse positions, pull lever

rearward (towards steering wheel) and then re-

lease. It must drop back into position with no

restrictions.

NEUTRAL SAFETY SWITCH ADJUSTMENT

The neutral safety switch must be adjusted so that the

car will start in the park or neutral position, but will not

start in the other positions. For replacement refer to

Section 12 of this Manual.

DRAINING AND REFILLING TRANSMISSION

Drain oil immediately after operation before it has had

an opportunity to cool.

To drain oil proceed as follows:

1.
Remove bottom pan attaching screws, pan, and gas-

ket.

2.
Remove oil strainer. Remove "O" ring seal from

pick-up pipe and discard.

3.
Discard strainer if dirty.

4.
Install new "O" ring seal on pick-up pipe and install

strainer and pipe assembly.

5.
Thoroughly clean bottom pan.

6.. Affix new gasket to bottom pan with petroleum jelly.

7.
Install bottom pan with attaching screws and torque

to specifications;

8. If only the pan has been removed, pour approximately

7-1/2 pints of fluid into the transmission. If the

valve body has also been removed use 9-1/2 pints.

After a complete overhaul approximately 19 pints

are required. Be sure container, spout, or funnel is

clean.

9. Start engine and let idle (carburetor off fast idle

step).
Place selector lever in P position and apply

hand brake.

10.
With transmission warm (approximately 150°F), add

fluid to bring level to full mark on indicator.

CAUTION: Do not overfill. Foaming will re-

sult.

CHEVROLET CHASSIS SERVICE MANUAL

FUEL TANK
AND
EXHAUST SYSTEMS
8-24

EXHAUST SYSTEMS

INDEX

Page

General Description. ..........
8-24

Service Operations
8-24

Muffler Assembly.
8-24

Side Mounted Exhaust.
. . . 8-25

GENERAL DESCRIPTION

Fig.
30—Standard Dual

All Corvettes
are
equipped with dual exhaust systems

(fig.
30).
Each exhaust assembly
is
connected
to its own

exhaust manifold
and
carries
the
exhaust gases
to the

rear, discharging them
on
each side
of
the rear bumpers.

The dual exhaust system includes
two
front
and
rear

exhaust pipe sections, mufflers, tail pipes and attaching

hardware.
The
system
is
suspended
on
brackets with

insulators
for
rattle free operation. Adjustment
is
only

required
at the
rear muffler bracket.
In addition
to the
regular dual system
an
optional side

mounted, off-road exhaust system
is
available
as an
RPO

(fig.
31).
Extending between front
and
rear wheels,
the

dual units
are
mounted outboard
of the
frame side rails

at
the
rocker panel level,
and
completely replaces
the

regular dual assemblies*

Flow characteristics
are
improved and back pressures

reduced
by
the more direct exhaust routing and
by the use

of chambered pipes
for
sound muffling
in
place
of con-

ventional mufflers.

SERVICE OPERATIONS

Proper relationship
of
parts
is
necessary
in the ex-

haust system
for
carefree operation. Annoying rattles

are usually
a
result
of
incorrect alignment
of
the exhaust

system
due to
incorrect clearances.

MUFFLER ASSEMBLY

Replacement (Also Rear Exhaust
and
Tail Pipes)

Remove
"U"
bolt attachments
at
both rear tail pipe

shields.
2.

crossmember

1.
Separate
the
exhaust system
at the

tube
by
loosening the
"IT"
bolt nuts.

3.
Remove both rear muffler brackets from
the
frame

and slide
the
muffler system forward.

CAUTION: Before cutting
the
rear exhaust

pipe, measure service muffler exhaust pipe
end

and make certain
to
allow
1 1/2" for
engage-

ment
of the
rear exhaust pipe into service
muf-

fler pipe.

CHEVROLET CHASSIS SERVICE MANUAL

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 9-2

Fig.
1—Cover
Attaching Bolts—Chevy li Shown

ADJUSTMENTS

STEERING
GEAR

Before any adjustments are made to the steering gear

in an attempt to correct such conditions as shimmy,

loose or hard steering etc., a careful check should be

made of front end alignment, shock absorbers, wheel

balance and tire pressure for possible cause.

Correct adjustment of the steering gear is very im-

portant. Perform adjustments following the sequence

listed below,

1.
Remove pitman arm nut and mark relation of pitman

arm position to sector shaft. Remove pitman arm

with Tool J- 6632 as shown in Figure 2.

2.
Loosen the pitman shaft lash adjuster screw locknut

and turn the adjuster screw a few turns in a counter-

clockwise direction (fig. 3). This removes the load
Fig. 2—Removing Pitman Arm

imposed on the worm bearings by the close meshing

of rack and sector teeth. Turn steering wheel gently

in one direction until stopped by gear, then back away

about one turn.

CAUTION: Do not turn steering wheel hard

against stops when steering relay rod is discon-

nected as damage to ball guides may result.

3.
All except Corvette and telescopic columns:

a. Disconnect steering column harness at chassis

wiring connector plug.

b.
Remove horn cap or ornament and using an inch

pound torque wrench and socket on steering wheel

nut, measure torque required to keep the wheel

in motion.

LASH ADJUSTER

SCREW

LOCK NUT

WORM BEARING

ADJUSTER
\

WORM

ADJUSTER

Fig.
3—Steering Gear Adjustment Points

CHEVROLET CHASSIS SERVICE MANUAL