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 4-33
Fig.
84—Drive Pinion Flange Removal
J-21057 for heavy-duty axle, press seal into bore
until it seats against shoulder (figs. 85 and 86).
CAUTION: Pinion oil seal flange must not bot-
tom against "carrier. Press seal into carrier
bore until it seats against internal shoulder -
do not apply unnecessary pressure after seal is
seated. To do so will destroy rubber seat ancl
distort seal. ;
11.
Position and align pinion flange on pinion shaft using
Tools J-9458 and
J-8614-1.
Tool J-9458-1 is
threaded onto pinion shaft and nut tightened against
J-9458-2 to pull flange on shaft (fig. 87). Remove
Fig.
86—Drive Pinion Flange Oil Seal
Installation (Heavy-Duty)
J-9458 after flange is seated.
NOTE: The position of the pinion and flange
was previously marked so that reinstallation
may be made with flange and pinion in same
relative position.
CAUTION: Do not attempt to hammer flange
onto pinion shaft. To do so will damage ring
gear and pinion.
12.
13.
14.
15.
Pack the cavity between end of pinion splines and
pinion flange with a non-hardening sealer (such as
Permatex Type A) prior to installing washer and
nut on pinion.
Install washer and a new self-locking nut on pinion
shaft. Tighten nut to remove end play and continue
alternately tightening in small increments and check-
ing preload with torque wrench until it is the same
as that recorded in Step 4.
Reassemble the rear universal joint, and torque
"V" bolt nuts to specifications.
Lower vehicle to floor and road test for leaks.
Fig.
85—Drive Pinion Flange Oil Seal
Installation (Light-Duty)
Fig.
87—Drive Pinion Flange Installation
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
REAR SUSPENSION AND DRIVE LINE 4-40
Fig.
106—Removing Propeller Shaft from Companion Flange
PROPELLER SHAFT (SAGINAW)
Removal
1.
Raise vehicle sufficiently to permit access to propel-
ler shaft and mark relationship of rear yoke to
companion flange.
2.
Remove trunnion bearing retaining strap attaching
screws from both bearings (fig. 106).
3.
Lower rear of propeller shaft, being careful not to
dislodge bearing caps from trunnion, and tape bear-
ing caps to trunnion.
4.
Withdraw propeller shaft front yoke from transmis-
.sion by moving shaft rearward, passing it under the
axle housing. Watch for oil leakage from transmis-
sion output shaft housing.
Repairs
NOTE:
Because of the elastic properties of the
nylon retainers, the trunnions must be pressed
from the yokes. Pressing the trunnions from the
yokes will shear the retainers which renders
the bearing caps unsuitable for reuse. A service
Jdt, which employs a snap ring to retain the
trunnion, must be used when reassembling the
propeller shaft (fig. 107).
1.
Remove trunnion at differential end of propeller shaft
Fig.
107—Service Kir Trunnion (Saginaw)
Fig.
108—Pressing Trunnion Bearing from Propeller Shaft
using the following procedure:
a. Support trunnion on a press bed so that the
propeller shaft yoke can be moved downward.
Support front of propeller shaft so that shaft is
in a horizontal position.
b.
Using a piece of pipe or similar tool, with an ins-
side diameter slightly larger than 1 1/8", press
bearing from yoke (fig. 108).
c. Apply force on yoke around bearing until nylon
retainer breaks. Continue to apply force until the
downward movement of the yoke forces the bear-
ing as far as possible from the yoke (fig. 109).
d. Complete removal of bearing by tapping around
circumference of exposed portion with a small
hammer (fig. 110).
e. Rotate propeller shaft so that opposite bearing
-may be removed in the manner described above.
f. Remove trunnion from yoke.
Remove trunnion at transmission end of propeller
shaft using the following procedure:
a. Support splined yoke on a press bed and the rear
of the propeller shaft on a stand so that shaft is
horizontal. Be sure that weight is evenly dis-
tributed on each side of the splined yoke and that
the fixed yoke half of the "U" joint is free to
move downward.
b.
Using a piece of pipe or similar tool, with an
inside diameter slightly larger than 1 1/8", press
bearing from yoke (fig. 108).
c. Apply force on yoke around bearing until nylon
retainer breaks. Continue to apply force until the
downward movement of the yoke forces the bear-
ing as far as possible from the yoke (fig. 109).
d. Complete removal of bearing by tapping around
circumference of exposed portion with a small
hammer (fig. 110).
e. Rotate propeller shaft so that opposite bearing
may be removed in the manner described above.
f. Remove splined yoke and trunnion from propeller
shaft.
