1967 CHEVROLET CAMARO wheel alignment

STEERING 9-3

Fig.
4-Checking Wheel PuI!-Corvette

c. If torque does not lie within limits given in speci-

fications at rear of manual, adjustment is

necessary.

4.
Corvette and telescopic columns:

a. Use Tool J-5178 to measure.pull at rim of wheel

required to keep wheel in motion (fig. 4).

b.
If pull does not lie within limits given in specifi-

cations in rear of manual, adjustment of worm

bearings is necessary.

NOTE:
If vehicle is equipped with a tilt steer-

ing column, it will be necessary to disconnect

the steering coupling to obtain a torque reading

of the steering column. This torque should then

be subtracted from any reading taken on the

gear.

5. To adjust worm bearings, loosen worm bearing ad-

juster locknut and turn worm bearing adjuster shown

in Figure 3 until there is no perceptible end play in

worm. Check pull at steering wheel, readjusting: if

necessary to obtain proper pull. Tighten locknut and

recheck pull. If the gear feels "lumpy" after adjust-

ment of worm bearings, there is probably damage in

the bearings due to severe impact or to improper

adjustment and the gear must be disassembled for

replacement of damaged parts.

6. After proper adjustment of worm is obtained and all

mounting bolts securely tightened, adjust lash ad-

juster screw. First turn the steering wheel gently

from one stop all the way to the other, carefully

counting the total number of turns. Then turn wheel

back exactly half way, to center position. Turn lash

adjuster screw clockwise to take out all lash in gear

teeth, and tighten locknut. Check pull at steering

wheel taking highest reading as wheel is turned

through center position. See specifications in rear of

manual for proper sector lash adjustment. Readjust

if necessary to obtain proper pull.
NOT MORE THAN

T/a INCH FROM

CENTERLINE

Fig.
5—Steering Wheel Alignment

NOTE:
If maximum specification is exceeded,

turn las£ adjuster screw counterclockwise, then

come up on adjustment by turning the adjuster in

a clockwise motion.

7. Tighten locknut then recheck pull, as it must lie be-

tween specified readings.

Fig.
6—Adjusting Steering Ratio—Corvette

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-4

8. Reassemble pitman arm to sector shaft, lining up

marks made during disassembly. Refer to torque

specifications at rear of manual for correct torque

value.

9. Install horn cap or ornament and connect steering

column harness at chassis connector.

NOTE:
Chevy.n models are equipped with a

shim at the frame to steering gear mounting

bolts.
Shims may be removed or installed as

required for proper steering gear alignment.

STEERING WHEEL ALIGNMENT AND

HIGH POINT CENTERING

1.
Set front wheels in straight ahead position. This can

be checked by driving vehicle a short distance on a

flat surface to determine steering wheel position at

which vehicle follows a straight path.

2.
With front wheels set straight ahead, check position

of mark on wormshaft designating steering gear high

point. This mark should be at the top side of the shaft

at 12 o'clock position and lined up with the mark in

the coupling lower clamp.

3.
If gear has been moved off high point when setting

wheels in straight ahead position, loosen adjusting

sleeve clamps on both left and right hand tie rods,

then turn both sleeves an equal number of turns in

the same direction to bring gear back on high point.

CAUTION: Turning the sleeves an unequal
number of turns or in differential directions will

disturb the toe-in setting of the wheels.

4.
Readjust toe-in as outlined in Section 3 (if necessary).

5. With wheels in a straight ahead position and the

steering gear on highpoint, check the steering wheel

alignment by measuring the distance from each hori-

zontal spoke to the horizontal centerline of the

steering wheel (fig. 5). If the horizontal spokes are

over 1-1/8 inches from the horizontal position the

wheel should be removed and centered. (See steering

wheel removal in this section.)

TOE-IN ADJUSTMENT

Adjust the steering linkage for proper toe-in setting as

outlined in Section 3.

CORVETTE STEERING RATIO (Fig. 6)

The Corvette steering ratio may be changed as follows:

CAUTION: Do not use the rearward hole in the

steering arm with power steering equipment or

interference may result.

1.
Remove tie rod ball stud nut at steering arm and

disconnect tie rod from steering arm.

2.
Move tie rod end to forward hole for 17.6:1 ratio

(fast ratio) or rear hole for 20.2:1 ratio (standard

ratio).

3.
Install tie rod stud nut and tighten securely. Repeat

operation on opposite steering arm.

