wheel alignment CHEVROLET CAMARO 1967 1.G Chassis Owner's Manual
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Page 481 of 659
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
Page 482 of 659
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
Page 484 of 659
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
Page 485 of 659
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
Page 488 of 659
SECTION 11
CHASSIS SHEET METAL
CONTENTS OF THIS SECTION
Chevrolet and Chevelle 11-1
Chevy II . . 11.-11
Camaro 11-19
Corvette (See Section IB)
Special Tools 11-25
CHEVROLET AND CHEVELLE
INDEX
Page
General Description 11-1
Maintenance and Adjustments •. il-1
Hood Adjustment 11-1
Hinges 11-1
Bumpers 11-1
Catch Assembly and Lock 11-1
Fenders 11-4
Sheet Metal 11-4
Component Part Replacement 11-4
Battery Tray 11-4
Page
Radiator Support 11-4
Fender Assembly . . 11-4
Skirt 11-4
Trim 11-5
Hood Assembly 11-6
Lock and Catch 11-7
Trim and Insulation 11-7
Cowl Vent Grille 11-7
Rear Wheel Cover 11-7
Simulated Wood Grain Moulding . . . . 11-7
GENERAL DESCRIPTION
The new front end appearance of the 1967 Chevrolet
and Chevelle passenger cars affects the servicing and
replacement of the chassis sheet metal. Refer to Section
13 for Radiator and Grille service procedures, Section
14 for Bumpers, and Section 1A for Air Conditioning
components. Figures 1 and 2 illustrate the Chevrolet
and Chevelle sheet metal components.
MAINTENANCE AND ADJUSTMENTS
HOOD ADJUSTMENT
The alignment of the hood is controlled by the position
of the hood hinges and the height of the two bumpers lo-
cated one at each side of the radiator support. The ad-
justment at the hood lock must be made after the hinges
and bumpers are properly adjusted. To align the hood
and lock proceed as follows:
HOOD HINGE (Fig. 3)
NOTE:
The body mounted portion of the hood
hinges are slotted to provide up and down move-
ment. The hood mounted end is slotted to pro-
vide forward and rearward movement.
1.
Scribe a line around the entire hinge plate to be re-
positioned.
2.
Loosen the appropriate screws and shift the position
of the hood into correct alignment using the scribe
marks to check amount of movement. Check align-
ment by tightening screws and closing the hood.
HOOD BUMPERS
Adjust hood bumpers so that hood top surface is flush
with the fender and grille top surfaces. Refer to Fig-
ures 4 and 5 for correct sheet metal adjustment dimen-
sions.
HOOD CATCH AND LOCK
The hood catch assembly (fig. 6) mounting holes are
slotted to provide adjustment for the hood lock bolt. Ad-
just the hood lock bolt until hood engages securely when
closed and hood bumpers are slightly compressed.
CHEVROLET CHASSIS SERVICE MANUAL
Page 505 of 659
CHASSIS SHEET METAL 11-18
b.
Check and adjust front wheel alignment as out-
lined in Section 3.
c. Check and adjust headlamp aiming as outlined in
Section 12.
HOOD ASSEMBLY
Hood may be removed either with or without hinges.
To shorten aligning time, hood hinge plates may be lo-
cated by scribing a mark on hood and/or body which
outlines entire plate. See Maintenance and Adjustments -
Hood Hinge for hood adjustment procedure. Hood hinge
springs may be easily and safely removed and installed.
through the use of Tool J-9559 as follows:
1.
With hood opened only far enough to allow passage of
mechanic's arm between hood and fender, insert ends
of J-9559 (through bolt removed) between coils of
spring until barrel of tool contacts outer diameter
of spring.
2.
Open hood fully while still holding spring (with tool
installed) in hand; when hood is near fully opened
position, spring may be removed as shown in Figure
28.
3.
As soon as spring is removed, insert long bolt sup-
plied with J-9559 through holes in end of tool, pass-
ing it through spring, and install nut on bolt.
Spring may be removed from J-9559 or J-9559 may be
installed in a new spring by the following method:
1.
