ECO mode CHEVROLET CAMARO 1967 1.G Chassis Workshop Manual

LUBRICATION 0-16

Every 12,000 miles (more frequently*, depending on

severity of service, if vehicle is used to pull trailers,

carry full loads during high ambient temperatures,

operate in mountainous terrain or operate under other

severe conditions--Remove fluid from the transmission

sump and add one and a half quarts of fresh fluid for

Camaro and Chevy II and two quarts for Chevrolet,

Chevelle, and Corvette. Operate transmission through all

ranges and check fluid level as described above.

•Except if vehicle is equipped with transmission pro-

vided in heavy duty service options. If so equipped,

drain converter and pump every 12,000 miles and add

approximately seven and a half quarts of fresh fluid

for Chevy II and nine quarts for Chevrolet and Chevelle.

TURBO HYDRA-MATIC

Lubrication. recommendations for the Turbo Hydra-

Matic are the same as outlined for the Powerglide

transmission except for fluid capacity and filter change

listed below.

After checking transmission fluid level it is important

that the dip stick be pushed all the way into the fill tube.

Every 12,000 miles — after removing fluid from the

transmission sump, approximately 7 1/2 pints of fresh

fluid will be required to return level to proper mark on

the dip stick.

Every 24,000 miles, or at every other fluid change--

the transmission sump strainer should be replaced.

FRONT WHEEL BEARINGS

It is necessary to remove the wheel and hub assembly

to lubricate the bearings. The bearing assemblies should

be cleaned before repacking with lubricant. Do not pack

the hub between the inner and outer bearing assemblies

or the hub caps, as this excessive lubrication results in

the lubricant working out into the brake drums and

linings.

Front wheels of all passenger car models are equipped

with tapered roller bearings and should be packed with a

high melting point water resistant front wheel bearing

lubricant whenever wheel and hub are removed.

CAUTION: "Long fibre" or "viscous" type

lubricant should not be used. Do not mix wheel

bearing lubricants. Be sure to thoroughly clean

bearings and hubs of all old lubricant before

repacking.

The proper adjustment of front wheel bearings is one

of the important service operations- that has a definite

bearing on safety. A car with improperly adjusted front

wheel bearings lacks steering stability, has a tendency to

wander or shimmy and may have increased tire wear.
The adjustment of these bearings is very critical. The

procedure is covered in Section 3 of this manual under

Front Wheel Bearings—Adjust,

MANUAL STEERING GEAR

Check lubricant level every 36,000 miles. If required,

add EP Chassis Lubricant.

POWER STEERING

On models equipped with power steering gear, check

fluid at operating temperature in pump reservoir. Add

GM Power Steering Fluid, or, if this is not available, use

Automatic Transmission Fluid "Type A" bearing the

mark AQ-ATF followed by a number and the suffix letter

'A'
to bring level to full mark on dip stick.

AIR CONDITIONING

After the first 6,000 miles, check all hose clamp

connections for proper tightness.

Every 6,000 miles check sight glass under the hood,

after the system has been in operation for several

minutes. Sight glass should be clear but may, during

milder weather, show traces of bubbles. Foam or dirt

indicate a leak which should be repaired immediately.

BRAKE MASTER CYLINDER

Check level every 6,000 miles and maintain 1/4" below

lowest edge of each filler opening with GM Hydraulic

Brake Fluid Supreme No. 11.

PARKING BRAKE

Every 6,000 miles, apply water resistant lube to park-

ing brake cable, cable guides and at all operating links

and levers.

CLUTCH CROSS-SHAFT

Periodic lubrication of the clutch cross shaft is not

required. At 36,000 miles or sooner, if necessary;

remove plug, install lube fitting and apply CHASSIS

LUBRICANT.

CHASSIS LUBRICATION

For chassis lubrication, consult the lubrication chart.

It shows the points to be lubricated and how often the

lubricant should be applied.

The term "chassis lubricant" as used in this manual,

describes a water resistant EP chassis grease designed

for application by commercial pressure gun equipment.

