1967 CHEVROLET CAMARO flat tire

STEERING 9-34

Fig.
64-Over Center Adjustment

transmission fluid "Type A" bearing the mark

"AQ-ATF" followed by a number and the suffix

letter "A".

ADJUSTMENTS

POWER STEERING GEAR

Chevrolet, Chevelle, and Camaro

The over-center adjustment (fig. 64) is the only power

steering gear adjustment which can be made on the car.

However, in order to make this adjustment, it is also

necessary to check the combined ball and thrust bearing

preload.

If the vehicle is equipped with a tilt column it will be

necessary to disconnect the steering coupling to obtain a

torque reading of the column. This torque should then be

subtracted from any reading taken on the gear.

1.
Disconnect the pitman arm from the relay rod.

2.
Loosen the pitman shaft adjusting screw loeknut and

thread the adjusting screw out to the limit of its

travel through the side cover. '. •

3.
Disconnect steering column harness at chassis wir-

ing connector plug.

4.
Remove horn button.

5.
Turn the steering wheel through its full travel, then

locate the wheel at its center of travel.

6. Gheck the combined ball and thrust bearing preload

with an inch-pound torque wrench on the steering

shaft nut by rotating through the center of travel

(approximately 1/4 turn in each direction). Note the

highest reading.

7.
Tighten the pitman shaft adjusting screw and check

torque at steering shaft nut until over center preload

and total steering gear preload falls within speci-

fications. Refer to torque specifications at rear of

manual for correct torque values.

8. Install horn button. Connect steering column harness

at wiring connector plug.
Chevy II and Corvette

The steering gear used with power steering is adjusted

in the same manner as the manual steering gear.

PUMP BELT TENSION

1.
Loosen nut on pivot bolt and pump brace adjusting

nut.

CAUTION: Do not move pump by prying against

reservoir or by pulling on filler neck.

2.
Move pump, with belt in place until belt is tensioned

to specifications as indicated by Tool J-7316 (Fig-.

65).

3.
Tighten pump brace adjusting nut. Then tighten pivot

bolt nut.

HYDRAULIC SYSTEM CHECKS

The following procedure outlines methods to identify

and isolate power steering hydraulic circuit difficulties.

This test is divided into two parts. Test number one

provides means of determining whether power steering

system hydraulic parts are actually faulty. If test number

one results in readings indicating faulty hydraulic opera-

tion, test number two will identify the faulty part. Be-

fore performing hydraulic circuit test, carefully check

belt tension and condition of driving pulley. Strand

tension of belt should be 125 lbs. on new belts and 75 lbs.

on old belts, as indicated by Tool J-7316 (Fig. 65).

Test Number One—Oil Circuit Open

Engine must be at normal operating temperature. In-

flate front, tires to correct pressure. All tests are made

with engine idling, so adjust engine idle speed to correct

specifications listed in Section 6 and proceed as follows:

a. With engine not running, disconnect flexible pres-

sure line from pump and install Tool J-5176 as

Fig.
65— Checking Belt Tension with Tool J-7316

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

WHEELS AND TIRES 10-2

either case, tires will revolve with a side motion and

scrape the tread rubber off. If misalignment is severe,

the rubber will be scraped off of both tires (or all four

tires if front toe is not correct); if slight, only one will

be affected.

The scraping action against the face of the tire causes

a small feather edge of rubber to appear on
one .side
of

the tread and this feather edge is certain indication of

misalignment (fig. 1). The remedy is. readjusting toe-in

within specifications, or rechecking the entire front end

alignment if necessary.

Heei and Toe

This is a saw-toothed effect where one end of each

tread block is worn more than the other.

The end that wears is the one that first grips the road

when the brakes are applied.

Heel and toe wear is less noticeable onsrear tires than

on front tires, because the propelling action of the rear

wheels creates a force which tends to wear the opposite

end of the tread blocks. The two forces, propelling and

braking, make for more even wear of the rear tires,
whereas only the braking forces act on the front wheels,

and the saw-tooth effect is more noticeable.

A' certain amount of heel and toe wear is normal.

Excessive wear is usually due to high speed driving and

excessive use of brakes. The best remedy, in addition

UNDERINFLATION WEAR

Fig.
1 - Toe In or Toe Out Misalignment Wear
Fig.
2 - Over and Under Inflation Wear

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

WHEELS AND TIRES 10-4

the road and it slips, grinding off the tread on the inside

half of the tire at an excessive rate. This type of tire

shows much the same appearance of tread wear as tire

wear caused by negative camber.

Second, the transfer of weight may also over-load the

outside tires so much that they are laterally distorted

resulting in excessive wear on the outside half of the

tire producing a type of wear like that caused by ex-

cessive positive camber.