CHEVROLET CHASSIS SERVICE MANUAL
REAR SUSPENSION AND DRIVE LINE 4-42
Fig.
113—Rear Suspension Special Tools (Chevrolet, Camaro, Chevelle and Chevy II)
1.
J-8614
2.
J-21057
3. J-21468
4. J-5748
5. J-21830
6. J-7574
7. J-7877
8. J-21474
9. J-9458
Companion Flange Remover—Consists of J-8614-1
Holder, J-8614-2 Nut and J-8614-3 Screw.
Drive Pinion Oil Seal Installer—Heavy-Duty Axle.
Drive Pinion Oil Seal Installer—Light Duty
Axle—Used with J-9458.
Positraction Torque Measuring Adapter.
Upper and Lower Control Arm Bushing Puller-
Consists of J-21830-2 Adapter, J-21830-4 Receiver,
J-21830-7 Bridge—Used with J-21058-6 Spacer,
and J-21830-3 Spacer.
Chevrolet Lower Control Arm Front Bushing
Remover/Installer—Consists of J-7574-4 Receiver,
J-7574-1 Remover, J-7574-2 Installer Adapter,
J-7574-3 Spacer.
Chevrolet Tie Rod Bushing Remover/Installer—Consists
of J-7877-1 Remover Adapter, J-7877-2 Bushing
Receiver, J-7877-3 Installer Adapter—Used with
j-7079-2
Handle.
Chevelle Control Arm Bushing Remover—Consists of
J-21474-5 Receiver, J-21474-1 Spacer and
J-21474-2 Adapter.
Drive Pinion Oil Seal Installer—Light Duty
Axle—Used with J-21468.
10.
J-21051 Rear Wheel Bearing and Oil Seal Installer-
Heavy Duty Axle—Used with J-7079-2.
11.
J-21491 Rear Wheel Bearing and Oil Seal Installer—Light
Duty Axle—Used with J-8092.
12.
J-2619 Rear Wheel Bearing and Oil Seal Remover (Slide
Hammer).
13.
J-8119 Rear Wheel Bearing and Oil Seal Remover—Used
with J-2619.
14.
J-21058 Upper and Lower Control Arm Puller—Consists of
J-21058-15 Screw and J-21058-8 Nut—Used
with J-21830.
15.
J-8092 Driver.Handle—Threaded Type.
16.
J-7079-2 Driver Handle—Insert Type.
17.
J-21548 Propeller Shaft "U" Joint Trunnion Seal Installer.
18.
J-21991 Chevelle Upper Control Arm Carrier- Bushing
Remover Adapter.
19.
J-5853 Torque Wrench—In. lbs.
20.
J-5810 Torque Wrench Adapter (3/4" to 3/8")
21.
J-1313 Torque Wrench—ft. lbs.
Tools Not Illustrated
J-22553 Rear Spring Front Bushing Remover/Installer Consists
of J-22553-1 Receiver, J-22553-2 Installer—Used
with J-21978-1 Receiver, J-21058-8 Nut and
J-21058-15 Puller Screw.
CHEVROLET CHASSIS SERVICE MANUAL
BRAKES
SECTION 5
CONTENTS OF THIS SECTION
Duo Servo Brakes
Disc Brakes
Page
5-1 Power Brakes
5-24 Special Tools
Page
5-31
5-32
DUO-SERVO BRAKES
INDEX
Page
General Description 5-1
Maintenance and Adjustments 5-3
Hydraulic Brake Fluid .. . 5-3
Bleeding Hydraulic System 5-3
Pressure Bleeding 5-3
Manual Bleeding 5_4
Push Rod to Main Cylinder Clearance 5-5
Hydraulic Brake Lines 5-5
Hydraulic Brake Hose 5-5
Hydraulic Brake Tubing 5-6
Brake Adjustment. .................... 5-7
Service Brake 5-7
Parking Brake 5-8
Component Replacement and Repairs 5-9
Parking Brake - Chevrolet, Chevelle and
Camaro 5^9
Pedal Assembly 5-9
Front Cable ,. . . 5-9
Center Cable 5-9
Rear Cables. . 5-9
Parking Brake - Chevy n 5-9
Lever Assembly 5-9
Idler Lever 5-11
Front Cable 5-11
Rear Cable . . ; 5-12
Parking Brake - Corvette 5-13
Lever Assembly . . . . 5-13
Front Cable 5-14
Rear Cable . . 5-14
Brake Pedal 5-15
Shoes and Linings 5-16
Organic 5-16
Metallic 5-17
Main Cylinder 5-18
Wheel Cylinders 5-21
Anchor Pin 5-22
Front Wheel 5-22
Rear Wheel 5-22
Brake Drums • 5-22
Brake Pipe Distribution and Switch Assembly . . . . . 5-23
Camaro Pressure Regulator Valve 5-23
GENERAL DESCRIPTION
All 1967 models are equipped with a new split brake
system as a safety feature. If a wheel cylinder or brake
line should fail at either the front end or rear end of
the vehicle, the operator can still bring the vehicle to
a controlled stop. The system is designed with separate
hydraulic systems for the front and rear brake using
a dual master cylinder (fig. 1). The design of the master
cylinder is similar to that used on the 1966 Corvette
in that it has two entirely separate reservoirs and outlets
in a common body casting. The front reservoir and outlet
is connected to the front wheel brakes, and the rear
reservoir and outlet is connected to the rear wheel
brakes. Two pistons within the master cylinder receive
mechanical pressure from the brake pedal push rod and
transmit it through the brake lines as hydraulic pressure
to the wheel cylinders. The filler cap is accessible from
inside the engine compartment.