CHEVROLET CHASSIS SERVICE MANUAL

HEATER AND AIR CONDITIONING 1A-25

Fig.
37—-Corvette Four-Season System Components

pass through the system. For heating operations it is

suggested that Ml outside air (knob Mly OUT) be used.

For cooling operations under extreme heat conditions

push knob fully in (recirculated inside air); under moder-

ate temperature conditions pull the knob out to the detent

position (a misxture of outside air and inside air); and

under mild temperature conditions the knob may be

pulled fully out (outside air).

After the AIR PULL knob is set to permit air to pass

through the system, the knob may be rotated to control

the three-speed blower. When the AIR COND.-PULL

knob is pulled out the low blower is in operation. Select

higher speeds as desired.

Temperature Adjustment

The COOL IN-HOT PULL knob controls the air output

temperature during both heating and cooling operations.

A vacuum switch (operated by the temperature door

actuating cam) controls a vacuum operated water valve

which allows engine coolant to flow through the heater

core only when this knob is pulled out.

During heating operation cold ambient air enters the

conditioner, passes through the inoperative cooling core

and then passes through and around the heating core

(the final mixture of hot and cold air being determined

by the control knob - temperature door setting) and then

enters the car.

Cooling operation is exactly the same except that the

cooling core (evaporator) will be in operation at Ml

capacity, removing as much heat and humidity as pos-
sible from the warm ambient air flowing through it.

The COOL IN-HOT PULL knob may then be pulled out

as needed to temper this maximum cold airflow should

it become necessary.

Defroster Control

This control acts to divert heated air from the floor

distributor duct into the defroster duct for windshield

defogging, defrosting and deicing operations. A detent

is built into the defroster linkage to indicate the setting

at which a small portion of the heater air will be con-

tinaully passed over the windshield, thus keeping it clear.

Operating Instructions

Remember that the air conditioning system may be

used for heating or cooling during any season of the

year to provide just the desired comfort conditions.

Cooling

1.
"Air Cond-Pull". This knob should be pulled fully

out.

2.
"Cool In-Hot Pull". This knob should be pushed

fully in for maTriTr»"Tn cooling. Pulling out the knob

as required will mix warm air with the cool air to

temper the cool air output.

3.
"Air Pull-Fan". Set this knob fully in during ex-

treme heat conditions; at the detent position during

moderate temperature conditions; fully out during

mild temperature conditions or whenever tempering

of the cooled air flow is necessary. Turn the knob

CHEVROLET CHASSIS SERVICE MANUAL

HEATER AND AIR CONDITIONING 1A-33

within the system. The following fixed conditions must be

adhered to in order to make it possible to compare the

performance of the system being tested with the stan-

dards below:

1.
Doors and windows closed. (Car inside or in shade.)

2.
Hood up and engine exhaust suitably ventilated.

3.
Vehicle in NEUTRAL with engine running at 2000

rpm.

4.
Air Conditioning controls set for -

• Maximum cooling.

• High blower speed.

5.
TEMP knob and AIR knob set for full recirculating

air. On Comfortron systems* move the control lever

to REAR and pull the white vacuum hose from the

transducer. Plug the hose. An alternate method is to

install the J-22368 Tester (described later in this

section) and operate it on MANUAL control to main-

tain maximum cooling and blower speed.

6. Gauge set installed.

7.
System settled out (run-in approximately
10
minutes).

8. A thermometer placed in front of vehicle grille and

another in the right hand diffuser outlet.

PERFORMANCE DATA

The following Performance Data define normal opera-

tion of the system under the above conditions. Relative

humidity does not appear in the tables because after

running the prescribed length of time on recirculated air

and maximum cooling, the relative humidity of the air

passing over the evaporator core will remain at ap-

proximately 35% to 40% regardless of the ambient

temperature or humidity.

Should excessive head pressures be encountered at

higher ambient temperatures, an 18" fan placed in front

of the vehicle and blowing into the condenser will provide

the extra circulation of air needed to bring the pressures

to within the limits specified.