Cornering wear can be most easily distinguished from

abnormal camber wear by the rounding of the outside

shoulder or edge of the tire and by the roughening of the

tread surface which denotes abrasion.

Cornering wear often produces a fin or raised portion

along the inside edge of each row in the tread pattern.

In some cases this fin is almost as pronounced as a

toe-in fin, and in others, it tapers into a row of tread

blocks to such an extent that the tire has a definite step

wear appearance.

The only remedy for cornering wear is proper in-

struction of owners.

Fig.
5 - Tire Rotatidh

Rotation

To minimize the possibility of tire noise and to equal-

ize tire wear, it is recommended that tires be inter-

changed every 6000 miles as shown in Figure 5 or more

frequently in the case of extremely heavy wear.

NOTE:
Rotate Corvette tires at 4000 miles or

sooner.

Interchanging tires will effectively prevent undue wear

on any particular tire. II tire interchanging is followed

as recommended above, all tires will have the same

number of miles in each wheel position at the end of the

fourth change. When interchanging tires, inspect for

signs of abnormal wear, bulging, etc., stones, glass, and

nails should be removed before reinstallation.

Noise

Noise caused by the normal action of tire treads on

various road surfaces is often confused with rear axle
gears or other noises in the car.

The determination of whether tires are causing the

noise complained of is relatively simple. The car should

be driven at various speeds and note taken of part

throttle, and sudden acceleration and deceleration. Axle

and exhaust noises show definite variations under these

conditions, while tire noise will remain constant. Tire

noise is, however, most pronounced at speeds of approx-

imately twenty or thirty miles per hour.

The tires may be further checked by driving the ear

over smooth pavement with the tires at normal pressure

and again over the same stretch of pavement when the

tires have been inflated to fifty pounds pressure. Reduce

the tires to normal pressure one at a time to determine

the faulty tire or tires. This high inflation pressure

should immediately be reduced to normal after test. If

the noise for which the test is being made is caused by

tires,.
it will noticeably decrease when the tire pressure

is increased, whereas axle noise should show no change

in volume.

If, on inspection, the tires on the front wheels are

found to be creating most of the noise the alignment of

the front wheels should be checked. Excessive tire noise

usually results from lower than recommended tire pres-

sure, incorrect alignment, uneven tire wear, or defective

(thumper) tire.

Cleaning

A great deal of ordinary road dirt which collects on

white sidewall tires may be sponged off with clear water

or a mild soap solution.

A good brand of whitewall tire cleaner, however, is

a quicker and more effective cleaner for removing dirt

and stains from whitewall tires and in many cases it

will remove stains and discoloration that the simpler

method of soap and water will not remove.

Under no circumstances should gasoline, kerosene or

any cleaning fluid containing a solvent derived from oil

be used to clean whitewall tires. Oil in any form is

detrimental to tire rubber and a cleaner with an oil base

will discolor or injure whitewall tires.

Change (W/Wheels)

To change the road wheels using the jack that comes

with the car, observe the following procedure:

1.
Set hand brake and block front wheels if rear wheel

is being changed.

2.
Remove hub cap or wheel disc and break wheel

mounting nuts loose.

3.
Place the jack as directed tinder, General Informa-

tion,
Section 0 and raise car until wheel clears

ground.

4.
Remove wheel mounting nuts and remove wheel from

hub or drum.

5. To replace road wheel, reverse the above instrue-

. tions. Proper torque on nuts is 55-75 ft. lbs.

torque (70-85 ft. lbs. for Corvette aluminum wheel

nuts).

CAUTION: On models equipped with discs, in-

dex the pilot hole in the disc on the valve stem.

(To insure that the anti-rotation notches in wheel

disc register on lugs in wheel rim.)

CHEVROLET CHASSIS SERVICE MANUAL

WHEELS AND TIRES
10-6

lifted on the rim to force the top tire bead

against the top rim flange. The weight of the

tire will seat the bottom bead.

Repair

When a tire loses all or most of its air pressure,

particularly when driving at high legal speeds on today1 s

super-highways, recommended procedure is to remove it

from the wheel for complete inspection to be sure no

tire damage has occurred. Punctured tires should be

removed from the wheel and permanently repaired from

the inside.

Externally applied plug type repairs should be con-?

sidered temporary and the tire should be permanently

repaired as soon as possible.

Hot Patch Method

It is essential to thoroughly clean and remove all

foreign matter from the hole left by the puncturing-object

without enlarging the injury and then follow the manu-

facturer's instructions for vulcanizing the patch.

Rubber Plug Methods

There are several types of rubber plugs--some are

inserted from the inside of the tire; others are inserted

from the outside of the tire without demounting the tire

from the rim.