A new brake pipe distribution and switch assembly
is mounted below the main cylinder. The front and rear
hydraulic brake lines are routed from the main cylinder,
through the brake pipe distribution and switch assembly,
to the front and rear brakes as shown in Figure 2. The
switch is wired electrically to the brake alarm indicator
light on the instrument panel. In the event of fluid loss
in either the front or rear brake system the indicator
on the instrument panel will illuminate red. (The indi-
cator will also' be illuminated when the parking brake is
applied.)
On Camaro models equipped with air conditioning, the
rear brake hydraulic line is routed through a pressure
regulator valve mounted on the left frame side rail
(fig. 3). The valve controls the hydraulic pressure to
the rear brakes resulting in the correct pressure balance
between the front and rear hydraulic systems.
The self-adjusting brakes (fig. 4), used on both front
and rear of all models, are the Duo-Servo single anchor
type which utilize the momentum of the vehicle to assist
in the brake application. The self-energizing or
self-
actuating force is applied to both brake shoes at each
wheel in both forward and reverse motion. The brake
shoe linings are bonded to the shoes.
Wheel cylinders are the double piston type permitting
even distribution of pressure to each brake shoe. To
keep out dust and moisture, both ejads of each wheel
cylinder are sealed with a rubber booC The wheel
cylinders have no adjustments.
The Chevrolet, Chevelle, and Camaro parking brakes
have a foot operated ratchet type pedal mounted to the
left of the steering column. A cable assembly connects
the pedal to an intermediate cable by means of an equal-
izer, where the adjustment for the parking brake is
incorporated. The intermediate cable attaches to the
CHEVROLET CHASSIS SERVICE MANUAL
BRAKES
5-3
PRIMARY
SHOE
PAWL
WIRE LINK
OVERRIDE
LEVER
VERRIDE
SPRING
RETURN
SPRING
STAR
WHEEL
Fig.
3—Camaro
Pressure
Regulator
Valve
Fig.
4-Self-Adjusting
Brake
MAINTENANCE AND ADJUSTMENTS
In any service operation it is extremely important
that absolute cleanliness be observed. Any foreign matter
in the hydraulic system will tend to clog the lines, ruin
the rubber cups of the main and wheel cylinders and
cause inefficient operation or even failure of the braking
system. Dirt or grease on a brake lining may cause
that brake to grab first on brake application and fade
out on heavy brake application.
The split system consists basically of two separate
brake systems. When a failure is encountered on either,
the other is adequate to stop the vehicle. If one system
is not functioning, it is normal for the brake pedal lash
and pedal effort to substantially increase. This occurs
because of the design of the master cylinder which
incorporates ah actuating piston for each system. When
the rear system loses fluid and takes in air, its piston
will bottom against the front piston. When the front
system loses fluid and takes in air, its piston will
bottom on the end of the main cylinders body. The loss
of fluid in one of the systems causes an uneven hydraulic
pressure balance between the front and rear systems.
The brake pipe distribution and switch assembly, near
the main cylinder, detects the loss of pressure and il-
luminates the brake alarm indicator light on the instru-
ment panel. The pressure loss is felt at the brake pedal
by an apparent lack of brakes for most of the brake
travel and then, when failed chamber is bottomed, the
pedal will harden.