NOTE: Higher temperatures and pressures will

occur at higher ambient temperatures, fti areas

of high humidity it is possible to have ther-

mometer and gauge readings approach but not

reach the figures listed in the performance

tables and still have a satisfactory operating

unit. However, it is important to remember that

low pressure has a direct relationship to nozzle

outlet temperature. If pressure is too low, ice

will gradually form on the evaporator fins, re-

stricting airflow into the passenger area and

resulting in insufficient or no cooling.

Four-Season and Comfortron System

Chevrolet and Camaro
Chevelle

(Refrigerant
Charge
=

Temperature
of Air

Entering Condenser

Engine rpm

Compressor

Head Pressure

Evaporator Pressure

at POA

Discharge Air Temp,

at Right Hand Outlet
3
Lbs. -

70°

145-

155

38-

41
80°

170-

180
12 02

90°
.)

100°

2000

205-

215

29.5 -

39-

42
41-

43
255-

265

30.5

42-

45
110°

260-

270

psi

43-

46
120°

295-

305

45-

48
(Refrigerant Charge =

Temperature of

Air Entering

Condenser

Engine rpm

Compressor Head

Pressure

Evaporator
Pressure

at
POA

Discharge Air

Temp, at Right

Hand Outlet
3 Lbs. -

70°

150

160

37-

40
80°

175

185
12 Oz.)

90° 100°

2000

210 250

220 260

29.5 - 30.5

37-

40
38-
39-

41 42
110°

280

290

psi

40-

44
120°

290

300

41-

45

Corvette

(Refrigerant Charge =

Temp, of Air

Entering Condenser

Engine rpm

Compressor

Head Pressure

Evaporator
Pressure

at
POA

Outlet
Air

Temperature

(at Right
Outlet)
3
Lbs.

70°

150-

170

38-

40
- 4 Oz.)

80°

175-

195

29

38-

40
90°

2000

200-

200
100°

i*pm

240-

260
110°

285-

300

5-
30.5 psi

40-

42
41-

43
43-

45
120°

325-

335

45-

47

Alt Weather System

Chevy II

(Refrigerant
Charge
=

Grille Air

Temperature

Engine rpm

Compressor Head

Pressure

Compressor Suction

Pressure**

Discharge Air Temp,

at R/H Outlet**
2-1/2 Lbs.)

70°

120-

140

13

32-

37
80°

150-

160

14
CO
OO
CO
CO
90°
100°

1500

175-

185

15

35-

40
220-

230

15

36-

41
110°

240-

250

19

37-

42
120°

265-

275

19

38-

43

**When Compressor Clutch Releases

COMFORTRON SYSTEM OPERATIONAL TEST

This test, designed as a quick check of total system

operation, must be made with the engine operating at

minimum of 2000 rpm and coolant warm. Wait several

seconds between operations to allow the system to move

through its sequence of operation and arrive at the pre-

scribed mode of operation.

1.
With control lever in the OFF position, and Tem-

perature Dial at 65°F.

a. System is turned OFF, there is no air flow from

any of outlets.

2.
Control lever in HI Front and Temperature Dial set

at65°F.

CHEVROLET CHASSIS SERVICE MANUAL

HEATER AND AIR CONDITIONING 1A-76

Fig.
112—-Heater Core Removal—Four-Season System (Corvette)

3.
Replace the core case into the car as described

under Heater and Air Distributor Assembly.

COMPRESSOR

The same basic six.cylinder reciprocating compressor

is used in all systems.

Two variations of the basic compressor are used. One,

with a displacement of 12.6 cu. in. is used with the Four-

Season System. The second model, having displacement

of 10.8 cu. in. is used with the Universal and All-Weather

Systems.
AH Systems

Removal

1.
Purge the refrigerant from the system.

2.
Remove connector attaching bolt and connector. Seal

connector outlets.

3.
Disconnect electrical lead to clutch actuating coil.

4.
Loosen brace and pivot bolts and detach belt.

5. Remove the nuts and bolts attaching the compressor

brackets to the mounting bracket.