COMPONENT REPLACEMENT AND REPAIRS

STEERING WHEEL

REGULAR PRODUCTION (Fig. 7)

Removal

1.
Disconnect steering column harness from chassis

wiring harness at connector (fig. 8).

2.
Pull out horn button cap or center ornament and

retainer.

3.
Remove three screws from the receiving cup.

4.
Remove the receiving cup, belleville spring, bushing,

and pivot ring.

5. Remove the steering wheel nut and washer.

6. Using Tool J-2927, install centering adapter on

steering shaft, thread puller anchor screws into

threaded holes provided in steering wheel. Turn

center bolt of tool clockwise to remove steering

wheel (fig. 9).

Installation

CAUTION: Direction signal control assembly

must be in "neutral position when assembling

steering wheel to prevent damage to cancelling

cam and control assembly.

1.
With directional cancelling cam and horn contact as-

sembly in place, set wheel onto steering shaft.
Fig. 7—-Regular Wheel and Horn Attachments

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-29

column mounting bracket, and place bracket in cor-

rect position on underside of instrument panel.

Loosely install bracket using bracket to column

mounting screws and bracket to instrument panel

washers and bolts.

NOTE: Steering shaft to gear clamp must be

tightened before column attaching bolts are

torqued. Refer to "Steering Gear-Chevy n",

installation procedure, for correct Chevy II

steering column alignment procedure.

5.
Camaro only (fig. 60):

Lay wedge shim in position on instrument panel

column mounting bracket and place bracket in cor-

rect position on underside of instrument panel.

Loosely install bracket using bracket to column

mounting screws, nuts, and washer and bolt as shown

in Figure 60.

6. Corvette only (fig. 61):

Loosely secure column mounting bracket to sup-

port plate and instrument panel with washers and

bolts.

7.
Secure flanged end of column to steering coupling

with lockwashers and nuts. On Chevy n, connect col-

umn to steering gear with clamp, clamp bolt, and

nut. On Corvette, slide steering shaft flange into

lower coupling
half,
and install upper clamp bolt

loosely; also secure support, seal and clamp loosely

at dash on engine side.

8. Tighten instrument panel mounting bracket bolts and

nuts.
Refer to torque specifications at rear of manual

for correct torque values.

9. Chevrolet only (fig. 15):

Place upper and lower mast jacket covers in po-

sition and secure covers together and to instrument

panel using nuts and screws as shown in Figure 15.

10.
Chevy H only (fig. 18):

Place lower mast jacket cover in position under

mast jacket and secure to upper cover with screws.

11.
CheveUe only (fig. 15):

Place mast jacket trim cover in position over col-

Fig.
61—Instrument Panel Mounting Bracket and

Support Plqte—Corvette
umn on underside of instrument panel and secure

with screws.

12.
Corvette only (fig. 14):

Slide escutcheon into position at instrument panel

and secure with screws. Place upper end lower

covers in position and secure with screws.

13.
On Chevrolet and CheveUe models with column

mounted powerglide controls, secure transmission

shift indicator pointer into position with set screw

(fig. 15). ,

14.
Chevrolet only (fig. 19):

a. Secure seal and cover to dash panel with screws.

b.
Place clamp assembly in position and install

clamp screw.

c. Install dash panel trim cover with mounting

screws.

15.
Chevelle only (fig. 20):

a. Secure seal and inner and outer covers to dash

panel with screws.

b.
Secure inner and outer covers together with

screws.

c. Install trim cover to dash panel with two

retainers.

16.
Chevy H only (fig. 21):

a. Secure seal, retainer, and clamp to dash panel

with screws.

b.
Install clamp screw.

c. Slide collar into position. Pinch and staple upper

tabs together.

17.
Camaro only (fig. 22):

a. Secure seal, upper cover, and lower cover to

dash panel with screws.

b.
Secure upper and lower cover together with

screws.

c. Fold rubber boot over securely against dash panel

to conceal covers.

18.
Corvette only (fig. 23):

a. Secure seal and support assembly to dash panel

on engine compartment side.

b.
Tighten clamp, washer, and clamp bolt on engine

compartment side.

19.
Connect transmission linkage to lower shift tube

levers in engine compartment, if column is so

equipped. Adjust levers as outlined in Section 7.

20.
Install steering wheel as outlined in this section.

21.
Connect directional signal, horn, back-up lamp, and

neutral start switch at wiring harness plugs. Adjust

back-up lamp, neutral start switch as outlined in

Section 12.

22.
Adjust steering gear and align and center steering

wheel as outlined in this section.