Place a closed 6 or 8 inch "C" clamp in a vise or
fasten it to a heavy bench top (bench should be fas-
tened to floor).
2.
Hook one end of spring in clamp and the other end
in hook of a hoist as shown in Figure 29.
3.
Stretch the spring enough to allow insertion of
J-9559. Install through bolt if spring is not to be
installed on hinge at once.
HOOD CATCH AMD LOCK (Fig. 19)
Removal
1.
Remove catch assembly as follows:
a. Remove screws retaining catch assembly to radi-
ator support.
b.
Remove screws retaining catch assembly to catch
support assembly.
c* Remove screws retaining catch assembly to grille
upper bar.
2.
Before removing hood lock plate from hood, locate
position on hood by scribing around base of lock
plate. Remove screws retaining lock plate to hood
and remove lock plate from vehicle.
Installation
1.
Install both catch and lock assemblies in reverse
order of removal procedure.
2.
Align as outlined under Maintenance and Adjust-
ments - Hood Catch.
HOOD TRIM
Crown Molding
Hood crown molding is retained by clips installed on
underside of hood. Clips may be removed by carefully
pressing them off molding mounting studs with screw
driver.
When installing a new molding, force clips onto mount-
ing studs as far as possible and then clench clips with
long-nosed pliers to eliminate gap between molding and
hood, as shown in Figure 30.
Emblem
The hood emblem is retained by four nuts which are
accessible from under the hood.
COWL VENT GRILLE
The cowl vent grille replacement procedure for Chevy
U is the same as for Chevrolet and Chevelle. Refer to
Chevrolet and Chevelle Cowl Vent Grille replacement
procedure and see Figure 16.
FRONT END ASSEMBLY
The Chevy n front end body design allows for removal
of the entire front end of the vehicle without disassembly
of front suspension of sheet metal. One man may remove
and transport the front end assembly using only a floor
jack placed under the crossmember and the vehicle front
wheels. Figure 31 illustrates the assembly in process
of removal with jack stand in position under rocker panel.
Proceed with removal
as.
follows:
Removal
1.
Remove hood assembly as outlined in this section.
2.
Remove engine assembly as outlined in Section 6.
On 4 cylinder models, replace crossmember.
3.
Raise car from floor and install jack stands as
shown in Figure 31.
4.
Remove pitman arm from steering gear as outlined
in Section 9.
5.
Remove steering gear mounting bolts from skirt
assembly.
6. Remove 4 bolts securing each skirt assembly to
lower dash brace.
7.
Remove fender-to-rocker extension mounting screws
and record shimming.
8. Remove brake hydraulic line and fuel line from right
hand skirt.
9. Position floor jack or equivalent under front cross-
member.
10.
Remove hydraulic line from main cylinder.
11.
Remove fender-to-cowl mounting screws and record
shimming.
12.
Remove upper skirt-to-dash mounting screws and
record shimming.
13.
Remove front end from vehicle as shown in Figure
31.
Inspection
If car has been involved in a collision, it is advisable
to carefully inspect cowl and dash area for damage. Pay
particular attention to welds, cage nuts, weld nuts and
skirt mounting surfaces. Cage and weld nuts may be
repaired by outright replacement (the best method), or
by the installation of spiral thread inserts. If the spiral
inserts are used, follow the instructions furnished by the
manufacturer. -
Installation
%, position front end assembly at upper dash mounts
and lower dash support, align screw holes with drift
punch and install all mounting screws and bolts
loosely; do not tighten until all screws and bolts are
started. Replace original shimming.
CHEVROLET CHASSIS SERVICE MANUAL
Page 560 of 659
ELECTRICAL-BODY
AND CHASSIS 12-48
NOTE:
Screws, nuts and lock washers for re-
assembling cover to wiper are contained in a
service repair package.
6. Remove output gear and shaft assembly, then slide
,
intermediate gear and pinion assembly off shaft.
7. If necessary, remove terminal board and park switch
assembly as follows:
a. Unsolder motor leads from terminals. Coding of
motor leads is not necessary on single-speed
wipers.
b.