6. Before beginning any compressor disassembly, drain

and measure oil in the compressor. Check for

evidence of contamination to ..determine if remainder

of system requires servicing. Compressor Servicing

information is located in the Chassis Overhaul

Manual.

Installation

1.
li oil previously drained from the compressor upon

removal shows no evidence of contamination, replace

a like amount of fresh refrigeration oil into the com-

pressor before reinstallatLon. If it was necessary to

service the entire system because of excessive con-

tamination in the oil removed, install a full charge of

"fresh refrigeration oil in the compressor. (See

Checking Compressor Oil Charge under Checking

Oil)

2.
Position compressor on the mounting bracket and

install all nuts, bolts and lock washers.

3.
Install the connector assembly to the compressor

rear head, using new "O" rings.

4.
Connect the electrical lead to the coil and install

and adjust compressor belt.

5. Evacuate and charge the system.

6. Leak test the system and check for proper operation.

Fig.
113—Heater Hoses^-Four-Season System (Corvette)

CHEVROLET CHASSIS SERVICE MANUAL

SECTION 2

FRAME

INDEX

Page

General Description 2-1

Chevrolet 2-1

Cheveile '. 2-1

Repair Procedures 2-1
Page

Checking Frame Alignment 2-1

Car Preparation 2-1

Tramming Sequence 2-1

Reference Point Dimensions 2-1

GENERAL DESCRIPTION

CHEVROLET AND CHEVELLE

Frames used on Chevrolet and Cheveile lines are basi-

cally the same, consisting of full length right and left

side members joined laterally by crossmembers. Sev-

eral different frames are used in each line to meet the

various vehicle size and function requirements but the

basic shape for each line remains the same. Differences

between frames in a given line exist only in metal gauge,

part size and numbers of parts necessary to meet the

particular structural requirements of the models

involved.

CORVETTE

The Corvette frame is a rigid perimeter unit, with five
crossmembers. From the rear kick-up forward, trap-

azoidal shaped, closed side members outline and protect

the passenger compartment. At the cowl area, the side

members curve inward in a sweeping "S" shape, to pro-

vide a sturdy foundation for the engine mounts and clear-

ance for front wheel movement. From the kick-up

rearward, box-sectioned side rails provide fore and aft

support for the rear axle and suspension. Lateral sup-

port is provided by five variously shaped welded-in

crossmembers, including the front unit, which formerly

was bolted-in.

CHEVY II AND CAMARO

Underbody alignment checking procedures will be found

in the Body Service Manual.

REPAIR PROCEDURES

CHECKING FRAME ALIGNMENT

Vehicles involved in an accident of any nature which

might result in a "swayed" or "sprung" frame should

always be checked for proper frame alingment in addi-

tion to steering geometry and wheel alignment.

CAR PREPARATION

Preparing the car for the frame alignment check in-

volves the following:

1.
Place the car on level surface.

2.
The weight of the car should be supported at the

wheel locations.

3.
A visual damage inspection should be made to elim-

inate needless measuring. Obviously damaged or

misaligned areas can often be located by sight.

TRAMMING SEQUENCE

When checking a frame for alignment in case of dam-

age,
the first step is horizontal "X" checking with a

tram from similar given points on opposite side of the

frame.

Frame alignment checks on all models should be made

with the tram points set at the center of each locating

point indicated and the cross bar level to insure

accuracy.

When "X" checking any section of the frame, the

measurements should agree within 3/16". If they do not,
it means that corrections will have to be made.

If a tram gauge is not available, the "plumb bob"

method of checking may be used. To assure any degree

of accuracy when using this method, the vehicle should

be on a level floor.

By using this method, it is only necessary to have a
#

piece of cord attached to an ordinary surveyor's plumb

bob.
When measuring the distance between two points,

the free end of the cord should be placed on the reference

point allowing the plumb bob to hang on the floor. A check

mark should be made on the floor just under the tip of

the plumb bob. This operation should be repeated at all

reference points. With these points located on the floor,

they may easily be measured with a rule.