HYDRAULIC BRAKE FLUID
Use GM Hydraulic Brake Fluid, Supreme No. 11 or
equivalent when servicing brakes. This brake fluid is
satisfactory for any climate and has all the qualities
necessary for proper operation, such as a high boiling
point to prevent vapor lock and the ability to remain
fluid at low temperatures.
In the event that improper fluid has entered the system,
it will be necessary to service the system as follows:
1.
Drain the entire system.
2.
Thoroughly flush the system with clean alcohol,
188
proof,
or a hydraulic system cleaning fluid
such as "Declene".
3.
Replace all rubber parts of the system, including
brake hoses.
4.
Refill the system.
5. Bleed the system.
BLEEDING HYDRAULIC SYSTEM
The hydraulic brake system must be bled whenever
any line has been disconnected or air has in some way
entered the system. A ''spongy" pedal feeling when the
brakes are applied may indicate presence of air in the
system. The system must be absolutely free of air at
all times. Bleeding should be done on the longest line
first; the proper sequence to follow is left rear, right
rear, right front, and left front (fig. 5). Bleeding of
brake system may be performed by one of two methods—
either pressure or manual.
PRESSURE
BLEEDING
1.
Clean all dirt from top of main cylinder and remove
cylinder cover and rubber diaphragm.
2.
Reduce fluid level in main cylinder until reservoirs
are approximately half full.
NOTE:
Make sure brake fluid in bleeder equip-
ment is at operating level and that the. equipment
is capable of exerting 30 to 50 lbs. hydraulic
pressure on the brake system.
3.
Install brake bleeder adapter J-22489 (fig. 6) on
main cylinder. Connect hose from bleeder equipment
to bleeder adapter and open release valve on bleeder
equipment.
CHEVROLET CHASSIS SERVICE MANUAL
BRAKES 5-7
LATCH PLATE
DIE BLOCK
TUBE
UPSET FLARE PUNCH
RAM GUIDE
STOP PLATE
Fig.
13—Flaring Operation--Position ing Tubing
2.
Remove the tubing from the die block and deburr
the inside and outside edges.
3.
Install compression couplings on tubing and dip end
of tubing to be flared in hydraulic fluid. This lubri-
cation results in better formation of the flare.
4.
Place on-half of the die blocks in the tool body with
the counterbored ends toward the ram guide. Now
lay the tubing in the block with approximately 1/2"
protruding beyond the end.
Fit the other half of the block into the tool body,
close the latch plate and tighten the nuts "finger
tight".
5. Select the correct size upset flare punch. One end
of this punch is counterbored or hollowed out to
gauge the amount of tubing necessary to form a
double lap flare. Slip the punch into the tool body
with the gauge end toward the die blocks. Install the
ram; then tap lightly until the punch meets the die
, blocks and they are forced securely against the
stop plate (fig. 13).
6. Using the supplied wrench, draw the latch plate
nut down tight to prevent the tube from slipping.
Tightening the nuts alternately (beginning with the
nut at the closed hole in the plate) will prevent
distortion of the plate. Remove the punch and the
ram. Now reverse the punch and put it back into the
tool body. Install the ram and tap it lightly until
the face of the upset flare punch contacts the face
of the die blocks (fig. 14). This completes the
first operation. Remove the ram and the punch.
7. To complete the flare, insert the pointed finish
flare punch and the ram into the tool body. Tap
the ram until a good seat is formed (fig. 15).
NOTE:
The seat should be inspected at inter-
vals during the finishing operation to avoid
over-seating.
LATCH
DIE BLOCK
TUBE
UPSET FLARE PUNCH
RAM GUIDE
RAM
1ST OPERATION
UPSET FLARE
PUNCH
2ND OPERATION
FINISH FLARE
PUNCH
Fig.
15—Flaring Operation—First and Second Flare
BRAKE ADJUSTMENT
Service Brake
Although the brakes are self-adjusting, a preliminary
or initial adjustment may be necessary after the brakes
have been relined or replaced, or whenever the length
of the adjusting screw has been changed. The final
adjustment is made by using the self-adjusting feature.
1.
With brake drum off, disengage the actuator from
the star wheel and rotate the star wheel by spinning
or turning with a small screw driver.
2.
Recommended
a. Use special Tool J-21177; Drum-to-Brake Shoe
Clearance Gauge, to check the diameter of the
brake drum inner surface (fig. 16).
Fig.
14—Flaring Operation—First Flare
Fig.
16—Using Drum-to-Brake Shoe Clearance
Gauge Tool J-21177
CHEVROLET CHASSIS SERVICE MANUAL