STEERING LINKAGE (Fig. 62)

TIE RODS

There are two tie rod assemblies used on all models.

Each assembly is of three piece construction, consisting

of a sleeve and two tie rod ends. The ends are threaded

into the sleeve and locked with clamps. Right and left

hand threads are provided to facilitate toe-in adjustment

and steering gear centering.

The tie rod ends are self-adjusting for wear and re-

quire no attention in service other than periodic lubrica-

tion and occasional inspection to see that ball studs are

tight. Replacement of tie rod ends should be made when

CHEVROLET CHASSIS SERVICE MANUAL

STEERING 9-31

Fig.
63—Freeing Ball Stud

rod threads with EP Chassis lube and install ends on

tie rod making sure both ends are threaded ah equal

distance from the tie rod.

2.
Make sure that threads on ball stud and in ball stud

nuts are perfectly clean and smooth. Install neoprene

seals on ball studs.

NOTE: If threads are not clean and smooth,

ball studs may turn in tie rod ends when at-

tempting to tighten nut.

3.
Install ball studs in steering arms and relay rod.

4.
Install ball stud nut, and install cotter pins. Lubri-

cate tie rod ends.

5.
Adjust toe-in as described in Section 3.

NOTE: Before locking clamp bolts on the rods,

make sure that the tie rod ends are in alignment

with their ball studs (each ball joint is in the

center of its travel). If the tie rod is not in

alignment with the studs, binding will result.

RELAY ROD-ALL MODELS EXCEPT CORVETTE

Removal

1.
Remove inner ends of tie rods from relay rod as

described under Tie Rod - Removal.

2.
Remove cotter pin and nut from relay rod ball stud

attachment at pitman arm.

3.
Detach relay rod from pitman arm. Shift steering

linkage as required to free pitman arm from relay

rod.

4.
Remove cotter pin and nut from idler arm and re-

move relay rod from idler arm.

Installation

1.
Install relay rod to idler arm, making certain idler

stud seal is in place, then install and tighten nut.

Advance nut just enough to align castellation with

cotter pin hole and install pin.

2.
Raise end of rod and install on pitman arm. Secure

with nut and cotter pin.
3.
Install tie rod ends to relay rod as previously

described under Tie Rods. Lubricate tie rod ends.

4.
Adjust toe-in (see Section 3) and align steering wheel

as described previously in this section under Steer-

ing Wheel Alignment and High Point Centering.

RELAY ROD-CORVETTE

Removal

1.
Remove steering damper from relay rod as outlined

under Steering Damper-Removal. Remove anchor

bracket from relay rod by disconnecting two mount-

ing bolts.

2.
Remove inner ends of tie rods from relay rod as

described under Tie Rod--Removal.

3.
Remove cotter pin from end of relay rod at pitman

arm ball stud attachment, and remove stud nut.

4.
Tap brJl stud out of pitman arm and lower relay rod.

5.
Remove cotter key and nut from idler arm and re-

move relay rod from idler arm. Remove washer and

seal from idler arm.

Installation

1.
Place relay rod on idler arm stud, making certain

idler stud seal and washer are in place, then install

and tighten nut. Advance nut just enough to align

castellation with cotter pin hole and install pin.

2.
Install new seal and clamp over ball at end of pitman

arm.

3.
Install inner spring seat and spring to relay rod.

4.
Raise end of rod and install on pitman arm.

5.
Install spring seat, spring, and end plug.

6. Tighten end plug until springs are compressed and

plug bottoms, then back off 3/4 turn plug amount

necessary to insert cotter pin. Insert cotter pin to

lock adjustment.

7.
Install tie rod ends to relay rod as previously de-

scribed under Tie Rods.

8. Lubricate tie rod ends and pitman arm to relay rod

ball joint.

9. Install steering damper bracket and tighten bolts.

Install damper as outlined under Steering Damper--

Installation.

10.
Adjust toe-in and align steering wheel as described

previously in this section.

IDLER ARM

Chevrolet, Chevelle, Comoro, and Corvette (Fig. 62)

Removal

1.
Remove idler arm to frame nut, washer, and bolt.

No washer is used on Corvette.

2.
Remove cotter pin and nut from idler arm to relay

rod ball stud.

3.
Remove relay rod from idler arm by tapping relay

rod with a hammer using a heavy hammer as a

backing.

4.
Remove idler arm.

Installation

1.
On Chevrolet, place seal in position on idler arm

stud; position stud up through frame, and secure with

lock washer and nut.