The second step is checking the vertical dimensions

from the datum plane to the points to be trammed. With

the proper settings the tram bar will be on a plane

parallel to that of the frame. The exception to this would '

be when one of the reference locations is included in the

misaligned area; then the parallel plane between the

frame and the tram bar may not prevail. After com-

pletion of the repairs, the tram gauge should be set at

the specified dimension to check the accuracy of the re-

pair operation.

ALIGNMENT REFERENCE POINT DIMENSIONS

Dimensions to holes are measured to dead center of

the holes and flush to the adjacent surface metal.

CHEVROLET CHASSIS SERVICE MANUAL

FRONT SUSPENSION 3-3

by means of a lower control arm inner pivot cam; on the

Chevelle, Camaro and Corvette by means of upper control

arm inner support shaft shims.

Caster angle is adjusted, on the Chevrolet and Chevy n

by means of a strut rod which runs from the lower con-

trol arm forward to a frame brace; on the Chevelle,
Camaro and Corvette by means of upper control arm

inner support shaft shims.

A stabilizer bar is used on all Chevelle and Corvette

models. Chevrolet Impalas, station wagons and V-8

engine equipped models are fitted with the stabilizer bar.

UPPER CONTROL ARM

STABILIZER

SPRING
LOWER CONTROL ARM

STEERING KNUCKLE

Fig.
3 - Front Suspension - Corvette

MAINTENANCE AND ADJUSTMENTS

Maintenance intervals recommended for lubrication of

front suspension components have been fully covered in

Section 0 of this manual. Only actual adjustment proce-

dures will be covered here.

NOTE:
Unless otherwise indicated all proce-

dures will apply to all five vehicles covered in

this manual.

FRONT WHEEL BEARING ADJUSTMENT

Proper front wheel bearing adjustment has a definite

bearing on the safe operation of a vehicle. Improperly

adjusted front wheel bearings will result in a lack of

steering stability causing wheel wander, shimmy and ex-

cessive tire wear. Very accurate adjustment is possible

because the spindles are drilled both vertically and hori-

zontally and the adjusting nuts are slotted in all six sides.

NOTE:
Wheel bearings should not
be.
repacked

or adjusted as a part of "New Car Conditioning".
1.
With wheel raised, remove hub cap and dust cap and

then remove the cotter pin from the end of the

spindle.

2.
While rotating wheel, tighten spindle nut to 12 lbs. ft

torque.

3.
Back off adjusting nut one flat and insert cotter pin.

If slot and pin hole do not line up, back off the adjust-

ing nut an additional 1/2 flat or less as required to

insert cotter pin.

4.
Spin the wheel to check that it rolls freely and then

lock the cotter pin by spreading the end and bending

it around.

NOTE:
Bearings should have zero preload and

.001"
to .008" end movement when properly ad-

justed on Chevrolet, Chevelle, Camaro and Cor-

vette; .000" to .004" on Chevy H.

5.
Install dust cap, hub cap or wheel disc and lower

wheel.

6. Perform the same operation on each front wheel.

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-17

Fig.
41—Carrier Mounted Suspension Bushing Removal

(Heavy-Duty) (Chevelle)

c. Turn Nut J-21058-8 to remove bushing from

carrier ear, making sure Remover Adapter

J-21474-2 is centered and will clear hole in

carrier ear.

d. Disassemble puller tools and position Installer

Adapter J-
21474-
2 on flanged end of bushing.

Install Puller Screw J-21058-15 through receiver

so that screw head is seated against receiver.

Position this assembly through inboard side of

carrier ear.

e. Position bushing and Installer Adapter J-21474-2

onto puller.screw with small end of bushing to-

ward carrier ear. Refer to Figure 40 for in-

stalled view of tools.

f. Install Thrust Bearing and Nut J-21058-8 onto

puller screw. Turn nut to pull bushing into car-

rier ear. Check position of bushing when install-

ing to make sure bushing is properly aligned.
b.

c.

d.
Fig.
43—Upper and Lower Control Arm Assembly

(Chevelle)

Heavy-Duty
Carrier

a. Install a 1/2 x 20 nut on Puller Screw J-21058-15,

install thrust bearing against nut. Position puller

screw through Bridge and Receiver J-21830-4

and 7.