When using the plug method be sure to clean and

lubricate the hole with repair cement before inserting

the plug. Your tire supplier has available complete kits

containing materials, tools and detailed instructions for

making repairs with plugs. Follow instructions in the kit

you use.

Cold Patch Method

(Self Vulcanizing Type)

In this method it is essential to thoroughly clean and

remove all foreign matter from the hole left by the

puncturing object without enlarging the injury; also on

the inside of the tire, buff an area large enough for the

patch. Follow the manufacturer1 s instructions for appli-

cation of the special cement and self-vulcanizing cold

patch.
Pressure Gun Method

Several types of pressure guns are available. Consult

your tire supplier for materials and instructions.

Tire Installation Safety Precautions

When tires are mounted on dirty or corroded rims, or

when they are not properly centered on rims, the tire

bead may "bind" on the rim, and refuse to seat. Allowing

pressure to continue to build up within the assembly in

an attempt to seat the tire bead is a DANGEROUS PRAC-

TICE which can result in a broken tire bead, and serious

injury to the serviceman.

1.
Make sure that rim flanges and bead ledge (espe-

cially hump and radius) areas are smooth and clean.

Remove any oxidized rubber, dried soap solution,

rust, heavy paint, etc. with a wire brush, or, in ex-

treme cases, a file.

2.
Lubricate tire beads, rim flanges, and bead ledge

areas with a liberal amount of thin vegetable oil

soap solution, or approved rubber lubricant,

3.
Insure that air pressure build-up during the bead

seating process is not allowed to exceed 40 pounds

pressure. If beads have not seated by the time pres-

sure reaches 40 pounds, assembly should be deflated,

re-positioned on rim, re-lubricated and re-inflated.

4.
Make sure valve core is inserted in valve stem

prior to inflating.

5.
Use an extension gauge with clip on chuck so air

pressure build-up can be closely watched and so

that you can stand well back from the assembly

during the bead seating process.

WHEELS

Valve Assembly

Replace

NOTE: Always use new valve assembly when

replacing.

1.
Cut or drive old valve assembly out of rim.

2.
Clean valve hole and surrounding area on inside of

flange with steel wool.

Fig. 6 - Installing Valve
Fig. 7 - Rim Inspection

CHEVROLET CHASSIS SERVICE MANUAL

ELECTRICAL-BODY AND CHASSIS 12-3

Fig.
2 - T-3 Safety Aimer

wearing away the insulation due to vibration.

By referring to the wiring diagrams, circuits may be

tested for continuous circuit or shorts with a conventional

test lamp or low reading volt meter.

HEADLAMP ADJUSTMENT-

T-3 HEADLAMPS

CAUTION: Check and tighten radiator support

grille retaining bolts prior to attempting head-

lamp aiming. Distorted grille or supports in

this area will hinder proper aiming of head-

lamps. On Corvette models make sure head-

lamp panel is adjusted properly - refer to

"Headlamp Panel Travel Adjustment".

When aiming headlamps, vehicle should be filled to ca-

pacity with gas, oil, and water but no load. Tires should

be uniformly inflated to recommended pressure.

the T-3 Safety Aimer-Type B (fig. 2), is used for the

headlamp aiming description that follows. An adapter is

required with the Type B T-3 Aimer when adjusting the 7

inch headlamp used on the Chevy n vehicle.

1.
Drive vehicle onto selected aiming area. Bounce

vehicle several times and allow to settle.

2.
Remove headlamp bezels.

3.
Mount the T-3 Aimers on either the No. 1 or No. 2

pair of headlamps so that "the points of the headlamps

engage the smooth inner ring of the aimers.
HORIZONTAL

AIMING

SCREW

STRING OVER

"2R" ON AIMER ARM

Fig.
4—-Headlamp Horizontal Adjustment

NOTE:
In the dual headlamp installation, the

inboard unit is designated No. 1 and the outboard

unit is designated No. 2.

4.
Secure the aimers to the headlamp units by firmly

pressing knob at center of each aimer (fig. 3). Ro-

tate crossarms inboard to approximate horizontal

position.

NOTE:
Moisten suction cups slightly to obtain

maximum holding force.

5. With both aimers in place, knot both ends of elastic

string and, using slots provided, fasten string across

horizontal crossarms of each aimer.

6. Rotate both aimers so that the string just clears the

points on the crossarms.

HORIZONTAL ADJUSTMENT

7. a. Turn horizontal aiming screw, Figure 4, on left-

VERTICAL ADJUSTMENT SCREW

Fig.
3 - Installing Aimer on Headlamp Unit
Fig.
5 - Headlamp Vertical Adjustment

CHEVROLET CHASSIS SERVICE MANUAL