2.
On Chevelle, Camaro, and Corvette, position idler

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 10-4

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 10-5

WHEELS

The wheel and tire assembly should be removed from

vehicles equipped with disc brakes to properly perform

balancing operations. This is necessary due to drag of

the spring loaded brake shoes on the disc.

Static Balancing (W/Tire)

Static Balance (still balance) is the equal distribution

of weight of the wheel and tire assembly about the axis

of rotation so that the assembly has no tendency to rotate

by
itself.
Static unbalance causes the pounding action of

the front wheels that is called "tramp".

To correct static unbalance (front and rear): The

quickest and best methods to correct static unbalance

are through the use of wheel balancers which are com-

mercially available. Refer to the Information and in-

structions included with these balaricers.

Dynamic Balancing (W/Tire)

Dynamic Balance (running balance) requires the wheel

to be not only in static balance, but balanced and running

smoothly while turning on an axis which runs through the

centerline of the wheel and tire perpendicular to the axis

of rotation.

The quickest and best methods of testing and correcting

dynamic unbalance are by the use of dynamic wheel

balancers which are commercially available. These bal-

ancers include all necessary information on where and

how the balancing weights should be placed. The follow-

ing information, however, will help in the correction of

dynamic balance.

NOTE:
Before attempting to balance the

wheels, check to be certain that no foreign

matter has been trapped in the wheel ventila-

tion slots or in the accessory wheel discs. This

is especially important if the vehicle has been
run in soft mud and then parked in freezing

weather.

When a wheel that is statically unbalanced is dynam-

ically in balance the dynamic balance can be retained

while correcting "the static balance by installing the cor-

rective weights so that half of the weight required is

placed on the inner edge of the rim and the other half

on the outer edge of the rim.

Dynamic unbalance can be corrected without destroying

static balance by installing weights so half of weight

required for dynamic balance is placed on the rim op-

posite the heavy point, while the other half is placed 180°

away and on the opposite side of the rim.

NOTE:
Vehicles with wire wheel covers should

have the wheels balanced with the wire wheel

covers installed on the wheels.

Run Out (W/OTire)

The wheels should not run out (wobble) more than

1/16" as measured on the side of the rim at the base

of the tire. Excessive run-out is the result of a bent

wheel, an improperly mounted wheel, worn knuckle bear-

ings or steering connections. These parts should be

checked for correct adjustment, proper alignment and

wear whenever excessive run-out is encountered.

The wheels should also run concentric with the steering

knuckle spindle within 1/16 inch as measured on the tire

bead seat of the rim with the tire removed.

Wheel run-out, eccentricity and balance are closely

associated with steering and front wheel alignment.

Further information on these subjects will be found under

"Suspension".

Cleaning Aluminum Wheels

Do not use wire brush or abrasive cleaners when

cleaning wheels. Use only cleaners that will not react

with aluminum.

SERVICE OPERATIONS

TIRES

Removal

Dismounting tubeless tires presents no problems if the

correct procedures are used and the following precau-

tions observed.

1.
Remove the valve cap and valve core. Let out all the

air.

2.
Press the inner side of the tire into the rim well.

Use bead loosening tool or if regular tire irons are

used, take particular care not to injure or tear the

sealing ribs on the bead.

CAUTION: Never use tire irons with sharp

edges or corners.

3.
Using tire irons on the opposite side, remove bead,

taking small "bites" around the rim.

4.
Turn the tire over, and use two tire irons, one be-

tween the rim flange and the bead to pry the rim

upward, the other iron to pry outward between the

bead seat and the bead.
Installation

Extreme care must be exercised to prevent injury to

the sealing bead and circumferential bead when forcing

tire over rim.

1.
Apply a light film of Ruglyde or other suitable rubber

lubricant to sealing bead of tire.

NOTE:
The use of excessive lubrication may

lead to rim slippage and subsequent breaking of

air seal.

2.
Carefully mount the outer bead in usual manner by

using tire irons, taking small "bites" around rim,

being careful not to injure the tire bead.

CAUTION: DO NOT use a hammer, as damage

to the bead will result.

3.
Install the inner bead in the same manner.

NOTE:
If a seal cannot be effected in the fore-

going manner with the rush of air it can be

, accomplished by applying to the circumference

of the tire a tire mounting band or heavy sash

cord and tightening with the use of a tire iron.

On tire mounting machines, bouncing the tire

assembly is not required. The tire should be

CHEVROLET CHASSIS SERVICE MANUAL