Position puller screw through flanged end of

bushing then install Remover Adapter J-21991

on threaded end of puller screw.

Align tools on carrier ear and center remover

adapter on bushing. Hold head of puller screw

and turn 1/2 x 20 nut to withdraw bushing from

carrier ear. Refer to Figure 41 for installed

view of removal tools.

Position Installer J-21474-2 on flanged end of

new bushing and install Driver Handle J-7079-2

to opposite end of installer.

e. Position bushing in carrier ear and drive bush-

ing until it seats against carrier. Bushing is

properly seated when shoulder on bushing con-

tacts carrier. Refer to Figure 42 for installation.

NOTE:
Do not attempt to seat flange of bush-

ing against ear of carrier. Bushing is properly

installed when shoulder on bushing seats against

chamfer on carrier ear.

Installation

1.
Place control arm into position between the forward

and rearward mounting brackets and install retaining

bolts.
Refer to Figure 43 for installation view of

control arms.

Support vehicle at axle and remove supports from

beneath the frame side rails.

Install lock washer and nut to retaining bolts and
2.

3.

torque to specifications.

Fig.
42—Carrier Mounted Suspension Bushing Installation

(Heavy-Duty) (Chevelle)
REAR SUSPENSION TIE ROD-CHEVROLET

Removal

1.
Remove the nut, washer and bolt from the leftside

and the nut and washer from the stud on the right

side that secure the tie rod to the brackets (fig. 44).

Withdraw the rod from under the vehicle. An ex-

ternal shell service bushing is available for left side

on all models and both right and left on station

wagons.

NOTE:
The above operations need not be per-

formed on a hoist. However, to provide ample

working space, the use of a hoist or proper jack

stand is recommended.

CHEVROLET CHASSIS SERVICE MANUAL

REAR SUSPENSION AND DRIVE LINE 4-30

Fig.
76—Differential Gear Failure

Hypoid Gears

Hypoid gear tooth scoring (fig. 74) is caused generally

by improper break-in, incorrect lube, insufficient gear

backlash or improper 'ring/pinion gear alignment. The

scoring will progressively lead to complete erosion of

the gear tooth, or gear tooth pitting and eventual fracture

with possible attendant damage to bearings, if the initial
scoring condition is not diagnosed in time and corrected.

Hypoid gear scoring is easily recognized by its char-

acteristic loud whine in either drive, coast or under both

conditions. Another cause of hypoid tooth fracture (fig.

75) is extended overloading of the gear set which will

produce fatigue fracture, or shock loading which will

result in sudden failure.

Differential Gears

Common causes of differential gear failure are shock

loading, extended overloading leading to fatigue failure,

and overheating of gear thrust surfaces resulting from

excessive wheel spin and consequent lubrication break-

down. Overheating will lead to seizing of thrust surfaces

or tooth failure (fig. 76).

Bearings

• Failure of axle tapered roller bearings is due pri-

marily to excessive wear caused by long service or

foreign materials in the oil. The second most common

cause of bearing failure is too tight or too loose pre-

load adjustment leading to spalling and eventual failure.

This failure may also lead to hypoid gear scoring due to

the resultant misalignment of the hypoid gear set.

COMPONENT PARTS REPLACEMENT

(Chevrolet, Cheveile, Chevy II and Camaro)

AXLE ASSEMBLY

Removal

1.
Raise vehicle to a height that will permit axle as-

sembly to hang freely and position supports under

both frame side rails.

2.
Disconnect wheel cylinder inlet lines. Disconnect and

remove brake hose and brake line retaining bracket

by removing retaining bolt from carrier cover.

3.
Loosen parking brake equalizer adjusting nut and

disconnect both rear cables at frame bracket and at

control arms. See Section 5 for detail of parking

brake cable removal.

4.
Remove two trunnion bearing "U" bolts from the

rear yoke and separate rear universal joint. Wire

propeller shaft to frame side rail and tape trunnion

bearing cups.