Drill out rivets securing terminal board and park
switch ground strap to mounting plate.
NOTE:
Screws, nuts and washers for attaching
a replacement terminal board-park switch as-
sembly are included with the replacement
assembly.
Motor
(Fig. 65)
1.
Follow Steps 1 through 7b under gear box
disassembly.
2.
Remove, motor through bolts, tap motor frame
lightly, and remove motor from mounting plate.
3.
Remove brush spring tension (fig. 68), slide arma-
ture and end plate from motor frame. Pull end
plate from armature.
NOTE:
Thrust plug located between armature
shaft and end plate.
4.
Remove end play adjusting washers from armature,
noting arrangement for proper reinstallation.
INSPECTION
Check and inspect all parts for serviceability, replace
as necessary. All parts can be replaced individually
except motor frame and field, which is serviced as an
assembly. Service kits also provide screws, nuts and
washers to replace gear cpver and terminal board rivets.
ASSEMBLY
Refer to Figure 65 for exploded view of motor and gear
train.
Motor
Reassemble motor using reverse of disassembly
procedures.
NOTE:
Armature end play is controlled by end
play washers. See Figure 69 for proper assem-
bly of end play washers. Lubricate armature
shaft bushings with light machine oil.
Gear Box
1.
Assemble gear box using reverse of disassembly
procedure.
NOTE:
Lubricate gear teeth with Delco Cam
and Ball Bearing lubricant or equivalent. Be
sure cover is properly located over dowel pins
and be sure to reinstall ground strap.
2.
Place wiper in park position and install crank arm
on output shaft, rotate crank so alignment marks line
up with those on cover (fig. 70).
3.
Replace retaining nut, place crank arm in vise,
tighten retaining nut.
WINDSHIELD
WASHER PUMP
The windshield washer pump used on the 2-speed Type
"E"
wiper motor assembly is a positive displacement
type pump employing a small bellows, bellows spring and
valve arrangement. The pumping mechanism is actuated
by a four lobe cam and driven directly by the wiper motor
(fig. 71). Thus, when the wiper is operated, this rotor is
always turning with the gear. Programming is accom-
plished electrically and mechanically by a relay assembly
and ratchet wheel arrangement.
GEAR
CASE GROOVES
r— CRANK ARM GROOVES
WASHER PUMP
Ha
ACTUATOR
IB
•
^^HTS4LOBE
•MMBW
CAM
Fig.
70 - Wiper Crank Arm in Park Position
Fig.
71 - Wash Pump Drive Cam and Actuator
CHEVROLET
CHASSIS SERVICE MANUAL
Page 628 of 659
SPECIFICATIONS
HEATING
AND AIR
CONDITIONING
SECTION
1A
Compressor
Make Frigidaire
Type
. 6
Cylinder Axial
Displacement
Four-Season
12.6
Cu.
In.
Universal
and
Ail-Weather
.... .10.8 Cu. In.
Rotation Clockwise
Compressor Suction
and
Discharge
Connector Bolt Torque
.......
25 ft lbs.
Compressor Clutch Coil
Ohms
(at
80°F.).
4.18-4.38
Amps
(at
80°F.)
2.86 @ 12
Volts
Torques
Rear Head
to
SheU Stud
Nut 23 lb. ft
Shaft Mounting
Nut 15 lb. ft
Belt Tension.
See
Tune-Up Chart
System Capacities
Refrigerant
R-12
Four-Season
and
Comfortron
Systems.
............
3 lbs., 12 oz.
Universal Systems
Chevrolet, Chevelle,
and
Camaro.
... 3 lbs.
Chevy
n 2 lbs. 8 oz.
All-Weather System
2 lbs. 8 oz.
Compressor
Oil 525
Viscosity
All Systems
11 oz.
Fuses
Comfortron Systems
.
Four-Season Systems
.
Universal Systems
. .
All-Weather System.
.
Fuse
Block
25
amp.
25
amp.
25
amp.
25
amp.