5. Support arid secure axle assembly with an adjustable

lifting device. On Chevrolet and Cheveile models,

loosen upper and lower control arm attaching bolts

at axle housing. (On Chevrolet models, disconnect

tie rod at axle bracket.)

6. Disconnect shock absorbers at axle brackets. Refer

to Shock Absorber Removal procedures outlined in

this section.

7. On Chevrolet and Cheveile models, lower axle as-

sembly until suspension reaches end of travel, then

disconnect spring retainers and withdraw springs

from vehicle.

8. On Chevy II and Camaro models, remove four nuts

securing lower spring seat to axle housing, then

remove spring front eye bolts or spring attaching

bracket and swing spring to rear so that it does not

interfere with axle.

9. On Chevrolet and Cheveile models, disconnect upper

and lower control arm attaching bolts at axle housing*
10.
Lower axle assembly and remove from under vehicle.

Installation

1.
Place axle assembly under vehicle and raise into

position.

2.
On Chevrolet and Cheveile models, install, but do not

tighten, upper and lower control arm attaching bolts

at axle housing.

3.
On Chevrolet models, position coil springs in upper

seats so that end of spring is indexed in seat.

4.
On Chevrolet models, install lower end of spring on

axle bracket or control arm and secure by installing

retainer and bolt. Install lock washer and retainer

nut.

5. On Cheveile pry lower pigtail of spring over vertical

flange of the axle bracket spring seat.

6. On Chevy II and Camaro models, install spring seat

pads and swing springs up into spring seats on axle

housing, making sure upper seat pads are aligned in

axle housing bracket.

7. Install spring front eye bolt and tighten, then install

spring seat lower mounting bracket and retaining

nuts.

8. Raise axle assembly to allow shock absorber and tie

rod installation. Position shock absorber in axle

bracket. Torque nut as outlined in Shock Absorber

Installation procedures.

9. Install brake hose and brake line retaining bracket

to carrier and connect wheel cylinder inlet lines.

Connect parking brake cable to frame bracket and

at control arm. Adjust parking brake and bleed

brakes as outlined in Section 5.

10.
Reassemble rear universal joint to companion flange.

11.
Support vehicle at axle and remove supports from

beneath the frame side rails.

12.
Remove supports and lower vehicle to floor. Torque

all affected parts to specifications.

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-12

VIEW B

Fig.
21—Parking Brake System-Chevy II

2.
Remove return spring at equalizer.

3.
Remove equalizer check nut, and separate cable

stud from equalizer.

4.
Remove clamp from underbody guide bracket. (Con-

vertible models only, also remove clamp from guide

bracket at underbody support.)

5. Remove cable retainer from underbody bracket.

6. Compress expanded conduit locking fingers at toe

pan,
remove cable ball from idler lever, and with-

draw cable from car.

Installation

1.
Position cable ball and conduit tip through cutout

in toe pan.. Make sure conduit locking fingers are

fully expanded and secured in cutout, then position

cable ball in idler lever clevis.

2.
Present parking brake lever to one notch.

3.
P}ace retainer in conduit groove so that conduit

end is secure in underbody bracket.

4.
Position cable in guide bracket(s) and secure cable

in bracket with clamp(s).

5. Place one check nut on cable stud and insert stud

into equalizer, then place second check nut on stud.

6. Connect cable return spring.

7. Adjust parking brake as outlined in this section.
8. Connect positive battery cable.

Rear Cable

Removal

1.
Place parking brake lever in released position.

2.
Disconnect front cable return spring at equalizer.

3.
Remove check nut from front cable stud, withdraw

stud from equalizer, and remove equalizer from

rear cable.

4.
Remove retainers from grooves in rear cable con-

duit, and remove cable from bracket.

5. Remove cable from center body bumper bracket

and spring clip at shock absorber lower mount.

6. Back off rear service brakes sufficiently to allow

for drum removal.

7. Remove both rear wheels and drums.

8. Remove secondary brake shoe return spring.

9. Remove secondary brake shoe hold-down spring

and pin.

10.
Remove cable end from parking brake actuating

lever.

11.
Compress expanded conduit locking fingers at flange

plate entry hole and withdraw cable.

CHEVROLET CHASSIS SERVICE MANUAL

BRAKES 5-17

mended shoe and lining assemblies. Otherwise,

serious fade or failure may occur.

1.
Inspect new linings and make certain there are no

nicks or burrs on bonding material on shoe edge

where contact is made with brake flange plate or

on any of the contact surfaces.

NOTE: Keep hands clean while handling brake

shoes.
Do not permit oil or grease to come in

contact with linings.

2.
If working on rear brakes, lubricate parking brake

cable.

3.
On rear brakes only, lubricate fulcrum end of park-

ing brake lever and the bolt with brake lube, then

attach lever to secondary shoe with bolt, spring

washer, lock washer and nut. Make sure that lever

moves freely.

4.
Before installation make certain the adjusting screw

is clean and lubricated properly.

NOTE: Loose adjustment may occur from an

adjusting screw that is not properly operating.

If the lubrication in the adjusting screw as-

sembly is contaminated or destroyed, the ad-

justing screw should be thoroughly cleaned and

lubricated.

5.
Connect brake shoes together with adjusting screw

spring, then place adjusting screw, socket and nut

in position.

CAUTION: Make sure the proper adjusting

screw is used ("L" for left side of vehicle,

"R"
for right side of vehicle). The star wheel

should only be installed with the star wheel

nearest to the secondary shoe and the adjusting

screw spring inserted to prevent interference

with the star wheel.
6. On rear wheels connect parking brake cable to lever.

7.
Secure the primary brake shoe (short lining—faces

forward) first with the hold-down pin and spring

using a pair of pliers. Engages shoes with the wheel

cylinder connecting links.

8. Install and secure the actuator assembly and second-

ary brake shoe with the hold-down pin and spring

using a pair of needle nose pliers. On rear wheels

position parking brake strut and strut spring.

9. Install guide plate over anchor pin.

10.
Install the wire link.

NOTE: Do not hook the wire link over the

anchor pin stud with the regular spring hook

tool. This may damage the cylinder boot seals.

Fasten the wire link to the actuator assembly ;

first, then place over the anchor pin stud by

hand while holding the adjuster assembly in the

full down position.

11.
Install actuator return spring.

NOTE: Do not pry actuator lever to install re-

turn spring. Ease it in place using the end of a

screw driver or other suitable flat tool.

12.
If old brake pull back (return) springs are nicked,

distorted or if strength is doubtful, install new

springs.

13.
Hook springs in shoes using Tool J-8049 by in-

stalling the primary spring from the shoe over the

anchor pin and then spring from secondary shoe

over the wire link end.

14.
Pry shoes away from backing plate and lubricate

shoe contact surfaces with a thin coating of brake

lube (fig. 29).

CAUTION:

facings.
Be careful to keep lubricant off

Fig.
29—Backing Plate Contact Surfaces
15.
After completing installation, make certain the actu-

ator lever functions easily by hand operating the

self-adjusting feature (fig. 30).

1.6. Follow the above procedure for all wheels.

17.
Adjust the service brakes and parking brake as

outlined under "Maintenance and Adjustments" in

this section.

Metallic Linings

Metallic brake linings which use special heat resistant

brake springs are available as an option. Service opera-

tions are the same as for standard brakes; however,

when new linings are installed, the linings should be

seated as described below.

NOTE: Brake shoes with metallic linings re-

quire specially finished brake drums (honed to a

20 micro-inch finish). Metallic linings are not

recommended for service replacement on ve-

hicles with standard brake drums that have not

been honed to specified finish.

Seating Metallic Linings

After the brakes have been adjusted, the following

recommended "lining seating" is as follows:

1.
Make six to eight stops from 30 MPH with moderate

pedal pressure to aid in seating and to mbdulate

any tendency to dive.

CHEVROLET CHASSIS SERVICE MANUAL