In
Line
30
amp.
30
amp.
20
amp.
20
amp.
SECTION
3
WHEEL ALIGNMENT SPECIFICATIONS (Vehicle
dt
Curb Weight)
Caster*
Camber*
Steering Axis
Inclination
tToe-In (Total)
Wheel Bearing
Adjustment
Preload
End Movement
Chevrolet
Pos.
3/4° ± 1/2°
Pos.
1/4° ± 1/2°
7-1/2° ± 1/2°
@l/8"
to 1/4"
12 ft lbs.
zero
.001"
to .008"
Chevelle •
(SS and El Camino)
Neg. 1/2° ± 1/2°
(All others)
Neg. 1° ± 1/2°
Pos.
1/2° ± 1/2°
8-1/4° ± 1/2°
1/8" to 1/4"
12 ft lbs.
zero
.001"
to .008"
Chevy n
Pos.
1° ± 1/2°
Pos.
1/2° ± 1/2°
7° ± 1/2°
1/4" to 3/8"
12 ft lbs.
zero
.000"
to .004"
Corvette
Pos.
1° ± 1/2°
Pos.
3/4° ± 1/2°
7° ± 1/2°
3/16" to 5/16"
12 ft lbs.
zero
.001"
to .008"
Camaro
Pos.
1/2° £ 1/2°
Pos.
1/4° ±1/2°
8 3/4° ± 1/2°
1/8" to 1/4"
12 ft lbs.
zero
.001"
to .008"
•Must not vary more than 1/2° from side to side.
@Toe-In (Total) should be 5/16" to 7/16" after rebuild using new bushings and ball joints.
tAdjust Toe-in with steering gear on straight ahead location after camber and caster have been set Any change
in caster and camber settings will affect toe; always recheck and set toe to specifications.
LET CHASSIS SERVICE MANUAL
Page 631 of 659
SPECIFICATIONS
4
Stabilizer Shaft
Bracket to Frame
Bracket to Torque Arm
Link Bushings
Rebound Bumper to Frame
Crossmember to Frame
Crossmember to Carrier
Carrier Front Support
to Crossmember
Front Bolt
Rear Bolt
Drive Spindle Nut
Drive Spindle Support
to Torque Arm
Strut Rod
to Spindle Support
Bracket to Carrier
Camber Cam
Torque Arm Pivot
Spring Link Bolt to
Torque Arm
Wheel Alignment #
Camber (Degrees)
Toe-in (Total)
Chevrolet
Chevelle
Chevy II
I
Cama.ro
j Corvette
i
|
120
1
120
25
j
. ' 20
25
!
60
\
65
!
50*
50
100*
30
80*
45
65
50
Install nut to expose hole (Corvette
then insert cotter pin. only)
-
Neg.
1/2° ± 1/2°
1/32" to 3/32"
©Station Wagon All 4-Link System
•Plus additional torque necessary to line up cotter pin hole.
# Camber must not vary more than 1/2 degree from side to
set.
side.
Toe setting must be made after camber is
RIDING
HEIGHT
Body Style
2 Door Sedan
4 Door Sedan
4 Door Sport Sedan
Sport Coupe
Convertible
Station Wagon
Sedan Pickup
Super Sport Coupe
&
Convertible
6-1/2"
6-7/16"
6-7/16"
6-1/2"
6-7/16"
6-7/8"
± 3/8".
±3/8"
±3/8"
± 3/8"
± 3/8"
± 3/8"
5.0" ±
5.0" ±
5.0" ±
4-3/4"
6-1/2"
6-1/4"
6-3/8"
3-3/8"
3/8"
3/8"
3/8"
± 3/8"
± 3/8"
± 3/8"
± 3/8"
± 3/8"
6-1/8"
6-1/16'
4-15/16'
5-13/16
± 3/8"
± 3/8"
1
± 3/8"
*
± 3/8"
5-1/4"
± 3/8"
5-3/16" ± 3/8"
All settings are made at curb weight.
CHEVROLET
CHASSIS SERVICE MANUAL